Gen Datalink Comm

SUBJECT: Datalink Communications for 2019 and 2020 Software Releases
PRODUCT COVERAGE: 1000 and 2000 Series™

— B191 release, April 2019
— B192 release, September 2019
3000 and 4000 Series™

— C191 release, April 2019
— C192 release, September 2019
TC10® Series
— D191 release, April 2019
PUBLICATION DATE: August 10, 2020 (see Change History for revisions)
CONTENT LINKS: Section A: General Information
Section B: SAE J1939
Section C: Proprietary Protocols
Section D: Network Assembly
QUICK LINKS: TCM Network Configuration
J1939 Message & Parameter Broadcasts
J1939 Message & Parameter Reception
J1939-Based Functions
Copyright © 2020 Allison Transmission, Inc. All Rights Reserved.

TABLE OF CONTENTS
SECTION A: GENERAL INFORMATION ................................................................................7

A.1. INTRODUCTION ........................................................................................................................................ 7
A.1.1. Document Purpose ............................................................................................................................. 7
A.1.2. Notice of Allison Transmission Responsibility .................................................................................... 7
A.1.3. Description of WARNING, CAUTION and NOTE ............................................................................... 7
A.1.4. Tips on Using this Document ............................................................................................................. 8
A.2. COMMUNICATION INTERFACES & PROTOCOLS .............................................................................. 10
A.2.1. Available Interfaces & Protocols ....................................................................................................... 10
A.2.2. Interfaces & Protocols Not Supported .............................................................................................. 10
A.2.3. Applicable Standards........................................................................................................................ 11
A.3. FACTORS DETERMINING COMMUNICATION SUPPORT................................................................... 12
A.3.1. Transmission Series ......................................................................................................................... 12
A.3.2. TCM Model ....................................................................................................................................... 12
A.3.3. FuelSense® ....................................................................................................................................... 12
A.3.4. TCM Calibration Configuration (VEPS & ACCT) .............................................................................. 13
A.3.5. TCM Readiness State & Factory Mobility Mode .............................................................................. 13
A.3.6. Network Configuration ...................................................................................................................... 14
A.3.7. Auto-Detection .................................................................................................................................. 15
A.3.8. J1939 Network Management ........................................................................................................... 16
A.4. ACRONYMS, ABBREVIATIONS & DEFINITIONS ................................................................................. 17
A.5. DOCUMENT CHANGE HISTORY ........................................................................................................... 20
A.5.1. April 23, 2019 ................................................................................................................................... 20
A.5.2. January 2, 2020 ................................................................................................................................ 21
A.5.3. August 10, 2020 ............................................................................................................................... 21
SECTION B: SAE J1939 .......................................................................................................22

B.1. J1939 SYSTEM INTEGRATION APPROACH & RESPONSIBILITIES .................................................. 22
B.1.1. Allison Approach and Expectations .................................................................................................. 22
B.1.2. Failure Analysis ................................................................................................................................ 23
B.1.3. Allison Error Indication and DTC Timing .......................................................................................... 24
B.1.4. Diagnostic Grace Period at Power Up.............................................................................................. 25
B.1.5. Using a Communication Heartbeat .................................................................................................. 25
B.1.6. General Timeout Recommendations ................................................................................................ 26
B.1.7. Network Interconnection ................................................................................................................... 26
B.1.8. Reprogramming ................................................................................................................................ 26
B.1.9. Attempts to Convert Allison Wire-Based Functions to J1939 Operation .......................................... 27
B.1.10. J1939 Source Address (SA) Misuse ................................................................................................ 28
B.1.11. Range Displays – General Information ............................................................................................ 29
B.2. J1939 MESSAGE & PARAMETER OVERVIEW (2019) ......................................................................... 30
B.2.1. J1939 Reception – Allison TCMs and Shift Selectors ...................................................................... 30
B.2.2. J1939 Broadcasts – Allison TCMs and Shift Selectors .................................................................... 33
B.2.3. J1939 Message and Parameter Overview Table Guide .................................................................. 37
B.2.4. J1939 Source Address Listing .......................................................................................................... 38
ATI 5th Gen Controls Datalink Communications – August 10, 2020 General Information – 2
Copyright © 2020 Allison Transmission, Inc. All Rights Reserved
B.3. J1939-BASED FUNCTION OVERVIEW ................................................................................................. 39
B.4. J1939-BASED FUNCTION REQUIREMENTS ........................................................................................ 42
B.4.1. Accelerator Pedal Input .................................................................................................................... 42
B.4.2. Accelerator Pedal Input – Dual Mode OFS ...................................................................................... 44
B.4.3. Alternate Gear Start (AGS) Input ..................................................................................................... 48
B.4.4. Anti-Lock Brake System (ABS) Input ............................................................................................... 50
B.4.5. Automatic Traction Control (ATC or ASR)........................................................................................ 52
B.4.6. Automatic Neutral – Brake-Based (BBAN) Input .............................................................................. 54
B.4.7. Automatic Neutral – Dual Input w/Automatic Return to Range ........................................................ 58
B.4.8. Automatic Neutral – Single Input (ANSI) .......................................................................................... 60
B.4.9. Automatic Neutral – Single Input with Shift Selector Override ......................................................... 62
B.4.10. Auxiliary Function Range Inhibit – Single Input ................................................................................ 64
B.4.11. Check Trans Indicator ...................................................................................................................... 67
B.4.12. Cruise Control, Standard .................................................................................................................. 72
B.4.13. Cruise Control, Adaptive (ACC or Headway Control) ...................................................................... 74
B.4.14. Cruise Control, via Engine PTO Governor ....................................................................................... 75
B.4.15. Diagnostic Communication with Allison Tools .................................................................................. 77
B.4.16. Diagnostic Communication for OEM Use ......................................................................................... 78
B.4.17. Direction Change Enable ................................................................................................................. 88
B.4.18. Downhill Speed Control Via Retarder............................................................................................... 90
B.4.19. Downhill Speed Control Via Preselects ............................................................................................ 93
B.4.20. DynActiveTM Shifting ......................................................................................................................... 95
B.4.21. Dynamic Shift Sensing ..................................................................................................................... 97
B.4.22. Electronic Braking Systems (EBS) ................................................................................................. 100
B.4.23. Emission Control Systems (DPF / SCR) ........................................................................................ 101
B.4.24. Engine Brake Interface ................................................................................................................... 106
B.4.25. Engine Management – Acceleration Rate Management (ARM) .................................................... 110
B.4.26. Engine Management – Shift Energy Management (SEM) ............................................................. 113
B.4.27. Engine Management – Lower Range Torque Protection (LRTP) .................................................. 117
B.4.28. Engine Management – Neutral-to-Range Assist (NRA) ................................................................. 121
B.4.29. Engine Management – Output Torque Limiting (OTL) ................................................................... 123
B.4.30. Engine Management – PTO Torque Limiting (PTL) ....................................................................... 124
B.4.31. Engine Speed Input ........................................................................................................................ 126
B.4.32. FuelSense® Indicator ...................................................................................................................... 128
B.4.33. High N/V Ratio Input ....................................................................................................................... 129
B.4.34. Hill Hold Interface ........................................................................................................................... 131
B.4.35. Kickdown Input ............................................................................................................................... 133
B.4.36. Lockup Indicator ............................................................................................................................. 135
B.4.37. Neutral At Stop Input ...................................................................................................................... 136
B.4.38. Neutral Indicator ............................................................................................................................. 140
B.4.39. Neutral Start ................................................................................................................................... 141
B.4.40. Oil Level Display ............................................................................................................................. 145
B.4.41. Power Divider Input ........................................................................................................................ 148
B.4.42. Preselect Request Input ................................................................................................................. 149
B.4.43. Progressive Shifting........................................................................................................................ 152
B.4.44. PTO Drive Interface 1 & 2 .............................................................................................................. 153
B.4.45. Range Display – Range Attained ................................................................................................... 156
B.4.46. Range Display – Requested Range ............................................................................................... 158
B.4.47. Range Inhibit Indicator (RII) ........................................................................................................... 161
B.4.48. Range Selection Mode (“Tap Up, Tap Down”’) .............................................................................. 164
B.4.49. Retarder Active Indicator ................................................................................................................ 166
B.4.50. Retarder Capacity Reduction ......................................................................................................... 168
B.4.51. Retarder Control ............................................................................................................................. 169
B.4.52. Retarder Temperature Indicator ..................................................................................................... 175
B.4.53. Reverse Inhibit With Preselect Request Interface .......................................................................... 179
B.4.54. Reverse Warning Indicator ............................................................................................................. 183
B.4.55. Road Speed Limiting ...................................................................................................................... 184
B.4.56. Secondary Mode Indicator ............................................................................................................. 186
B.4.57. Secondary Mode Input ................................................................................................................... 188
B.4.58. Service Brake Status Input ............................................................................................................. 190
B.4.59. Shift Actuator System with Allison Shift Selector: 1000/2000 Series ............................................ 192
B.4.60. Shift Actuator System with Non-Allison Selector: 1000/2000 Series ............................................ 195
B.4.61. Shift Selectors, Allison: 3000/4000 Series & TC10 ....................................................................... 197
B.4.62. Shift Selectors, Non-Allison Basic: 3000/4000 Series ................................................................... 201
B.4.63. Shift Selectors, Non-Allison Standard: 3000/4000 Series & TC10 ............................................... 203
B.4.64. Shift Selector Dimming ................................................................................................................... 205
B.4.65. Sump Temperature Indicator .......................................................................................................... 206
B.4.66. Transmission Service Indicator ...................................................................................................... 210
B.4.67. UDS End-of-Line Communication .................................................................................................. 216
B.4.68. Vehicle Acceleration Rate Limiting ................................................................................................. 220
B.5. J1939 MESSAGE & PARAMETER USE .............................................................................................. 222
B.5.1. PGN 0 – Torque / Speed Control 1 (TSC1) ................................................................................... 222
B.5.2. PGN 256 – Transmission Control 1 (TC1) ..................................................................................... 227
B.5.3. PGN 53248 – Cab Illumination Message (CL) ............................................................................... 230
B.5.4. PGN 55808 – Reserved for ISO 15765 (KWP2) ............................................................................ 230
B.5.5. PGN 56064 – Reserved for ISO 15765 (KWP1) ............................................................................ 230
B.5.6. PGN 56832 – Reset ....................................................................................................................... 230
B.5.7. PGN 57088 – Stop / Start Broadcast (DM13) ................................................................................ 231
B.5.8. PGN 59392 – Acknowledgment ..................................................................................................... 233
B.5.9. PGN 59904 – Request (PGN) ........................................................................................................ 233
B.5.10. PGN 60160 – Transport Protocol Data Transfer Message (TP.DT) .............................................. 234
B.5.11. PGN 60416 – Transport Protocol Connection Management (TP.CM) BAM .................................. 234
B.5.12. PGN 60928 – Address Claimed / Cannot Claim ............................................................................ 235
B.5.13. PGN 61184 – Proprietary “A” ......................................................................................................... 236
B.5.14. PGN 61440 – Electronic Retarder Controller 1 (ERC1) ................................................................. 236
B.5.15. PGN 61441 – Electronic Brake Controller 1 (EBC1) ...................................................................... 241
B.5.16. PGN 61442 – Electronic Transmission Controller 1 (ETC1) .......................................................... 243
B.5.17. PGN 61443 – Electronic Engine Controller 2 (EEC2) .................................................................... 245
B.5.18. PGN 61444 – Electronic Engine Controller 1 (EEC1) .................................................................... 249
B.5.21. PGN 61712 – Brakes 2 (B2) ........................................................................................................... 261
B.5.22. PGN 64839 – Transmission Mode Labels (TML) ........................................................................... 262
B.5.23. PGN 64892 – Diesel Particulate Filter Control 1 (DPFC1)............................................................. 264
B.5.24. PGN 64899 – Transfer Case Information (TCI) ............................................................................. 264
B.5.25. PGN 64906 – SAE J2012 DTC Display (J2012) ............................................................................ 265
B.5.26. PGN 64912 – Advertised Engine Torque Curve (AETC) ............................................................... 266
B.5.27. PGN 64917 – Transmission Fluids 2 (TRF2) ................................................................................. 268
B.5.28. PGN 64932 – PTO Drive Engagement (PTODE) .......................................................................... 269
B.5.29. PGN 64965 – ECU Identification Information (ECUID) .................................................................. 271
B.5.31. PGN 65099 – Transmission Configuration 2 (TCFG2) .................................................................. 277
B.5.32. PGN 65218 – Electronic Retarder Controller 2 (ERC2) ................................................................. 278
B.5.33. PGN 65226 – Active Diagnostic Trouble Codes (DM1) ................................................................. 279
B.5.34. PGN 65227 – Previously Active Diagnostic Trouble Codes (DM2) ............................................... 283
B.5.35. PGN 65228 – Diagnostic Data Clear / Reset of Previously Active DTCs (DM3) ........................... 284
B.5.36. PGN 65235 – Diagnostic Data Clear / Reset for Active DTCs (DM11) .......................................... 284
B.5.37. PGN 65242 – Software Identification (SOFT) ................................................................................ 285
B.5.38. PGN 65247 – Engine Controller 3 (EEC3) ..................................................................................... 287
B.5.39. PGN 65249 – Retarder Configuration (RC).................................................................................... 288
B.5.40. PGN 65250 – Transmission Configuration (TCFG) ....................................................................... 290
B.5.41. PGN 65251 – Engine Configuration 1 (EC1).................................................................................. 291
B.5.42. PGN 65259 – Component ID (CI) .................................................................................................. 294
B.5.43. PGN 65260 – Vehicle Identification (VI) ......................................................................................... 295
B.5.44. PGN 65262 – Engine Temperature (ET1) ...................................................................................... 296
B.5.45. PGN 65265 – Cruise Control / Vehicle Speed 1 (CCVS1) ............................................................. 296
B.5.46. PGN 65266 – Fuel Economy (Liquid) (LFE1) ................................................................................ 299
B.5.47. PGN 65272 – Transmission Fluids (TRF1) .................................................................................... 299
B.5.48. PGN 65275 – Retarder Fluids (RF) ................................................................................................ 301
B.5.49. PGN 65280 to 65535 – Proprietary “B” .......................................................................................... 301
B.6. APPENDIX A: REQUIRED ENGINE GOVERNOR CHARACTERISTICS FOR ENGINE
MANAGEMENT ..................................................................................................................................... 302
B.6.1. Fundamental Design Premise of Automatic Transmissions........................................................... 302
B.6.2. Optimum Engine Governor Characteristics for Automatic Transmissions ..................................... 302
B.7. APPENDIX B: REQUIRED ENGINE RESPONSE CHARACTERISTICS FOR ENGINE
MANAGEMENT ..................................................................................................................................... 305
B.7.1. General TSC1 Torque Limit Command Response ........................................................................ 305
B.7.2. Speed Control Conditions .............................................................................................................. 305
B.7.3. Torque Accuracy ............................................................................................................................ 306
B.7.4. Torque Response during Shifts in Cruise Control or Road Speed Governing ............................... 307
B.7.5. Torque Response ........................................................................................................................... 309
B.7.6. Speed Response ............................................................................................................................ 309
SECTION C: PROPRIETARY PROTOCOLS ......................................................................310

C.1.1. IES-CAN and PT-CAN.................................................................................................................... 310
C.1.2. GMLAN ........................................................................................................................................... 310
SECTION D: NETWORK ASSEMBLY ................................................................................311

D.1. ALLISON COMPONENT CONNECTIONS ........................................................................................... 311
D.1.1. Allison TCM Connections ............................................................................................................... 311
D.1.2. Allison Shift Selector Connections ................................................................................................. 313
D.1.3. Allison DOC® Connections.............................................................................................................. 314
D.2. VEHICLE NETWORK WIRING .............................................................................................................. 315
D.2.1. General Requirements ................................................................................................................... 315
D.2.2. Shielding ......................................................................................................................................... 315
D.2.3. Cable Routing ................................................................................................................................. 316
D.2.4. Impedance Matching ...................................................................................................................... 316
D.2.5. Termination Resistors..................................................................................................................... 316
D.2.6. Cable Length Requirements ........................................................................................................... 317
D.2.7. SAE J2284-3 Wiring Requirements................................................................................................ 317
D.2.8. Network Wiring Examples .............................................................................................................. 317
D.2.9. CAN Cable & Connectors ............................................................................................................... 321
D.3. NETWORK SIGNAL INFORMATION.................................................................................................... 323
D.3.1. J1939 Bus Loading ......................................................................................................................... 323
D.3.2. CAN Bit Timing ............................................................................................................................... 323
SECTION A: GENERAL INFORMATION
A.1. INTRODUCTION
This section contains general information for all A.1.2. NOTICE OF ALLISON
users of the Allison Transmission Datalink Technical TRANSMISSION
Data package. Users should be familiar with this
information before using the Technical Data.
RESPONSIBILITY
This manual provides application and installation
A.1.1. DOCUMENT PURPOSE guidelines for operation of the transmission. These
guidelines should be considered the minimum
This document explains Allison Transmission 5th acceptable for transmission operation and durability
Generation Controls support and utilization of serial under normal vocational usage.
communication links for 2019 software releases.
The exact products, software release levels and Allison Transmission assumes responsibility only for
maturity (production vs. preliminary) are listed on the the transmission products it provides and only in
cover page. accordance with its standard limited warranty.
Highlighted changes are relative to the April 19, 2018 It is the responsibility of the vehicle manufacturer to
publication of Allison 5th Generation Controls integrate the transmission into the vehicle design so
Datalink Tech Data. that it meets all applicable government regulations
and customer requirements in all operating
The intent is to provide vehicle and control module environments to which the vehicle will be subjected.
manufacturers with the information necessary to be
compatible with Allison 5th Generation Controls and
properly implement datalink-based vehicle functions.
A.1.3. DESCRIPTION OF WARNING,
CAUTION AND NOTE
WARNING: This document describes WARNING is used when a procedure,
information being sent by the transmission practice, etc. could, if not correctly followed,
using serial communication data links. In result in personal injury or loss of life.
addition, for the information that is being
transmitted by other components on
various serial communication links, it CAUTION is used when a procedure,
describes how that information is used by practice, etc. could, if not strictly observed,
the transmission. result in damage to or destruction of
equipment.
The Vehicle Builder (OEM) has overall
system responsibility for proper
implementation of these messages and NOTE when a procedure, practice, etc. is
appropriate use by other vehicle essential to highlight.
components in order to achieve a desired
vehicle feature.
Allison Transmission is not responsible

for improper or inappropriate use of the
data and information that is sent from
the transmission control module (TCM).
A.1.4. TIPS ON USING THIS
DOCUMENT
Every effort has been made to make this rather
sizeable document as clear and easy-to-use as
possible. If you have any feedback on how to make
this document better, please forward your
suggestions on to your Allison Application Engineer.
A.1.4.1. NAVIGATION
Most information can be found within several mouse-
clicks by following the hyperlinks on the cover page.
As shown below, information can be tracked down
by either the J1939 parameter of interest (yellow
path) or by the Allison Function (green path) in which
the parameter is used:
J1939 MESSAGE AND

PARAMETER OVERVIEW
: J1939 MESSAGE AND

PARAMETER 1 PARAMETER USE
PARAMETER 2
PARAMETER 3
:
PARAMETER PARAMETER 1
PATH
USED IN:
TECHNICAL DATA FUNCTION D
J1939 Message and

Parameters
J1939-Based
Functions J1939-BASED
FUNCTION
REQUIREMENTS
J1939-BASED
FUNCTION OVERVIEW FUNCTION ‘D’
FUNCTION J1939 PARAMETER &

PATH : SA REQUIREMENTS:
FUNCTION A PARAMETER 1
FUNCTION B PARAMETER 2
FUNCTION C PARAMETER 3
FUNCTION D
:
TYPICAL NAVIGATION PATHS
A.1.4.2. HIGHLIGHTED AREAS Failure Modes and Responses
PRELIMINARY… These sections reflect:
Blue highlights identify TCM functionality
— how the Allison TCM will respond when it fails to
that is still under development, and may be
receive required information or a required
subject to change in an upcoming
response from another controller or device on the
publication.
vehicle network,
OEMs who utilize the given parameter or
— how other controllers on the vehicle network
function should monitor future publications
should respond to situations where they are not
for final revisions to the item.
receiving required information or response from
the TCM, and
NEW FOR…
— typical responses that are seen due to more
Yellow highlights identify (a) new or
common implementation or system design errors.
improved TCM functionality for the given
software release, or (b) a Datalink Tech SAE Excerpts
Data documentation improvement that is
new for the given publication. These areas state the J1939 Parameter and
Parameter Group Number (PGN) assignments, and
OEMs who utilize the given parameter or message update periods.
function should review it thoroughly to verify
that the changes will not negatively impact Text is lifted verbatim from the most current SAE
their system design. source. This is the same information by which the
Allison software has been structured. For complete
information, refer to the appropriate SAE document.
A.1.4.3. HEADINGS
In some cases, the excerpts will be from a balloted
Parameter and SA Use SAE document not yet readily available to the
These sections describe parameters that must be general public. This is necessary as Allison
broadcast or received by the Transmission Control implementations often outpace the SAE publication
Module (TCM) or other controller on the network. process.
Driver Interface Allison Implementation
These sections convey specific content and / or Component-specific implementation details for
physical implementation requirements necessary for J1939 messages and parameters are found under
the given function to work with the vehicle operator. headings:
Other Requirements or Restrictions — TCM and / or Selector Message Broadcast
These sections list other vehicle components, — TCM and / or Selector Parameter Broadcast
messaging, etc. that may interfere with the intended — TCM and / or Selector Message Reception
operation of the defined function. — TCM and / or Selector Parameter Reception
Normal Operation These sections convey:

These sections define how the relevant controllers
interact on the network and how various parameters — how broadcast information is determined, and its’
are / should be used during normal operation of the intended use,
given function.
— received information requirements, and how the
information is utilized, and
— specific functions that use the given parameter.
A.1.4.4. UNITS
All numbers are assumed to be in decimal form
unless noted otherwise.
A.2. COMMUNICATION INTERFACES & PROTOCOLS
Communication interfaces allow the digital exchange A.2.1.3. SSF 14230 AND ISO 15765-3 (UDS)
of information between Allison transmission control PROTOCOLS
modules (TCMs) and other vehicle components or SSF 14230 is a Swedish refinement of the ISO 14230
diagnostic tools. Common uses include: (Keyword Protocol 2000) diagnostic protocol. ISO
15765-3 (UDS on CAN) is a successor of ISO 14230
— General information sharing for driver displays, and is used for diagnostic communication.
instrument clusters, and vehicle management,
Both protocols use J1939 PGNs reserved for ISO
— Diagnostic information sharing with Allison or after- use; see DIAGNOSTIC COMMUNICATION FOR
market diagnostic code readers, and OEM USE and UDS END-OF-LINE
COMMUNICATION. These PGNs are fully J1939-
— Open and closed-loop powertrain control with other compatible, while message content is defined by the
vehicle components including the engine and
given standard. Additional details can be found in the
vehicle brake systems.
ALLISON TRANSMISSION OFF-VEHICLE
COMMUNICATION SPECIFICATION.
A.2.1. AVAILABLE INTERFACES &
PROTOCOLS A.2.1.4. GMLAN PROTOCOL
GMLAN combines General Motor’s version of the ISO
NOTE: Allison 5th Generation Controls do 14230 (Keyword Protocol 2000) diagnostic protocol
not support the SAE J1587 or ISO 9141 and their proprietary on-vehicle protocol. GMLAN
protocols; the TCM is no longer equipped applications also support a limited amount of J1939
with SAE J1708 hardware. communication; see SECTION C: PROPRIETARY
PROTOCOLS.
Allison 5th Generation Control support the following
datalink interfaces (physical connections) and A.2.1.5. IES-CAN AND PT-CAN PROTOCOLS
protocols (message and data content): IES-CAN and PT-CAN are proprietary Mercedes
Benz protocols; see SECTION C: PROPRIETARY
A.2.1.1. SAE J1939 INTERFACE & PROTOCOL PROTOCOLS.
SAE J1939 is a CAN-based, all-encompassing
Recommended Practice which defines not only A.2.2. INTERFACES & PROTOCOLS
messages and data content, but the hardware, wiring NOT SUPPORTED
and connector requirements as well. This high speed
interface allows for open- and closed-loop control A.2.2.1. RV-C PROTOCOL
amongst vehicle engine, transmission, and brake The Recreational Vehicle Industry Association (RVIA)
systems, as well as off-vehicle tools communication. has their own CAN-based communication protocol for
J1939 can be configured to operate at 250 kbps or interconnecting RV components. This protocol,
500 kbps depending on OEM needs. dubbed “RV-C”, is loosely structured on the J1939
Recommended Practice. However, it is not
Allison J1939 support is covered in SECTION B: SAE
compatible with J1939, as some RV-C message and
J1939.
parameter locations overlap with those in J1939. As
A.2.1.2. SAE J2284-3 INTERFACE such, an Allison TCM cannot be connected to an RV-
C network.
The SAE J2284-3 Recommended Practice covers the
physical and datalink layers for a CAN-based high
speed 500 kbps interface. Note that J2284 does not WARNING: Connecting Allison
define message content or format outside of being transmission components to an RV-C
compatible with CAN 2.0b. network is strictly prohibited, as J1939
protocol conflicts may result in unintended
Allison supports the J2284-3 interface specifically for vehicle or transmission operation.
cases where a TCM CAN port is only wired to a
diagnostic connector. See SAE J2284-3 WIRING
REQUIREMENTS.
A.2.3. APPLICABLE STANDARDS SAE documents are available from:
In addition to the standards listed below, readers are SAE World Headquarters
strongly urged to review Allison Technical Data for the 400 Commonwealth Drive
1000 – 4000 Series and TC10 product families. Warrendale, PA 15096-0001 USA
These documents have further information on the Phone: 1-877-606-7323
intended use and implementation of Allison features, Web: www.SAE.org
and detail wiring and other requirements necessary in
addition to the communication link information A.2.3.2. INTERNATIONAL ORGANIZATION
discussed here. FOR STANDARDIZATION (ISO)
ISO 2575 Road vehicles — Symbols for controls,
A.2.3.1. SOCIETY OF AUTOMOTIVE
indicators and tell-tales, Sixth Edition, published
ENGINEERS (SAE)
2010-07-01.
SAE J1939 Serial Control and Communications
Vehicle Network – Top Level, published August 2018. ISO 14229 Unified Diagnostic Services (UDS)
SAE J1939-01 On-Highway Equipment Control and ISO 15765 Diagnostics on Controller Area Networks
Communication Network, published June 2018. (CAN)
SAE J1939-11 Physical Layer, 250K bits/s, Twisted ISO documents are available from:
Shielded Pair, published December 2016.
American National Standards Institute (ANSI)
SAE J1939-13 Off-Board Diagnostic Connector, 25 West 43rd Street
published October 2016. New York, NY 10036-8002
Phone: 212-642-4900
SAE J1939-14 Physical Layer, 500Kbps, published
Web: www.ansi.org
December 2016.
A.2.3.3. ALLISON TRANSMISSION DATALINK
SAE J1939-15 Reduced Physical Layer, 250K
COMMUNICATION TECHNICAL DATA
bits/sec, Un-Shielded Twisted Pair (UTP), published
December 2018. Allison continually improves and expands datalink
support; the latest release of Datalink Communication
SAE J1939-21 Data Link Layer, published October Tech Data can be found in the Extranet portal of the
2018. Allison Transmission website
www.allisontransmission.com. The documents are
SAE J1939-31 Network Layer, published September located under ENGINEERING  TECH DATA
2018. BOOKS  DATALINK COMMUNICATIONS.
Contact your Allison Transmission representative if
SAE J1939-71 Vehicle Application Layer, published you do not have access to the Allison Transmission
October 2016. Extranet.
SAE J1939 Digital Annex, published February 2019. A.2.3.4. ALLISON TRANSMISSION OFF-
VEHICLE COMMUNICATION
SAE J1939-73 Application Layer – Diagnostics, SPECIFICATION
published January 2019. The Allison Off-Vehicle Communication Specification
defines all J1939-73, SSF 14230 and ISO 15765-3
SAE J1939-81 Network Management, published
(UDS) tool modes supported by Allison, and is
March 2017.
software release specific. Please contact your Allison
SAE J1962 Diagnostic Connector, published July Application Engineer for details.
2016. Technically equivalent to ISO/DIS 15031-3:
December, 2016
SAE J2284-3 High Speed CAN (HSC) for Vehicle

Applications at 500 KBPS, published November
2016.
A.3. FACTORS DETERMINING COMMUNICATION SUPPORT
Allison 5th Generation Controls offer a wide variety of
serial communication options. Several factors TC10 transmissions utilize the A65 transmission-
determine if a given: mount TCM.
— Physical Datalink Connection, NOTE: A59 TCMs (released in 2014) are

— Communication Protocol, not covered in this document.
— Message and / or Parameter, or
— Datalink-based Function While A59 TCMs are 5th Generation TCMs,
they contain software and hardware that
…is supported in a particular Allison transmission allows them to service applications built
application. These factors include: with Allison 4th Generation Controls. For
information on A59 datalink configuration or
— Transmission Series or Family
operation, see the latest Allison 4th
— Transmission vocational model
Generation Controls Datalink Tech Data
— TCM model
document.
— TCM software level
— TCM calibration configuration
— TCM readiness state A.3.3. FUELSENSE®
— TCM Auto-Detection logic
— FuelSense® packages Certain fuel-saving functions (e.g. DynActiveTM
Shifting, Neutral at Stop, etc.) may only be available
A.3.1. TRANSMISSION SERIES when ordered as part of a FuelSense® package.
Refer to Allison Controls Installation Manual Section
— GMLAN is only supported on 1000/2000 Series A-1: Controls System Familiarization for more details
transmissions. on function availability versus FuelSense® package.
— IES-CAN is available on 1000 – 4000 Series
transmissions, while PT-CAN is currently only
available on the 3000/4000 Series.
— SAE J1939 is available on all products; however,

message and parameter support varies between
product families due to hardware differences.
A.3.2. TCM MODEL

Allison 5thGeneration Controls utilize six unique
chassis-mount TCM models. While communication
hardware and protocol support is identical, the TCM
have the following differences:
— A61 TCMs only support 12V, 6-speed

applications without a driveline retarder.
— A62 TCMs add support for driveline retarder, 7-

speed, and off-highway applications.
— A63 TCMs add 24V capability.
— A6A TCMs are identical to A61 TCMs but with

default baud rate of 500 kbps on CAN1.
— A6B TCMs are identical to A62 TCMs but with

— A6C TCMs are identical to A63 TCMs but with

A.3.4. TCM CALIBRATION A.3.5. TCM READINESS STATE &
CONFIGURATION (VEPS & FACTORY MOBILITY MODE
ACCT)
A.3.5.1. ROAD-READY TCMS
Three methods are available to configure Allison 5th Traditionally, Allison TCMs arrive at an OEM in a
Generation TCM calibrations: “Road-Ready” state; the TCM as received is ready to
operate the transmission and related features once
1. A Vehicle Electronic Programming Station
installed in the vehicle. This remains true for Allison
(VEPS) can be used on vehicle OEM assembly
5th Generation TCMs that are configured at the
lines to finish calibrating VEPS-Ready TCMs.
Allison factory or local distributor.
2. For Road-Ready TCMs to be fully programmed
A.3.5.2. VEPS-READY TCMS
at the Allison factory, the web-based Allison
Calibration Configuration Tool (ACCT) is Vehicle OEMs utilizing VEPS for TCM end of line
used. programming will receive TCMs in a “VEPS-Ready”
state. A VEPS-Ready TCM contains software and a
3. Allison DOC® can be used to configure TCMs at Vocational Model base calibration loaded by Allison.
distributors or smaller OEMs, although a much TCM calibration must be completed via VEPS prior
smaller subset of options is available. to being Road-Ready.
Each J1939-based function in this document has a In a VEPS-Ready state, TCM CAN ports are only
section which explains the VEPS and ACCT options capable of communication with Allison service tools
impacting that function. or VEPS stations equipped with the Allison Vendor
Component Program (VCP).
For datalinks, VEPS and the ACCT share the same
questions and answers. However, ACCT users can All other CAN communication is disabled until VEPS
only access Datalink Tailoring questions after programming is completed. This prevents TCM
gaining approval through their Allison Application interference when connected to a network of
Engineer. Once approval is granted, ACCT users unknown protocol, and eliminates all TCM bus
can then answer “Yes” to the DATALINK loading contributions until programmed via VEPS.
TAILORING question and access additional datalink
communication options. VEPS programming can occur on any of the three
TCM CAN ports, however, the VEPS station must be
connected to a CAN port with a matching network
NOTE: In this document, the term “VEPS” speed: CAN1 defaults to 250 kbps, while CAN2 and
is used to denote questions and answers CAN3 default to 500 kbps.
available through either VEPS or the ACCT.
A.3.5.3. FACTORY MOBILITY MODE
Some VEPS / ACCT answers will flag a TCM Factory Mobility Mode is an Allison feature closely
calibration for Allison Application Engineering tied to the TCM readiness state. It allows severely
review. Such items are denoted in this document. restricted vehicle operation with a VEPS-Ready (i.e.
Once reviewed and approved for a given vehicle not fully programmed) TCM. This capability is useful
OEM, the AE review requirement may be removed for driving a partially completed vehicle chassis from
for future calibration requests from that OEM. one plant location to another.
Regardless of the calibration configuration method, Since the TCM does not support on-vehicle
an Allison “Calibration Summary Report” is the best communication in a VEPS-Ready state, the OEM
way to understand the detailed datalink support for a must either employ the dedicated-wire Neutral Start
given calibration. or provide a method to manually override J1939-
based Neutral Start implementations. In addition,
3000/4000 Series and TC10 applications rely solely
on the Allison shift selector Direction Signal Wire
input for desired direction input.
A.3.6. NETWORK CONFIGURATION NOTE – Data processing associated with
The TCM has three CAN ports whose protocol and the CAN port set to SAE J1939 LIMITED
network speed can be assigned via VEPS. FUNCTIONALITY:
A.3.6.1. ON-VEHICLE COMMUNICATION Applications with no CAN port set to SAE

J1939 FULL FUNCTIONALITY (as may
On-vehicle communication protocol support for each
occur with a non-electronic engine) should
CAN port is set via these VEPS options:
not have [18000] THROTTLE AND LOAD
[18010] ON-VEHICLE PROTOCOL: CAN1 SOURCE set to PRIMARY ON-VEHICLE
PROTOCOL.
— OFF
— SAE J1939 LIMITED FUNCTIONALITY If an application were configured in this
— SAE J1939 FULL FUNCTIONALITY (1, 2) manner, the TCM would still receive and
process any J1939 throttle & load data that
[18020] ON-VEHICLE PROTOCOL: CAN2
may appear on the CAN port set to SAE
— OFF J1939 LIMITED FUNCTIONALITY.
— SAE J1939 LIMITED FUNCTIONALITY (1)
— SAE J1939 FULL FUNCTIONALITY (2) This is not an intended use of the LIMITED
— GMLAN (2, 3, 4) link; OEMs should not rely on the TCM to
process J1939 throttle & load information in
(1) Allison 4th Gen TCM configuration equivalent. this configuration, as it may be restricted in
(2) This is a “Primary On-Vehicle Protocol”; only one the future.
may be used in a given application. If selected,
the TCM will use this network’s data for any Input, In GMLAN applications, CAN1 communication is
Output or Interface function configured to use the restricted to a unique subset of J1939 support; see
PRIMARY ON-VEHICLE PROTOCOL. J1939 MESSAGE AND PARAMETER SUPPORT IN
GMLAN APPLICATIONS.
(3) Only allowed in 1000/2000 Series applications.
(4) Fixed value unique to GMLAN VMCs. A.3.6.2. NETWORK SPEED
Communication baud rate and sample point for each
Other Restrictions CAN port is set via the VEPS options below.
Only one CAN port may be set to SAE J1939 FULL Answers with 75% sample points have been retained
FUNCTIONALITY or SAE J1939 LIMITED so Allison 4th Generation Controls settings can be
FUNCTIONALITY. duplicated. New applications are advised to use the
81% setting as recommended by J1939.
J1939-based uses for a CAN port set to SAE J1939
LIMITED FUNCTIONALITY are restricted to: [18040] NETWORK SPEED: CAN1
— 250 KPBS, WITH 75% SAMPLE POINT
— Allison shift selector communication, — 250 KBPS, WITH 81% (J1939) SAMPLE POINT
(1, 2)
— Non-Allison shift selector communication, for — 500 KBPS, WITH 75% SAMPLE POINT
implementations using the Allison 4th Generation — 500 KBPS, WITH 81% (J1939) SAMPLE POINT
proprietary selector interface,
[18050] NETWORK SPEED: CAN2
— SAE J1939-73 diagnostic communication, and/or
— J1939 communication in GMLAN applications. — 250 KBPS, WITH 81% (J1939) SAMPLE POINT
— 500 KBPS, WITH 75% SAMPLE POINT (2)
— 500 KBPS, WITH 81% (J1939) SAMPLE POINT
(1)
[18060] NETWORK SPEED: CAN3

— 500 KBPS, WITH 75% SAMPLE POINT (1)
(1) Default answer.
(2) Fixed value in GMLAN VMCs.
Other Restrictions A.3.7. AUTO-DETECTION
TC10 applications may only use selections with 81%
Auto-detection reduces the number of customer
sample points as recommended by J1939.
modifiable parameters that the vehicle OEM must
A.3.6.3. J1939-BASED SHIFT SELECTORS set. When the TCM is powered up after a vehicle is
assembled, auto-detection logic looks for various
Shift selector communication must be directed to a
input sources and locks onto the most preferred of
specific CAN port.
those available for a given input.
[19020] SHIFT SELECTORS: J1939-Based
A.3.7.1.1. Source Address (SA) Detection
Selector Connection
Process
— CAN1 (1)
— CAN2 Messages, Parameters and SAs Impacted
Where applicable, the J1939-based functions in this
(1) Default answer.
document list the acceptable multiplexed source
Other Restrictions addresses and their order of TCM preference.
The selected CAN port ON-VEHICLE PROTOCOL Timing
must be set to one of the SAE J1939 options.
Unless the OEM specifies an SA through VEPS
Customer-supplied selectors using public J1939 (where available), the TCM looks for the most-
data may only be connected to a CAN port where preferred source address for approximately 50
whose ON-VEHICLE PROTOCOL = SAE J1939 engine start cycles.
FULL FUNCTIONALITY.
SA Selection during Auto-Detect Period
When dual J1939-based shift selectors are used, During the SA auto-detect period, the TCM looks for
both must connect to the same TCM CAN port. multiplex-capable parameters from their calibrated
lists of acceptable source addresses.
A.3.6.4. DIAGNOSTIC COMMUNICATION
The VEPS / ACCT options below set the diagnostic When a “more preferred” source is found for a given
protocol and CAN port for reading and clearing DTCs multiplexed parameter, the TCM will lock onto that
with non-Allison tools. They do not impact Allison source and ignore parameter instances coming from
DOC® communication. “less preferred” sources.
Also, regardless of the options selected below, For example, if on the first key switch cycle the
J1939 DM1 broadcast is supported on the CAN port parameter CCVS1 Brake Switch is found coming
set to SAE J1939 FULL FUNCTIONALITY. See from SA 00 -- and only SA 00 -- the TCM will use this
DIAGNOSTIC COMMUNICATION FOR OEM USE parameter source. If, during a subsequent cycle
for further details. within the SA auto-detect window, the CCVS1 Brake
Switch is found coming from both SA 00 and SA 33,
[18070] DIAGNOSTICS: Protocol the TCM will lock onto SA 33 as the source, as it is
— SAE J1939-73
higher in terms of calibrated source preference, per
— UDS WITH SAE J2012 DTC FORMAT (1)
the SERVICE BRAKE STATUS function.
— SSF14230 WITH SAE J2012 DTC FORMAT
If the most preferred source is found for a given
[18080] DIAGNOSTICS: J1939-73 Connection parameter, the auto-detect process for that
parameter is stopped immediately, and all lesser
— CAN1 (1) sources are ignored for that parameter.
— CAN2
— CAN3 While the auto-detect process ignores parameters
indicating “Not Available”, parameters indicating
(1) Default answer. “Error” are included. Per SAE J1939, “Error”
indicates that the broadcasting controller supports
Other Restrictions
the parameter, but a temporary problem prevents a
When SAE J1939-73 diagnostics are to be used, correct value from being broadcast.
[18080] DIAGNOSTICS: J1939-73 Connection
must specify a CAN port that uses a compatible ON- When the SA auto-detect process is complete, the
VEHICLE PROTOCOL (i.e. set to one of the J1939 SA for each multiplexed parameter is locked in to the
answers, or NONE). most preferred source seen during the auto-detect
period.
SA Selection after Auto-Detect Period Expires — Echoed data may involve a time lag that could
If a multiplexed parameter is not received from any affect closed loop control in the vehicle system.
acceptable SA during the auto-detect period, the
TCM will lock onto the first acceptable SA it receives — Different network devices may utilize the same
for that parameter, and use it for all subsequent key parameter from different sources, leading to
switch cycles. interaction problems.
TCM reception of ERC1 Actual Retarder – Percent — Echoed parameters may not reflect all of the
Torque (used for the ENGINE BRAKE INTERFACE diagnostic capability of the originating device.
function), and TC1 Transmission Requested Gear
A.3.7.1.3. Failure Modes and Responses
(used for the shift selector interface) are exceptions.
If the parameter(s) are not received from a valid SA Most source address detection problems stem from:
within the auto-detect period, the parameter(s) are
ignored, and the Engine Brake Interface or shift — vehicle controllers broadcasting inappropriate
selector(s) will not function. data (Error or Not Available),
Resetting the SA Auto-Detect Process — devices not connected to the J1939 network
before the auto-detect process completes, or
The Allison DOC® service tool can reset the
detection process by selecting the “Reset Auto- — Devices whose source address is changed via a
Detect” option and cycling the key switch. The auto- service tool either during or after completion of the
detect process is not reset until after the TCM goes auto-detect process.
through a power down / power up cycle.
In any case, a source may be incorrectly detected,
A.3.7.1.2. Parameter Echoing and functions may not operate as desired.
Echoing occurs when a parameter is sent out by one
controller, received by another, and then re- A.3.8. J1939 NETWORK
broadcast in a second message instance. The
source address most likely to echo a parameter is
MANAGEMENT
the source address that traditionally broadcast that All Allison 5th Generation TCMs and shift selectors
parameter before a multiplexed system was support the J1939 address claim message.
implemented.
All Allison 5th Generation components utilize fixed
Per SAE J1939, parameter broadcasts should addressing, as is reflected in their address claims
originate from the controller that receives or broadcast at power-up and on request. Source
generates the physical input. For example, the addresses used by the TCM are not alterable, while
controller connected to the accelerator pedal sensor the source addresses (SA 05 and SA 06) used by
input should likely be the one to broadcast EEC2 Allison shift selectors are configured via a jumper
Accelerator Pedal Position 1. wire.
Echoing is not recommended because:
A.4. ACRONYMS, ABBREVIATIONS & DEFINITIONS
1K, 2K ........ 1000 or 2000 Series B1xx .......... 1000/2000 Series software release:
B132 = January 2013
3K, 4K ........ 3000 or 4000 Series
B134 = July 2013
2WD........... Two-Wheel Drive B141 = January 2014
B142 = July 2014
4WD........... Four-Wheel Drive
B151 = April 2015
ABS ........... Anti-Lock Brake System B161 = April 2016
B162 = October 2016
ACC ........... Adaptive Cruise Control, also known as B171 = April 2017
Headway Control B172 = September 2017
ACCT ......... Allison Calibration Configuration Tool B181 = April 2018
used with Allison 5th Generation B182 = May 2018
Controls B183 = September 2018
B184 = November 2018
AE .............. Allison Application Engineering B191 = April 2019
AETC ......... SAE J1939 message; Advertised B192 = September 2019
Engine Torque Curve B193 = September 2019
B194 = September 2020
AFRI .......... Auxiliary Function Range Input – Single
Input; Allison input function BAM........... SAE J1939 Broadcast Announce
Message
AGS ........... Alternate Gear Start; Allison input
function BBAN......... Brake-Based Auto Neutral; Allison input
function
ANDI .......... Automatic Neutral – Dual Input; Allison
input function C1xx .......... 3000/4000 Series software release:
C132 = January 2013
ANSI .......... Automatic Neutral – Single Input; Allison C134 = July 2013
input function C141 = January 2014
ANSISSO... Automatic Neutral – Single Input with C142 = July 2014
Shift Selector Override; Allison input C151 = April 2015
function C161 = April 2016
C162 = October 2016
AP .............. Accelerator Pedal C171 = April 2017
APP1 ......... SAE J1939 parameter; Accelerator C172 = September 2017
Pedal Position 1 C181 = April 2018
C182 = May 2018
ARM ........... Acceleration Rate Management; Allison C183 = September 2018
J1939-based function C191 = April 2019
ASCII ......... American Standard Code for Information C192 = September 2019
Interchange C193 = September 2019
C194 = September 2020
ASR ........... Anti-Slip Regulation or Acceleration Slip
Regulation; Traction Control CAN ........... Controller Area Network
ATA............ American Trucking Association CAN1/2/3 ... The three physical CAN network
connections or “ports” available on
ATC ........... Automatic Traction Control Allison 5th Generation TCMs
ATI ............. Allison Transmission, Incorporated CCVS1 ...... SAE J1939 message; Cruise Control /
Vehicle Speed 1
CL .............. SAE J1939 message; Cab Illumination
Message
CRC........... Allison Calibration Review Committee
CSS ........... Customer Specification Sheet
CTS ........... Clear To Send
D ................ Drive
ATI 5thGen Controls Datalink Communications – August 10, 2020 General Information – 17
D1xx .......... TC10 Series software release: ETC1 ......... SAE J1939 message; Electronic
D134 = 2013 Transmission Controller 1
D141 = May 2014
ETC2 ......... SAE J1939 message; Electronic
D151 = April 2015
Transmission Controller 2
D161 = April 2016
D162 = October 2016 ETC7 ......... SAE J1939 message; Electronic
D171 = April 2017 Transmission Controller 7
D172 = May 2017
ETC8 ......... SAE J1939 message; Electronic
D181 = April 2018
D183 = September 2018 Transmission Controller 8
D191 = April 2019 EVS ........... Emergency Vehicle Series; Allison
vocational model
D-x ............. “x” forward range positions lower than
the Drive position on an Allison lever FMI ............ Failure Mode Identifier
shift selector
FMVSS ...... Federal Motor Vehicle Safety Standard
DA .............. SAE J1939 Destination Address
GE ............. SAE J1939 Group Extension
DCE ........... Direction Change Enable; Allison input
function GEN........... Short for “Generation”, e.g. 5th Gen
controls
DDT ........... SAE J1939 parameter; Driver’s Demand
Engine – Percent Torque GMLAN...... General Motors Local Area Network;
proprietary communication protocol
DOC® ......... Allison DOC® for PC; the standard
Allison service tool GPI ............ General Purpose Input; associated with
the wired implementation of an input
DPF ........... Diesel Particulate Filter function
DPFC1 ....... SAE J1939 message; Diesel Particulate GPIO ......... General Purpose Input / Output function;
Filter Control 1 wired function that uses at least one
input and one output
DTC ........... Diagnostic Trouble Code
GPO .......... General Purpose Output; associated
DSS ........... Dynamic Shift Sensing
with the wired implementation of an
DSW .......... Direction Signal Wire; input signal used output function
with Allison shift selectors if J1939
ISO ............ International Organization for
communication fails
Standardization
EBS ........... Electronic Braking System
Kbps .......... Kilobits Per Second (baud rate)
EC1 ............ SAE J1939 message; Engine
Kph ............ Kilometers Per Hour
Configuration 1
ECU ........... Electronic Control Unit LSB............ Least Significant Byte
ECM ........... Engine or Electronic Control Module LSG ........... Limiting Speed Governor
LRTP ......... Lower Range Torque Protection
EDT ........... SAE J1939 parameter; Engine Demand
System; Allison feature
– Percent Torque
ms.............. Milliseconds
EEC1 ......... SAE J1939 message; Electronic Engine
Controller 1 MSB........... Most Significant Byte
EEC2 ......... SAE J1939 message; Electronic Engine N ................ Neutral
Controller 2
NAS ........... Neutral At Stop
EEC3 ......... SAE J1939 message; Electronic Engine
Controller 3 N/V ............ Ratio of engine RPM (N) to vehicle
speed (V)
EM ............. Engineering Memorandum
NA ............. Not Available
ERC1 ......... SAE J1939 message; Electronic
Retarder Controller #1 NIPTO ....... Allison GPO function S, Neutral
Indicator for PTO; not available via
ERC2 ......... SAE J1939 message; Electronic J1939
Retarder Controller #2
OD ............. Overdrive
OEM .......... Original Equipment Manufacturer
ATI 5thGen Controls Datalink Communications – August 10, 2020 General Information – 18
OFS ........... Oil Field Series; Allison Vocational SOFT ......... SAE J1939 message; Software
Model Identification
OTL............ Output Torque Limiting; Allison Engine SPN ........... SAE J1939 Suspect Parameter Number
Management function (V) .............. Items marked by this symbol can be
P ................ Park modified in some manner via VEPS and
possibly ACCT
PDU ........... SAE J1939 Protocol Data Unit
TC.............. Torque Converter
PF .............. SAE J1939 PDU Format
TC1............ SAE J1939 message; Transmission
PGN ........... SAE J1939 Parameter Group Number;
Control 1
defines a J1939 message
TCFG......... SAE J1939 message; Transmission
PIEK .......... European certification for commercial
Configuration
vehicles with reduced noise emissions
TCFG2....... SAE J1939 message; Transmission
PS .............. SAE J1939 PDU Specific
Configuration 2
PSI ............. Parameter Specific Indicator
TD.............. Technical Document
PSR ........... Preselect Request; Allison function
TES ........... Technical Engineering Specification
PTL ............ PTO Torque Limiting; Allison Engine
TCM........... Transmission Control Module
Management function
TML ........... SAE J1939 message; Transmission
PTODE ...... SAE J1939 message; Power Take-Off
Mode Label
Drive Engagement
TSI ............. Transmission Service Indicator; Allison
PWM .......... Pulse Width Modulated
output function
R ................ Reverse
TP.CM ....... SAE J1939 message; Transport
RII .............. Range Inhibit Indicator; Allison output Protocol – Connection Management
function
TP.DT ........ SAE J1939 message; Transport
RP .............. Recommended Practice, as in SAE Protocol – Data Transfer
RC ............. SAE J1939 message; Retarder TRF1 ......... SAE J1939 message; Transmission
Configuration Fluids 1
RIWSPR .... Reverse Inhibit with Preselect Request; TRF2 ......... SAE J1939 message; Transmission
Allison input function Fluids 2
RMR .......... Retarder Modulation Request TSC1 ......... SAE J1939 message; Torque / Speed
Control 1
RSG ........... Road Speed Governor
UDS ........... Unified Diagnostic Service
RSM ........... Range Selection Mode; Allison input
function VAC ........... Vehicle Acceleration Control; Allison
J1939-based function. Beginning with
RTS ........... Ready To Send B/C142 and D141 software releases,
RV-C .......... CAN-based protocol developed by function is known as Acceleration Rate
RVIA; not compatible with J1939 Management (ARM)
RVIA .......... Recreational Vehicle Industry VEPS ......... Vehicle Electronic Programming Station;
Association Method by which Vocational Model
Calibration are trimmed for a given
s ................. Seconds application
SA .............. SAE J1939 Source Address VMC .......... Vocational Model Calibration
SBS ........... Service Brake Status; Allison input VMRS ........ Vehicle Maintenance Recording
function Standard, as specified by the American
SAE ........... Society of Automotive Engineers Trucking Association
SEM ........... Shift Energy Management; Allison VSG ........... Variable Speed Governor
feature WATCH ..... Worldwide Allison Transmission
SIP ............. SAE J1939 parameter; Shift In Process Communication Hotline
A.5. DOCUMENT CHANGE HISTORY
For complete details on the changes or additions, refer to the appropriate heading listed here.
A.5.1. APRIL 23, 2019

DTC changes are highlighted & footnoted in the SAE
Allison 5th Generation Control System Datalink Tech J2012 DTC AND J1939 SPN/FMI OVERVIEW table.
Data updated for:
DYNACTIVETM SHIFTING
— 1000/2000 Series B191 production software NEW FOR B/C/D191 RELEASES:
release, introduced in April 2019 New VEPS option to configure use of engine load
information for downshift selection.
— 3000/4000 Series C191 production software
release, introduced in April 2019 New VEPS option to configure use of engine map
information for engine derate detection.
— TC10 Series D191 production software release,
introduced in April 2019 DYNAMIC SHIFT SENSING
The changes listed are relative to the April 19, 2018 NEW FOR B/C/D191 RELEASES:
Allison 5th Generation Controls Datalink Tech Data New VEPS option to configure Dynamic Shift Sensing
for 2018 software releases. scheduling mode.
A.5.1.1. SECTION B: SAE J1939 SHIFT SELECTOR DIMMING

NEW FOR THIS PUBLICATION:
A.5.1.1.1. J1939-Based Function Clarified availability of J1939-based shift selector
Requirements dimming.
AUTOMATIC TRACTION CONTROL (ATC OR

ASR)
NEW FOR B/C/D191 RELEASES:
Upshift inhibit conditions have been revised.
AUTOMATIC NEUTRAL – BRAKE-BASED (BBAN)

INPUT
Function activation is inhibited after 3 subsequent
activations without vehicle movement. Prior revisions
of this document stated a limit of 10.
AUTOMATIC NEUTRAL – SINGLE INPUT (ANSI)

Clarified that this function is not compatible with other
functions that require the transmission to attain range
while the parking brake is applied.
DIAGNOSTIC COMMUNICATION FOR OEM USE

Clarified DM3/DM11 fault clearing mechanism.
Clarified CAN port requirements for J1939-73

diagnostic messages.
New designation “A” is used in the SAE J2012 DTC

AND J1939 SPN/FMI OVERVIEW table to identify
indicator functions that activate the DM1 Amber
Warning Lamp but do not activate the Check
Transmission indication. TCM behavior has not
changed.
A.5.2. JANUARY 2, 2020 A.5.3. AUGUST 10, 2020
Allison 5th
Generation Control System Datalink Tech Allison 5th
Generation Control System Datalink Tech
Data updated for: Data updated for:
— 1000/2000 Series B192 and B193 production — 1000/2000 Series B194 production software
software release, introduced in September 2019 release, introduced in September 2019
— 3000/4000 Series C192 and C193 production — 3000/4000 Series C194 production software
software release, introduced in September 2019 release, introduced in September 2019
The changes listed are relative to the April 23, 2019 The changes listed are relative to the January 2, 2020
Allison 5th Generation Controls Datalink Tech Data Allison 5th Generation Controls Datalink Tech Data
for 2019 software releases. for 2019 software releases.
A.5.2.1. SECTION B: SAE J1939 A.5.3.1. SECTION B: SAE J1939
A.5.2.1.1. J1939-Based Function A.5.3.1.1. J1939-Based Function

Requirements Requirements
DOWNHILL SPEED CONTROL VIA RETARDER AUTOMATIC NEUTRAL – SINGLE INPUT (ANSI)
NEW FOR THIS PUBLICATION: NEW FOR THIS PUBLICATION:
Clarified that Application Engineering review is Clarified that this function is not compatible with Input
required. Function CF (AUTOMATIC NEUTRAL – IDLE START
/ STOP).
PROGRESSIVE SHIFTING
NEW FOR C192 RELEASE: RETARDER CONTROL
This function is new for the C192 release. NEW FOR C194 RELEASE:
Added new optional J1939 retarder broadcast signals
ROAD SPEED LIMITING ERC2 Transmission Output Retarder and ERC2
NEW FOR B/C192 RELEASES: Transmission Retarder Enable Switch.
Auto-detect logic for EEC2 Road Speed Limit Status
polarity has been revised. A.5.3.1.2. J1939 Message & Parameter Use
New VEPS option to disable the EEC2 Road Speed PGN 65218 – ELECTRONIC RETARDER
Limit Status auto-detect logic. CONTROLLER 2 (ERC2)
NEW FOR C194 RELEASE:
UDS END-OF-LINE COMMUNICATION Added new optional J1939 retarder broadcast signals
NEW FOR THIS PUBLICATION: ERC2 Transmission Output Retarder and ERC2
Entire function is new. Transmission Retarder Enable Switch.
SECTION B: SAE J1939
B.1. J1939 SYSTEM INTEGRATION APPROACH &

RESPONSIBILITIES
B.1.1. ALLISON APPROACH AND
— Have access to necessary facilities for change
EXPECTATIONS evaluation, including engines, transmissions,
Effective integration of the various systems using the vehicles, and test cells. Use these facilities to test
datalink is important. In order to support the system the changes.
integration process, Allison strives to adhere to the
following principles: — Provide support equipment and assistance for
bench, test cell and vehicle operations to those
— Maintain compliance with the SAE J1939 doing change evaluation or system integration.
Recommended Practice and its intent.
— Provide electronic control and software updates for
— Avoid involvement with implementations that development purposes to those doing change
violate SAE J1939 and its intent. evaluation and / or system integration.
— Avoid modifying Allison requirements in order to — Review system validation recommendations and
compensate for controllers that do not comply with jointly develop test requirements for change
SAE J1939. verification.
— Test all TCM broadcast parameters, and TCM — Check interactions of electronic features and
responses to all received parameters. options for conflicts between the engine, vehicle
and transmission.
— Convey clear, detailed integration requirements.
— Provide understanding of datalink content and
— Strive to make all Allison products “transparent” at system response during failure modes.
the J1939 interface for OEMs and customers.
— Identify configuration control methods.
— Inform vehicle OEMs and other integration partners
of the development work schedule, including cut-
off dates.
— Include datalink changes with other planned

changes to Allison software.
— Minimize special implementations.
Allison engages in activities to improve the electronic

integration process, and recommends that other
datalink integration participants support these same
activities:
— Specify primary and backup technical contacts for

communication.
— Share documented J1939 message and parameter

use. Provide timely updates on changes that will
affect J1939 communication or response.
— Evaluate all changes that will affect J1939

communication or response.
— Coordinate software schedules by sharing vision

and timing of future datalink plans.
ATI 5th Gen Controls Datalink Communications – August 10, 2020 SAE J1939 – 22
B.1.2. FAILURE ANALYSIS — A receiver does not have a planned response for
when it fails to receive valid data.
B.1.2.1. OVERVIEW
The system integrator is responsible for overall B.1.2.2. FAILURE ANALYSIS REQUIREMENTS
system operation and all vehicle component FOR RECEIVERS
interactions. This responsibility includes the analysis The CAN system virtually eliminates the possibility of
of system failure modes. The system integrator has a controller receiving a message containing data
this responsibility because only they have access to corrupted by the wiring integrity or environment. The
all vehicle components and therefore all component remaining failure modes into one of two categories:
interactions. Typically, the vehicle builder is the
system integrator. B.1.2.2.1. Error or Not Available Indications
These situations are usually an intentional choice by
Each component manufacturer, including Allison, is the sender. In one case, the sender is aware of a
responsible for providing the system integrator with problem in the determination of its broadcast
an understanding of their component’s datalink parameter, and instead of broadcasting potentially
content and system response during failure modes. false or misleading data it chooses to send an “Error”
indication. In the other case, a parameter in a
This section is not intended as a substitute for any message is not supported, so a “Not Available”
system integrator’s own rigorous analysis. This indication is sent. In either case, the receiver does
section provides the following: not obtain normal data and therefore must have a
planned response.
— Basic background for those new to datalink
implementations. B.1.2.2.2. Missing or intermittent J1939
messages
— Minimum failure modes that every sender and These situations are typically unintentional. The
receiver of datalink information should consider. sender is broadcasting valid data, but the receiver
doesn’t get the data due to issues such as bus
System failure modes must be considered differently
overloading, wiring integrity failures or electrical
for network-based inputs and outputs than for general
interference. Again, the receiver does not obtain
purpose (wired) inputs and outputs.
normal data and therefore must have a planned
B.1.2.1.1. Analog Wire Failure Modes response.
A key difference between GPIO wires and datalinks B.1.2.2.3. Receiving Device Responsibility
is the detection of signal corruption between the
communicating devices. WARNING: If an Allison datalink broadcast
parameter is used as an input for a vehicle
An analog electrical signal generated properly by a function or feature, the OEM is responsible
sender may be corrupted during transmission to the for completing a Failure Mode and Effects
receiver by such problems as electrical noise or Analysis. The OEM must evaluate the
shorts to ground or power. This corruption may or consequences of the failure response when
may not affect the value received. any or all datalink information expected
from Allison is not received.
B.1.2.1.2. CAN Datalink Failure Modes
CAN communication links are much more robust, as B.1.2.3. FAILURE ANALYSIS REQUIREMENTS
wiring integrity cannot change the values being sent. FOR SENDERS
Wiring faults can only prevent messages from arriving
System failures or unexpected vehicle operation can
at their destination. The CAN datalink layer protocol
result if a network device broadcasts bad data or
ensures that a message is accepted only -- and
incorrect indications. As such, it is very important that
exactly -- as the sending node generated the
all network devices broadcast correct data.
message. CAN chips will reject messages affected
by electrical noise or wire faults. B.1.2.3.1. SAE Parameter Data States
If the physical aspects of communication are working SAE J1939 documents typically define normal, Not
properly, the problems that occur in datalink-based Available, and Error states for each parameter as
systems typically fall into one of these categories: follows:
— A sender broadcasts bad data. — Unsupported broadcast parameters should

indicate “Not Available” per their definition.
— A receiver misinterprets or misuses good data.
— When a broadcast parameter is supported and Broadcast Data used to Shift from Neutral or
valid information is available, the parameter should Change Vehicle Direction
be populated with that data.
WARNING: In 3000/4000 Series
— When a broadcast parameter is supported, but applications, TC1 Transmission Requested
valid information is currently not available, that Gear is the primary transmission input that
parameter should indicate “Error” per its definition. determines the range and vehicle direction
desired by the operator.
B.1.2.3.2. “Error” versus “Not Available”
The TCM will make every effort to do what
The difference between Not Available and Error is
is asked of it via the J1939 TC1
significant.
Transmission Requested Gear parameter.
“Not Available” indicates that a parameter is not
Manufacturers and vehicle OEMs utilizing
supported, while “Error” indicates that a parameter is
customer-supplied selectors assume sole
supported, but the value is not known at the moment.
and full responsibility of ensuring their
Receivers often rely on correct support of these
design conveys no unintentional requests
states during “hand shaking” sequences that may
or parameter values to the TCM via J1939,
occur on the assembly line or during normal
during normal operation or any failure
component power up when the vehicle is in service.
modes.
B.1.2.3.3. Default Algorithm Values
When a sensor component fails, it is not unusual for B.1.3. ALLISON ERROR INDICATION
the controller involved to assume a default value (and
AND DTC TIMING
possibly set a DTC) to continue vehicle operation.
Per SAE J1939-71, parameter Error states allow the
The default value chosen might be suitable for that sender to immediately convey an issue:
controller’s algorithms, but it may not be suitable for
other controllers on the datalink. Senders should “…“error indicator” provides a means for a
consider the implications of broadcasting these module to immediately indicate that valid
assumed default values. In most cases, the default parametric data is not currently available due to
value should not be broadcast. Instead, an Error some type of error in the sensor, sub-system, or
indication should be sent. module.”
B.1.2.3.4. Incorrect Data Broadcast When a problem affecting broadcast parameter

The most difficult failure mode to detect is the case validity is detected, Allison strives to set the Error
where a device broadcasts incorrect data. indication as soon as possible. This is important, as
the TCM does not know how the receiver is using the
The sender is in the best position to determine the data. Too much delay in setting the Error state may
integrity of the information that it broadcasts over the result in the receiver making a bad decision based on
datalink. The sender is the only device certain to bad data.
have access to all of the inputs and logic used to
generate its messages and parameters. Allison 4th Generation TCM capability was such that
the TCM could not set an Error state until a fault was
The receiver can determine message integrity only confirmed. The Error state broadcast would coincide
through redundant sensing and calculation. This very closely to the DTC set point and DM1 broadcast
redundancy may or may not be possible, and defeats of that DTC.
the purpose of having a network of shared
information. Allison 5th Generation TCMs are more capable, and
will broadcast an Error indication as soon as a fault
In order to avoid broadcasting incorrect data, the becomes pending. As a result, one of two things may
sender must thoroughly understand its own failure happen:
modes.
1. The pending fault may clear on its own; normal
parameter data broadcast resumes, and no DTC
is set.
2. The Error indication may appear for up to 2

seconds before the fault is confirmed and a DTC
is set. Once confirmed, the DTC will appear in
the subsequent DM1 broadcast.
Receivers of Allison data should consider this timing Where applicable, the required or optional use of a
when developing their diagnostic strategies. heartbeat is noted for each function in the J1939-
BASED FUNCTION REQUIREMENTS section.
B.1.4. DIAGNOSTIC GRACE PERIOD B.1.5.1. RECOMMENDED HEARTBEAT
AT POWER UP MESSAGES & TIMEOUT VALUES
Several factors necessitate a longer communication NOTE: Any specific heartbeat requirements
“grace period” when a key switch is first turned on, or listed under J1939-BASED FUNCTION
an engine is first started: REQUIREMENTS supersede the general
recommendations listed here.
— Controller initialization timing: By design,
different network nodes will “come on line” at Receivers should consider TCM communication “lost”
different times after they first receive voltage. if a designated heartbeat has not been received from
the TCM’s source address (SA 03) within a timeout
— Electrical power distribution: Physical factors
period, which is dependent upon the message being
like node location, wiring length and variances in
used. Allison recommends:
electrical relay operation can result in network
nodes receiving power at slightly different times.
SAE J1939
— Controller resets during engine cranking: Heartbeat Broadcast Multiplier Timeout
Network nodes of different manufacturer will vary Message Rate “Cushion” Value
in the level of input voltage where their
communication links will “drop out”, or their ETC1 10 ms 10x 100 ms
controllers will reset completely. ETC2 100 ms 10x 1s
ETC7 100 ms 10x 1s
As such, Allison recommends other network nodes DM1 1s 5x 5s
wait at least 5 seconds after power up before
detecting the loss of any received Allison message. ETC1 is preferred, as it is in the group of fastest
The goal is to wait long enough to avoid false continuous broadcast TCM messages, meaning
indications of communication loss, while also receivers can sense communication failures quickly.
avoiding unnecessary delay in detecting actual Also, most OEMs utilizing J1939 already receive
communication link problems. ETC1 for other purposes, so its use as a heartbeat
requires minimal additional software logic.
Allison 5th Generation TCMs typically broadcast the
first J1939 message within 200 ms of the TCM B.1.5.2. OPERATOR NOTIFICATION
receiving key switch voltage.
If a receiver fails to see a heartbeat message for a
period of time greater than or equal to its timeout
B.1.5. USING A COMMUNICATION value, that receiver may be required to or opt to notify
the operator of a communication failure.
HEARTBEAT
Some Allison functions require an instrument cluster, B.1.5.2.1. Physical Implementation
engine or other J1939 device to monitor TCM The physical “Communication Failure” indicator
communication integrity for diagnostic purposes. In implementation is left to the discretion of the vehicle
other functions, such monitoring may be optional. OEM. Acceptable examples include a lamp or text
display with phrasing such as:
Receiving devices (“receivers”) can monitor Allison
datalink presence by listening for a TCM “heartbeat” — “Communication Fault”
– a continuously broadcast J1939 message present — “Vehicle Electrical Fault”
whenever the TCM is powered up. Regular heartbeat — “Vehicle Electronic Fault”
reception tells the receiver that TCM communication
is occurring properly. Exact wording is not specified, as Allison realizes
vehicle OEMs may already have a method to convey
Heartbeats are required with communication-critical such issues to the operator. Your Allison Application
functions, where unknown loss of communication Engineer must review all implementations.
between the TCM and another device may result in
transmission component damage or unexpected
vehicle operation. Heartbeats are also helpful with
indicator functions, as they help assure that the given
indicator is available to the operator.
NOTE: Actuating the Check Trans Indicator network (J1939) to a low-speed network (J1587)
is not an acceptable means to represent a for instrument cluster or display use.
communication problem with the TCM. If
— Allison has not and does not evaluate NIECUs;
only the Check Trans Indicator is active,
determination of acceptable operation is the
service technicians may assume there is a
responsibility of the system integrator (vehicle
transmission problem, when it is most likely
OEM and / or body builder).
a vehicle network or wiring issue.
Specific requirements:
B.1.5.2.2. Length of Indication
The Communication Failure indication shall remain — In applications using Allison Engine Management
active until either a valid heartbeat message is functions, messages and parameters involved in
received, or cycling the key switch resets the receiver these functions may not be conveyed through a
and heartbeat reception returns. This logic informs NIECU, as they will likely interfere with the closed-
the operator of a vehicle system issue that may not loop control between the engine and transmission.
allow proper communication with the TCM.
— Messages and parameters involved in Allison shift
scheduling and modulation (such as throttle,
B.1.6. GENERAL TIMEOUT engine load, engine torque, etc.) may not be
RECOMMENDATIONS conveyed through a NIECU, as their timing directly
impacts transmission shift quality, performance,
Acceptable timeout behavior for signals received from and durability.
the TCM is the responsibility of the receiving device.
In general, Allison recommends timeout periods of 3x
to 5x the broadcast rate, unless otherwise stated in B.1.8. REPROGRAMMING
the message, signal, or related function description.
B.1.8.1. DATALINK CONTENT DURING TCM
REPROGRAMMING
B.1.7. NETWORK INTERCONNECTION During TCM reprogramming, normal message and
parameter support ceases; the TCM only receives
B.1.7.1. OVERVIEW and broadcasts messages necessary for the
Per J1939-31, Network Interconnection ECUs reprogramming.
(NIECUs) exist primarily for interconnecting networks
or sub-networks. Specific implementations for Devices which continually monitor TCM broadcasts
“forwarding” messages: may log fault codes during this period, as these
devices have no way of knowing that TCM broadcasts
— A Repeater regenerates the data signal to & from have ceased due to reprogramming. As such, fault
another segment of media. codes may need to be cleared from one or more
devices on the vehicle after the TCM has been
— A Bridge stores and forwards messages between reprogrammed.
two or more network segments.
B.1.8.2. TCM START / STOP BROADCAST
— A Router allows segments with independent SUPPORT
address spaces, data rates, and media to
Reducing unnecessary bus loading can significantly
exchange messages.
shorten the time required to reprogram engine or
— A Gateway permits data transfer between two other ECUs. To assist the programming of other
networks with different protocols or message sets. ECUs, Allison TCMs support reception of the DM13
Start / Stop Broadcast message.
NIECUs are also sometimes generically referred to as
“datalink translators”. Through use of this message, vehicle manufacturer
download stations and other service tools can request
B.1.7.2. ALLISON POSITION that the TCM temporarily cease J1939 broadcasts
and diagnostics.
General recommendations:
For details on the required DM13 request content and
— Accomplishing Allison transmission functions with
TCM response, see PGN 57088 Stop / Start
information traveling through an interconnection
Broadcast (DM13) in the J1939 MESSAGE AND
ECU is not recommended.
PARAMETER USE section of this document.
— It may be acceptable for an NIECU to “step down”
TCM broadcast information from a high speed
B.1.9. ATTEMPTS TO CONVERT — SAE J1939 message and / or parameter
ALLISON WIRE-BASED development for function robustness
FUNCTIONS TO J1939 — Protection of transmission hardware over a wide
OPERATION range of operation & circumstances
Allison understands that many OEMs are eager to — Susceptibility to warranty issues or “false problem”
transfer wire-based functions to the J1939 datalink, reports
and intends to eventually offer equivalent or improved
versions of all these functions via J1939. Currently — Failure Mode differences between GPIO wires and
the transition is still underway, but we continue to the datalink (FMEA work)
introduce more datalink-based functionality with each
new software release. — Compatibility with other existing Allison wire- &
datalink-based functions, as well as those under
As J1939 use has increased, Allison has fielded development
complaints that stem from a vehicle OEM or body
builder attempting to independently duplicate an — Compatibility with an extensive array of datalink
entire or partial Allison wire-based function over devices (engines, ABS, etc.) and their functions
J1939 -- functions that Allison itself has not yet made
available via J1939. — Preservation of Allison standards for shift quality &
vehicle operation as related to the transmission
Such implementations are not approved for use with
Allison products. As always, the only approved — Interaction with existing diagnostics, or creation of
methods for implementing vehicle functions that new diagnostic trouble codes for the function
interface with Allison products are found in:
These steps and others are necessary to provide the
… the “traditional” Allison Tech Data package, for high quality that our OEM partners and end
wire-based IO functions, and customers expect of Allison products, and are
especially critical for functions that may shift the
… this Allison Datalink Tech Data package, for J1939 transmission in and out of range or result in directional
or other CAN-based functions. changes. Since much of the information required for
this development is proprietary to Allison
Each function in Datalink Tech Data states whether Transmission, it’s unfeasible for a company outside of
or not it can be directly substituted for a wire-based Allison to independently develop a robust J1939-
function. This information is summarized in the J1939 based function involving our transmission.
Function Overview table and listed at the beginning of
each J1939-based function. If Allison becomes aware of customer complaints or
warranty issues on such vehicles already in service,
NOTE: If a desired J1939-based function is we will advise the customer or OEM to implement the
not found in Datalink Tech Data, then approved wire-based version of the function until
Allison currently does not offer that function such a time as Allison offers a fully-engineered
via J1939. equivalent function via the J1939 datalink.
As always, the preferred path for requesting new

Allison Tech Data function requirements are datalink-based functionality is through your Allison
developed through significant engineering and testing Application Engineer.
to ensure the functions work as described.
WARNING: Mixing parts of Allison wire-

based and J1939-based functions beyond
what is published in Tech Data can result in
damage to equipment or property, personal
injury, or loss of life. Allison is not liable for
the consequences of such
implementations.
Depending on its complexity, converting a wire-based

function to J1939 operation can be a significant
engineering project. Beyond basic functionality,
Allison must consider many other design factors:
B.1.10. J1939 SOURCE ADDRESS (SA) B.1.10.1.2. Impersonating an Allison Selector
MISUSE In this case, an impostor issues commands from SA
05 in order to override commands coming from the
Integrating electronic controllers in heavy-duty actual Allison shift selector. This may cause the
vehicles is a complex affair. Fortunately, SAE J1939 Allison selector to appear to malfunction, or cause
Recommended Practices help ensure that multiple unexpected vehicle operation. Again, transmission or
components from various manufacturers can other vehicle component damage may occur.
productively co-exist on a J1939 network. Per these
recommended practices, Allison uses the following B.1.10.2. ALLISON POSITION
SAs to uniquely identify Allison controllers on J1939
networks: 1. Allison strives to follow SAE J1939
Recommended Practices, and expects other
— SA 03 (Transmission #1) identifies Allison TCMs. manufacturers of J1939 devices to do the same.
— SA 05 (Shift Console #1) and SA 06 (Shift Console 2. Allison strictly prohibits other J1939 devices from
#2) identify Allison shift selectors. using SAs claimed by Allison components unless
specifically authorized in the Allison Datalink
— SA 16 (Retarder – Driveline) identifies retarder- Tech Data package.
related content from Allison TCMs.
3. If a non-Allison device impersonates an Allison
Per SAE J1939-81, there are limitations on source component on a J1939 network, Allison will not
address use: accept responsibility for damages incurred in
these applications, and transmission warranty
"…a controller is made up of the software and the may be voided.
hardware within an Electronic Control Unit (ECU) that
performs a particular control function. The software 4. Allison considers the vehicle OEM and / or body
within a particular controller is the "Controller builder to be the true vehicle system integrator.
Application" (CA)." As such, it is their responsibility to avoid
installation or recommendation of components
"An address is a one-byte value identifying a that do not follow J1939 recommended practice,
particular CA in a network. The address of a CA is or may jeopardize J1939 network operation.
incorporated into the identifier of every message sent
by that CA and is used to provide uniqueness to 5. Companies that desire new, non-existing
messages that are sent by the CA." transmission integration functionality should
contact Allison Application Engineering to submit
"Source addresses shall be unique within a particular a formal request. Allison is continually involved
vehicle or vehicle sub-network." in ongoing integration development and
standardization with the SAE J1939 committee
B.1.10.1. EXAMPLES OF SA MISUSE
and other heavy duty industry members.
Despite the SAE J1939-81 text, Allison is aware of
devices that issue J1939 commands while posing as 6. Allison may opt to revise its TCM and shift
Allison components: selector software to detect impostors and restrict
vehicle operation until they are removed from the
B.1.10.1.1. Impersonating an Allison TCM J1939 network.
In this case, an impostor issues commands from the
Allison TCM source address in order to modify engine
operation. Such activity may interfere with Allison
Shift Energy Management and other engine
integration functions, resulting in degraded
transmission performance. In addition, transmission
or other vehicle component damage may occur.
B.1.11. RANGE DISPLAYS – GENERAL — A transmission in low range may simultaneously
INFORMATION broadcast Transmission Current Range = 76
(ASCII “L”) and Transmission Current Gear = 1.
All Allison-manufactured shift selectors have their
own self-contained range displays. Vehicles utilizing — A transmission in neutral may simultaneously
mechanical shift selectors, OEM-exclusive J1939- broadcast Transmission Current Range = 78
based shift selectors, or auxiliary range displays may (ASCII “N”) and Transmission Current Gear = 0.
use J1939 to obtain range data for operator display.
These seemingly minor differences are significant;
OEM requirements for implementing range displays the ASCII character in Transmission Current Range
based on J1939 data, and the limitations associated relies on interpretation, while Transmission Current
with doing so, are defined in functions: Gear does not.
RANGE DISPLAY – REQUESTED RANGE By SAE definition, when Transmission Current Gear
= 0, the transmission is in Neutral; there is no room
RANGE DISPLAY – RANGE ATTAINED for misinterpretation. In contrast, when Transmission
Current Range = ASCII 78 (“N”), the person or
B.1.11.1. INTENDED USE OF J1939 RANGE component reading this letter has to make the
AND GEAR PARAMETERS association that “N” stands for Neutral.
The ETC2 byte definitions are as follows:
Transmission Current Range gives the sender
flexibility as to how the information is conveyed to the
Byte Content vehicle operator. Transmission Current Gear has
1 Transmission Selected Gear rigid definitions that are more suitable for control
2,3 Transmission Actual Gear Ratio system purposes, where misinterpretation of data
4 Transmission Current Gear could have unpleasant results.
5,6 Transmission Requested Range
7,8 Transmission Current Range For example: If a control system is designed around
Transmission Current Range = ASCII 78 (“N”), that
system may not respond identically (or acceptably) to
Bytes 1 through 4 are recommended for use in vehicle reception of Transmission Current Range = ASCII
or control decisions. Caution should be exercised, 110 (“n”). Basing a control system on the definition
particularly for functions occurring at vehicle key-on, “Current Gear = 0 = neutral” eliminates any chance
as message latency may delay or otherwise affect the for misunderstanding.
intended operation. It is the vehicle builder’s
responsibility to properly validate any functions based Beyond interpretation issues, “range” and “gear”
on this information. parameter failure modes may differ among
transmission manufacturers. Allison “range”
The ASCII characters in bytes 5 through 8 are parameter failure modes are tailored for displays –
intended for display purposes only; no vehicle not for vehicle control. For these reasons, Allison
decisions are to be based on this information. strongly discourages use of Transmission Requested
Range or Transmission Current Range for any use
B.1.11.2. DIFFERENCES BETWEEN RANGE beyond driver displays.
AND GEAR PARAMETERS
Interchangeability of seemingly identical parameter B.1.11.3. ALLISON VS. SAE TERMINOLOGY
pairs such as Transmission Requested Range and The table below lists commonly used Allison range
Transmission Selected Gear, or Transmission terminology and the equivalent SAE parameter(s):
Current Range and Transmission Current Gear, is
often questioned. Content within these pairs is not
the same, and systems receiving these parameters Allison Terminology SAE Terminology
should not assume they are interchangeable. Range Selected .......... Transmission Requested
Consider the latter pair: Range (ASCII)
Transmission Current Range is an ASCII character Range Commanded ... Transmission Selected
that the transmission manufacturer associates with a Gear (numeric)
particular range or ranges for operator display
Range Attained ........... Transmission Current Gear
purposes. Transmission Current Gear defines a
(numeric), Transmission
specific numeral for every transmission range. For
Current Range (ASCII)
example:
B.2. J1939 MESSAGE & PARAMETER OVERVIEW (2019)
Please see the table at the end of this section for a color key and footnote guide.
B.2.1. J1939 RECEPTION – ALLISON TCMS AND SHIFT SELECTORS
Acceptable SAs
Selector
1K– 2K
3K– 4K
Message Expected (order of preference may differ
TC10
PGN Received Rate Byte Bits Parameters Received vs. function or product family)
00000 TSC1 50 ms -- -- See text for details -- -- S -- Any of 33, 17, 00, 11, 39, 42
00256 TC1 50 ms or as 1 8,7 Trans. Reverse Gear Shift Inhibit Request (F) -- -- O O One of 49, 23, 05, 33 (V)
needed (4) 3 -- Transmission Requested Gear -- S(1) S S 05, 06, 42, 33, 23
6 8,7 Transmission Mode 4 -- -- S(s) S(s) 05, 06
6,5 Transmission Mode 3 (F) -- -- S(s) S(s) 05, 00, 33 (V)
4,3 Transmission Mode 2 -- O O O One of 49, 05, 33, 00 (V)
7 8,7 Trans. Shift Selector Display Mode Switch -- S S S 05, 06
6-3 Transmission Requested Launch Gear (F) -- -- S S One of 49, 23, 05, 33 (V)
53248 CL 5 s & on change, 1 -- Illumination Brightness Percentage (V) S -- -- -- Must specify via VEPS / ACCT
no faster than
100 ms
56832 RESET As needed 2 -- Service Component Identification (F) -- S S S Any, when sent to DA 03
57088 DM13 As needed 1 8,7 Current Data Link -- S S S Any
2,1 J1939 Network #1, Primary Vehicle Network
4 8-5 Hold Signal
4-1 Suspend Signal
59904 Request (PGN) As needed 1-3 -- PGN of Requested Message S S(1) S S Varies
61184 Proprietary A 100 ms 1-8 -- Proprietary shift selector information (F) S S(s) S(s) S(s) Selectors: 03. TCM: 05, 06
61440 ERC1 100 ms 1 6,5 Retarder Enable – Brake Assist Switch (V) (F) -- O -- O One of 15, 41, 00
2 -- Actual Retarder – Percent Torque -- S S S Two of 15, 41, 00
4 6,5 Retarder Road Speed Limit Switch (F) -- -- O -- 39, 33
7 -- Retarder Selection, Non-Engine (2) -- -- S -- One of 49, 23, 33
Acceptable SAs
Selector
1K– 2K
3K– 4K
TC10
61441 EBC1 100 ms 1 8,7 EBS Brake Switch (F) -- O O O 11 (V)
6,5 Anti-Lock Braking (ABS) Active (F) -- S(1) S S 11
4,3 ASR Brake Control Active -- S S S 11
2,1 ASR Engine Control Active -- S S S 11
2 -- Brake Pedal Position -- O O O One of 45, 11
5 -- Engine Retarder Selection (V) (F) -- S S S One of 49, 23, 33, 00 (V)
61443 EEC2 50 ms 1 6,5 Road Speed Limit Status -- S S S 00
4,3 Accelerator Pedal Kickdown Switch (F) -- O O O One of 17, 49, 33, 00 (V)
2 -- Accelerator Pedal Position 1 -- S S R One of 17, 49, 33, 00 (V)
3 -- Engine Percent Load at Current Speed -- S S R 00
4 -- Remote Accelerator Pedal Position (F) -- -- O -- One of 49, 33, 00 (V)
5 -- Accelerator Pedal Position 2 (F) -- -- O -- One of 49, 00 (V)
6 8,7 SCR Thermal Management Active (V) -- S S S 00 (V)
6,5 DPF Thermal Management Active (V) -- S S S 00 (V)
2,1 Vehicle Acceleration Rate Limit Status (V) -- S O O 00 (V)
7 -- Actual Max. Available Engine – Percent Torque (F) -- O O O 00
61444 EEC1 Varies with 1 4-1 Engine Torque Mode -- S S S 00
engine speed 2 -- Driver’s Demand Engine – Percent Torque (F) -- O O O
3 -- Actual Engine – Percent Torque -- E E R
4-5 -- Engine Speed -- -- -- R
6 -- SA of Controlling Device for Engine Control -- E E R
8 -- Engine Demand – Percent Torque -- E E --
61712 B2 1 s and on 1-2 -- Demanded Brake Application Pressure (F) -- -- -- O One of 49, 33, 11 (V)
change but not
faster than 20
ms
64892 DPFC1 1 s and on 2 4,3 Aftertreatment Diesel Particulate Filter Active (V) -- S S S One of 61, 00 (V)
change
64899 TCI 1 s and on 1 3-1 Transfer Case Status -- O O -- One of 04, 49, 33, 00 (V)
change
Acceptable SAs
Selector
1K– 2K
3K– 4K
TC10
64912 AETC On request 1 8-5 Number of AETC Data Points -- E (5) E (5) E 00 (V)
4-1 AETC Data Collection Standard
Multi -- AETC Speed Value
Multi -- AETC Torque Value
64932 PTODE 100 ms 1 8,7 Enable Switch – Trans. Input Shaft PTO 1 (F) -- O(1) O O One of 49, 23, 33 (V)
6,5 Enable Switch – Trans. Input Shaft PTO 2 (F)
4,3 Enable Switch – Trans. Output Shaft PTO (F)
65098 ETC7 100 ms 1 4,3 Transmission Service Indicator S(s) -- -- -- 03
2 4,3 Active Shift Console Indicator
3 2,1 Transmission Mode 4 Indicator
65228 DM3 On request -- -- Not applicable (F) -- O O O Any
65235 DM11 On request -- -- Not applicable (F) -- O O O Any
65242 SOFT On request 1 -- Number of Software Identification Fields -- S S S Any of 05, 06
2-N -- Software Identification
65247 EEC3 250 ms 1 -- Nominal Friction – Percent Torque -- E E R 00
5 -- 00, or up to five as specified via
Estimated Engine Parasitic Losses – % Torque -- O O O
VEPS / ACCT
65249 RC On request 17,18 -- Retarder Reference Torque (F) -- S S S Two of 15, 41, 00
65251 EC1 5 s and on Multi -- Engine Percent Torque Points (See text) -- S S R 00
request Multi -- Engine Speed Points (See text) -- S S R
16,17 -- Engine Speed At High Idle, Point 6 (F) -- O O O
18,19 -- Engine Gain (Kp) Of The Endspeed Governor (F) -- O O O
20,21 -- Engine Reference Torque -- S S R
31,32 -- Engine Moment of Inertia -- S S S
33,34 -- Engine Default Torque Limit -- E E R
65260 VI On request Multi -- Vehicle Identification Number -- S S S 00
65262 ET1 1s 1 -- Engine Coolant Temperature (F) -- S S S 00
Acceptable SAs
Selector
1K– 2K
3K– 4K
TC10
65265 CCVS1 100 ms 1 4,3 Parking Brake Switch (F) -- O O O One of 17, 49, 39, 23, 33, 00 (V)
2,3 -- Wheel-Based Vehicle Speed (F) -- S S R One of 17, 33, 00 (V)
4 6,5 Brake Switch (F) -- O O S One of 232, 23, 49, 17, 33, 00 (V)
2,1 Cruise Control Active (V) -- O O O 00 (V)
6 -- Cruise Control Set Speed -- O O O One of 17, 49, 33, 00 (V)
7 8-6 Cruise Control States (V) -- S S S One of 17, 49, 33, 23, 00 (V)
5-1 PTO Governor State -- S S S One of 39, 17, 00
65266 LFE1 100 ms 1,2 -- Engine Fuel Rate (F) -- O O O One of 39, 00
3,4 -- Engine Instantaneous Fuel Economy (F) -- O O O 00
5,6 -- Engine Average Fuel Economy (F) -- O O O 00
B.2.2. J1939 BROADCASTS – ALLISON TCMS AND SHIFT SELECTORS
Selector
1K–2K
3K–4K
Message
TC10
PGN Broadcast SA Rate Byte Bits Parameters Broadcast
00000 TSC1 03 10 ms to engine, 50 -- -- See text for details (F) --
S S S
ms to retarders
00256 TC1 05 50 ms or as needed 3 -- Transmission Requested Gear S -- -- --
06 6 8,7 Transmission Mode 4 S(s) -- -- --
6,5 Transmission Mode 3 S(s) -- -- --
7 8,7 Transmission Shift Selector Display Mode Switch S(s) -- -- --
59392 Acknowledgment 03 As req’d -- -- See text for details -- S S S
59904 Request (PGN) 03 As req’d 1-3 -- Parameter Group Number Being Requested (V) -- S S S
60928 Address Claimed All As req’d -- -- See text for details S S S S
61184 Proprietary A 03 100 ms 1-8 -- Proprietary shift selector information (F) S(s) S(s) S(s) S
Selector
1K–2K
3K–4K
Message
TC10
61440 ERC1 (2) 16 100 ms 1 4-1 Retarder Torque Mode (V) -- -- S --
2 -- Actual Retarder – Percent Torque (V) -- -- S --
3 -- Intended Retarder – Percent Torque (V) -- -- S --
4 4,3 Retarder Requesting Brake Light (V) -- -- S --
2,1 Engine Coolant Load Increase (V) -- -- S --
5 -- SA of Controlling Device for Retarder Control (V) -- -- S --
7 -- Retarder Selection, Non-Engine (V) (F) -- -- S --
8 -- Actual Maximum Available Retarder – Percent Torque (V) -- -- S --
61442 ETC1 03 10 ms 1 8,7 Transmission TC Lock-Up Transition in Process (V) -- O(1) S S
6,5 Transmission Shift In Process (V) -- S(1) S S
4,3 Transmission Torque Converter Lock up Engaged (F) -- S(1) S S
2,1 Transmission Driveline Engaged (V) -- S(1) S S
2,3 -- Transmission Output Shaft Speed (V) -- S(1) S S
5 4,3 Progressive Shift Disable (V) -- S(1) S S
6,7 -- Transmission Input Shaft Speed (V) -- S(1) S S
8 -- SA of Controlling Device for Transmission Control (V) -- S(1) S S
61445 ETC2 03 100 ms 1 -- Transmission Selected Gear (V) -- S(1) S S
2,3 -- Transmission Actual Gear Ratio (V) -- S(1) S S
4 -- Transmission Current Gear (V) -- S(1) S S
5,6 -- Transmission Requested Range (V) -- S(1) S S
7,8 -- Transmission Current Range (V) -- S(1) S S
61452 ETC8 03 Varies 1,2 -- Transmission Torque Converter Ratio (V) -- S S S
3,4 -- Transmission Clutch / Converter Input Speed (V) -- S S --
64839 TML 03 On request Varies -- Transmission Mode Label, Mode 1 (V) -- O O --
-- Transmission Mode Label, Mode 2 (V) -- O O --
-- Transmission Mode Label, Mode 4 (V) -- O O O
Selector
1K–2K
3K–4K
Message
TC10
64906 J2012 03 On request 1 -- Number of SAE J2012 DTCs -- S(1) S S
Varies -- SAE J2012 DTC -- S(1) S S
Varies -- SAE J2012 DTC Status -- S(1) S S
Varies -- J2012 DTC Occurrence Count -- S(1) S S
64917 TRF2 03 1 s 1 6,5 Transmission Overheat Indicator (V) -- S S S
2,1 Transmission Oil Filter Restriction Switch (V) -- P P P
4 -- Transmission Oil Life Remaining (V) -- P(1) P P
64932 PTODE 03 100 ms 3 8,7 Engagement Consent – Transmission Input Shaft PTO 1 (F) -- O(1) O O
6,5 Engagement Consent – Transmission Input Shaft PTO 2 (F) -- O(1) O --
4,3 Engagement Consent – Transmission Output Shaft PTO (F) -- O(1) O O
64965 ECUID 03 On request Multi -- ECU Part Number -- S(1) S S
Multi -- ECU Serial Number
65098 ETC7 03 100 ms 1 8,7 Transmission Requested Range Display Flash State (V) -- S S S
6,5 Transmission Requested Range Display Blank State (V) -- S S S
4,3 Transmission Service Indicator (F) -- S(1) S S
2 8,7 Transmission Shift Inhibit Indicator (F) -- S(1) S S
6,5 Transmission Engine Crank Enable (V) -- S S S
4,3 Active Shift Console Indicator (V) -- -- S --
2,1 Transmission Ready for Brake Release (F) -- O O O
3 8,7 Transmission Mode 1 Indicator (F) -- S S S
6,5 Transmission Mode 2 Indicator (F) -- S S S
2,1 Transmission Mode 4 Indicator (V) -- -- S(S) S(S)
4 -- Transmission Requested Gear Feedback (V) -- -- S --
6 8,7 Transmission Mode 10 Indicator (V) -- S S --
4,3 Transmission Warning Indicator (V) -- S(1) S S
2,1 Transmission Reverse Gear Shift Inhibit Status (F) -- O O --
65099 TCFG2 03 Varies 1,2 -- Transmission Torque Limit (F) (V) -- E E E
Selector
1K–2K
3K–4K
Message
TC10
65218 ERC2 (2) 16 1 s and on change but 1 8,7 Transmission Retarder Enable Switch (V) -- -- O --
not faster than 100 ms 1 2,1 Transmission Output Retarder (V) -- -- O --
65226 DM1 (M) 03 1 s 1 8,7 Malfunction Indicator Lamp -- S(1) S S
16 6,5 Red Stop Lamp
4,3 Amber Warning Lamp
2,1 Protect Lamp
Multi -- Suspect Parameter Number
Multi -- Failure Mode Identifier
Multi -- Occurrence Count
65227 DM2 (M) 03 On request 1 8,7 Malfunction Indicator Lamp -- S(1) S S
16
6,5 Red Stop Lamp
4,3 Amber Warning Lamp
2,1 Protect Lamp
Multi -- Suspect Parameter Number
Multi -- Failure Mode Identifier
Multi -- Occurrence Count
65242 SOFT (M) 03 On request 1 -- Number of Software Identification Fields S S(1) S S
05
06 2-N -- Software Identification
65249 RC (2) 16 5 s and on 10% map 1 8-5 Retarder Location (V) -- -- S --
change 4-1 Retarder Type (V) -- -- S --
2 -- Retarder Control Method (V) -- -- S --
Multi -- Torque & Speed Map (See text for details) (V) -- -- S --
17,18 -- Retarder Reference Torque (V) -- -- S --
65250 TCFG (M) 03 On request 1 -- Number of Reverse Gear Ratios -- S S S
2 -- Number of Forward Gear Ratios
Multi -- Transmission Gear Ratio
65259 CI (M) 03 On request 1-5 -- Make -- S(1) S S
Multi -- Model
Selector
1K–2K
3K–4K
Message
TC10
65272 TRF1 03 1 s 5,6 -- Transmission Oil Temperature 1 (V) -- S(1) S S
7 -- Transmission Oil Level 1 High / Low (3) (V) -- -- S S
8 8-5 Transmission Oil Level 1 Measurement Status (3) (V) -- -- S S
4-1 Transmission Oil Level 1 Countdown Timer (3) (V) -- -- S S
65275 RF (2) 16 1 s 2 -- Hydraulic Retarder Oil Temperature (V) -- -- S --
3 2,1 Driveline Retarder Overheat Indicator (V) -- -- S --
65440 PropB_A0 03 On request Multi -- Proprietary TCM Information (V) -- S(1) S S
B.2.3. J1939 MESSAGE AND PARAMETER OVERVIEW TABLE GUIDE

Footnotes
(1) In GMLAN applications, parameter broadcast or reception is supported on the CAN port set to SAE J1939 LIMITED FUNCTIONALITY.
(2) Only supported in applications equipped with an Allison driveline retarder.
(3) Only supported in applications equipped with an Allison oil level sensor.
(4) SAE J1939-71 allows intermittent message broadcast; Allison functions require it to be broadcast continuously.
(5) Message support re-enabled for the B/C151 release.
(F) Parameter broadcast or reception is tied to the VEPS / ACCT answer for an Input, Output or Interface function.
(M) Message broadcast or reception is tied to a specific VEPS / ACCT question that controls its enabling or disabling.
(S) Support dependent on selector configuration.
(V) Parameter broadcast or reception is tied to a VEPS / ACCT Datalink Tailoring question. Source Addresses marked with this footnote may be set to an OEM-
specified value via VEPS.
Message / Parameter Enabling

(S) Message / parameter broadcast or reception is standard with this product.
(O) Message / parameter broadcast or reception is optional with this product, and controlled by a VEPS / ACCT answer.
(R) Message / parameter reception is required by this transmission family in all applications.
(E) Message / parameter broadcast or reception is dependent on the ENGINE MAKE AND MODEL specified via VEPS / ACCT.
(P) Parameter broadcast is dependent on VEPS / ACCT answers that enable prognostics functionality.
Other
Yellow highlights indicate changes in availability. Refer to parameter definition sections or related functions.
B.2.4. J1939 SOURCE ADDRESS
LISTING
While not a comprehensive list of all J1939 source
addresses, the following is provided for reference;
see the SAE J1939 Digital Annex for a full listing.
Allison does not use all SAs listed below; refer to

each J1939-based function for specific source
address use.
SA Controller Application
00 Engine #1
03 Transmission #1
04 Transmission #2
05 Shift Console – Primary
06 Shift Console – Secondary
07 Power Take Off – Main or Rear
11 Brakes – System Controller
15 Retarder – Engine (Compression Brake)
16 Retarder – Driveline
17 Cruise Control
23 Instrument Cluster #1
24 Trip Recorder
33 Body Controller
39 Management Computer #1
40 Cab Display #1
41 Retarder, Exhaust, Engine #1
42 Headway Controller
43 On-Board Diagnostic Unit
45 Endurance Braking System
49 Cab Control – Primary
50 Cab Control – Secondary
61 Exhaust Emission Controller
90 Powertrain Control Module
232 Forward Road Image Processor
249 Off Board Diagnostic – Service Tool #1
250 Off Board Diagnostic – Service Tool #2
251 On-Board Data Logger
255 Global (All – Any Node)
B.3. J1939-BASED FUNCTION OVERVIEW
Yellow highlights indicate changes in availability since the previous publication; click on the appropriate function
name for more information. Additional footnotes are found at the bottom of the table.
1K–2K
3K–4K
2019 J1939-Based Equivalent GPIO Function
TC10
Input, Output or Interface Function or Dedicated Wire
ACCELERATOR PEDAL INPUT S S R TPS or PWM (1K–4K)

ACCELERATOR PEDAL INPUT – DUAL MODE OFS -- O -- TPS or PWM (3K–4K)
ALTERNATE GEAR START (AGS) INPUT -- S S GPI CP (TC10), Shift mask
ANTI-LOCK BRAKE SYSTEM (ABS) INPUT S(1) S S GPI Y
AUTOMATIC TRACTION CONTROL (ATC OR ASR) S S S None
AUTOMATIC NEUTRAL – DUAL INPUT W/ARTR O O S GPI CN
AUTOMATIC NEUTRAL – BBAN INPUT (4) O O -- GPI CA required
AUTOMATIC NEUTRAL – SINGLE INPUT O O -- GPI L, GPI CH
AUTOMATIC NEUTRAL – SINGLE INPUT W/SS OVERRIDE O O O GPI CD
AUXILIARY FUNCTION RANGE INHIBIT (AFRI) – SI O O O GPI E
CHECK TRANS INDICATOR S(1) S S Dedicated TCM wire
CRUISE CONTROL, STANDARD S S S None
CRUISE CONTROL, ADAPTIVE S S S None
CRUISE CONTROL, VIA ENGINE PTO GOVERNOR S S -- None
DIAGNOSTIC COMMUNICATION W/ALLISON TOOLS R R R None
DIAGNOSTIC COMMUNICATION FOR OEM USE O O O Allison selector display
DIRECTION CHANGE ENABLE INPUT O O O GPI W (3K–4K)
DOWNHILL SPEED CONTROL VIA RETARDER (2) -- O -- None
DOWNHILL SPEED CONTROL VIA PRESELECTS -- O -- None
DYNACTIVETM SHIFTING O O S None
DYNAMIC SHIFT SENSING (DSS) O O S None
ELECTRONIC BRAKING SYSTEMS (EBS) (4) O O -- None
EMISSION CONTROL SYSTEMS (DPF / SCR) S S S None
ENGINE BRAKE INTERFACE S S S GPI H/I & GPO A (1K–4K)
ENGINE MANAGEMENT – ARM (4) E E R None
ENGINE MANAGEMENT – SEM (4) E E R None
ENGINE MANAGEMENT – LRTP (4) E E R None
ENGINE MANAGEMENT – NEUTRAL-TO-RANGE ASSIST O O S None
ENGINE MANAGEMENT – OUTPUT TORQUE LIMITING(4) O O O None
ENGINE MANAGEMENT – PTO TORQUE LIMITING (PTL) O O O None
ENGINE SPEED INPUT -- -- R TCM sensor input (1K–4K)
FUELSENSE® INDICATOR O O -- Allison selector display
Continued on next page
1K–2K
3K–4K
2019 J1939-Based Equivalent GPIO Function
TC10
Input, Output or Interface Function or Dedicated Wire
HIGH N/V RATIO INPUT O O -- GPI CC (1K-2K)

HILL HOLD INTERFACE (4) O O O None
KICKDOWN INPUT O O O GPI AH
LOCKUP INDICATOR S(1) S S GPO K
NEUTRAL AT STOP INPUT (4) O O O GPI AS
NEUTRAL INDICATOR S(1) S S None
NEUTRAL START S S S Dedicated TCM wire
OIL LEVEL DISPLAY (3) -- S S Allison selector display
POWER DIVIDER INPUT (4) -- O -- None
PRESELECT REQUEST INPUT S(1) S S GPI AR, CB1 and CB2
PROGRESSIVE SHIFTING -- O -- None
PTO DRIVE INTERFACES 1 & 2 O O O GPI C1/C2 & GPO G1/G2
RANGE DISPLAY – RANGE ATTAINED S(1) S S Allison selector display
RANGE DISPLAY – REQUESTED RANGE S(1) S S Allison selector display
RANGE INHIBIT INDICATOR (RII) S(1) S S Dedicated TCM wire (1K-2K)
RANGE SELECTION MODE (“TAP UP, TAP DOWN”) O -- -- None
RETARDER ACTIVE INDICATOR (2) -- S -- Part of GPO Q (3K–4K)
RETARDER CAPACITY REDUCTION (2) -- O -- Wire 135 (3K–4K)
RETARDER CONTROL (2) -- S -- GPI Z (3K–4K)
RETARDER TEMPERATURE INDICATOR (2) -- S -- GPO B (3K–4K)
REVERSE INHIBIT WITH PRESELECT REQUEST O O -- GPI AM
REVERSE WARNING INDICATOR S(1) S S Dedicated TCM wire
ROAD SPEED LIMITING S S S None
SECONDARY MODE INDICATOR S S S GPO N
SECONDARY MODE INPUT O O O GPI A
SERVICE BRAKE STATUS INPUT O O S GPI AA
SHIFT ACTUATOR SYSTEM W/ALLISON SELECTOR O -- -- None
SHIFT ACTUATOR SYSTEM W/NON-ALLISON SELECTOR O -- -- None
SHIFT SELECTOR, ALLISON: 3000/4000 & TC10 -- S S None
SHIFT SELECTOR, NON-ALLISON BASIC: 3000/4000 SERIES (4) -- O -- None
SHIFT SELECTOR, NON-ALLISON STANDARD: 3000/4000
-- O -- None
SERIES (4)
SHIFT SELECTOR DIMMING O O O Dedicated selector wire
SUMP TEMPERATURE INDICATOR S(1) S S GPO B (1K-4K)
TRANSMISSION SERVICE INDICATOR S(1) S S GPO O
UDS END-OF-LINE COMMUNICATION S S S None
VEHICLE ACCELERATION RATE LIMITING (4) S O O None
Continued on next page
Function Overview Table Footnotes J1939-Based Function Enabling
(1) Available in GMLAN gas engine applications. S = Standard with this product family.
(2) Retarder-equipped applications only. O = J1939 option available with this product family.
(3) OLS-equipped applications only. R = J1939 support is required for this product family.
(4) Application Engineering review required. E = Dependent on ENGINE MAKE AND MODEL.
-- = J1939 option not applicable to this product family.
B.4. J1939-BASED FUNCTION REQUIREMENTS
This section lists requirements necessary to support certain vehicle or Allison functions via the J1939 datalink.
Datalink parameters are shown in Italics; detailed descriptions of each are listed further in this document. Some
functions may be accomplished by other methods; see each function for the alternative methods.
B.4.1. ACCELERATOR PEDAL INPUT B.4.1.5. OTHER REQUIREMENTS /

RESTRICTIONS
WARNING: The following sections
describe the intended use of a specific B.4.1.5.1. Signal Filtering
function which has been validated in the Per SAE, accelerator pedal parameters should reflect
configuration(s) described. the actual, physical position of the accelerator pedal.
Implementations or use of this feature If an engine or other controller algorithm modifies the
which differ from that described could pedal input beyond normal A/D filtering, these
result in damage to equipment or property, modifications should be reflected in other parameters
serious personal injury, or loss of life. where appropriate, such as J1939 Driver’s Demand
Engine – Percent Torque or Engine Demand –
Allison Transmission is not liable for Percent Torque.
consequences associated with
incorrect implementation or unintended B.4.1.5.2. Secondary or Remote Accelerator
use of this feature. Pedals
In applications with more than one accelerator pedal
B.4.1.1. OVERVIEW installed -- such as with two driving stations -- it is
All installations require at least one source of critical that the TCM receive information from the
Accelerator Pedal Position. See the Allison 5th pedal actively controlling vehicle movement.
Generation Controls Installation Manual for
information on TPS or PWM implementations. Vehicle configuration must be such that switching of
the throttle source occurs upstream of the single point
B.4.1.2. AVAILABILITY of input into the Allison control system.
J1939-based Accelerator Pedal input is standard in
all 1000 – 4000 Series applications, and required in For example, if the TCM has been configured to
TC10 applications. receive throttle on the J1939 datalink, and an engine
ECM receives two throttle pedal inputs, then the
B.4.1.3. CONFIGURATION (VEPS / ACCT) engine ECM must reflect the state of the active
throttle pedal in the same Accelerator Pedal Position
[18010] ON-VEHICLE PROTOCOL: CAN1 1 parameter.
Parameters must be provided to the CAN port set to There are two exceptions to the above requirement:
SAE J1939 FULL FUNCTIONALITY.
1. Implementations are acceptable where the
[18000] THROTTLE AND LOAD SOURCE secondary throttle control is implemented via the
engine’s PTO governor, and the PTO Governor
Set answer to PRIMARY ON-VEHICLE PROTOCOL State parameter is supported per CRUISE
to enable TCM parameter reception. CONTROL, VIA ENGINE PTO GOVERNOR.
B.4.1.4. J1939 PARAMETER AND SA USE 2. 3000/4000 Series Oil Field Service applications
SAs marked (V) may be set to an OEM-specified may utilize function ACCELERATOR PEDAL
value via VEPS. See AUTO-DETECTION for SA INPUT – DUAL MODE OFS.
selection details.
B.4.1.4.1. Required Support B.4.1.5.3. Stationary Applications Controlling
The J1939 network is required to provide EEC2 Engine Speed via TSC1 Speed
Accelerator Pedal Position 1 from one of the following Commands
SAs, in order of TCM preference: Allison realizes stationary applications exist where
engine operation is controlled completely via TSC1
1. SA 17 (Cruise Control) (V) speed commands. These commands are often
2. SA 49 (Cab Controller) issued from a Programmable Logic Controller (PLC)
3. SA 33 (Body Controller) or other device. Even though there is no traditional
4. SA 00 (Engine #1) accelerator pedal input connected to the engine or the
J1939 network, a valid accelerator pedal signal to the  Is the parameter span at least 3 – 98% as the
TCM is required: pedal is depressed & released? (0-100% range is
ideal.)
Allison requires the PLC or controlling device to
broadcast a simulated EEC2 Accelerator Pedal
Position 1 signal. It is recommended that a source
address other than SA 00 (engine #1) is used, such
as SA 33 (Body Controller).
Doing so avoids issues in the event the engine (SA

00) broadcasts invalid data (such as a constant 0%,
regardless of engine operation) in EEC2 Accelerator
Pedal Position 1. The TCM SA auto-detection logic
will lock onto the more preferred (and in this case,
correct) parameter from SA 33.
B.4.1.5.4. Applications with Road Speed

Limiting and / or Cruise Control
If functions such as Road Speed Limiting or Cruise
Control are employed, the necessary information
must be supplied on the J1939 datalink per the
function descriptions in this section of the document.
B.4.1.6. TCM FAILURE MODES & RESPONSES

If Accelerator Pedal Position 1 reception is lost or
indicates 255 (Not Available), the TCM logs a DTC
and activates the Check Trans Indicator. A default
value is assumed for accelerator pedal position, and
shifting is restricted. The TCM diagnoses these
conditions as the sender may not be aware of a
network issue (causing communication loss) nor a
sender configuration issue (parameter indicates Not
Available).
If Accelerator Pedal Position 1 indicates 254 (Error),

the TCM does not log a DTC nor activate the Check
Trans Indicator. A default value is assumed for
accelerator pedal position, and shifting is restricted.
In this case, the sender knows it has an issue, and
therefore it should indicate the fault so that the
problem can be resolved at the appropriate non-
Allison repair center.
B.4.1.7. INSTALLATION CHECKLIST:

ACCELERATOR PEDAL
Allison Application Engineering will review new
implementations for the following minimum
functionality. While vehicle OEMs may use this list to
assist implementation development, it is not a
substitute for requirements described previously.
Acceptable implementations will answer “yes” to the

following questions:
 Is the TCM calibration configured properly?
 Is Accelerator Pedal Position 1 broadcast from

one of the acceptable source addresses?
B.4.2. ACCELERATOR PEDAL INPUT – [23000] OFS PUMP MODE: Throttle Input
DUAL MODE OFS Set answer to match the implementation used:
WARNING: The following sections — SAME AS ROAD MODE THROTTLE SOURCE

describe the intended use of a specific — J1939 EEC2 Accelerator Pedal Position 2
function which has been validated in the — J1939 EEC2 Remote Accelerator Pedal Position
configuration(s) described.
Implementations or use of this feature B.4.2.4. J1939 PARAMETER AND SA USE –
which differ from that described could result ROAD MODE REQUIREMENTS
in damage to equipment or property, In Road Mode, the J1939 network is required to
serious personal injury, or loss of life. provide EEC2 Accelerator Pedal Position 1 as
described under ACCELERATOR PEDAL INPUT.
Allison Transmission is not liable for
consequences associated with incorrect B.4.2.5. J1939 PARAMETER AND SA USE –
implementation or unintended use of PUMP MODE REQUIREMENTS
this feature. Pump Mode activation is controlled by GPI BZ (SHIFT
SELECTOR TRANSITION AND OIL FIELD
B.4.2.1. OVERVIEW PUMPING). In Pump Mode, the TCM can receive the
information necessary to modulate shifts via:
OFS (Oil Field Series) units may be used in either
stationary or dual mode applications. Stationary units 1. EEC2 Accelerator Pedal Position 2
are often skid-mounted and have only a single 2. EEC2 Remote Accelerator Pedal Position
accelerator pedal or hand throttle input to the power 3. EEC2 Accelerator Pedal Position 1 + A/B switch
unit. Dual mode applications use the transmission to 4. PTO governor controls (not preferred)
propel the vehicle in “Road Mode”, and power a split-
shaft PTO pump unit while in “Pump Mode”. SAs marked (V) may be set to an OEM-specified
value via VEPS. See AUTO-DETECTION for SA
Dual Mode OFS units use two shift selectors and up selection details.
to two throttle controls. For dual throttle applications,
use this function; for single throttle applications see B.4.2.5.1. Engine Speed Control via TSC1
function ACCELERATOR PEDAL INPUT. Speed Command
Some applications may control the engine via TSC1
Input combination options for Dual Mode OFS units: speed commands during Pump Mode operation.
Commands are often issued from a Programmable
Road Mode Pump Mode Accelerator Logic Controller (PLC) or other device.
Accelerator Input or Throttle Input
Even though the engine has no traditional accelerator
EEC2 APP1 (1) EEC2 APP2 (2) pedal input, a TCM accelerator pedal signal is
EEC2 APP1 EEC2 RAPP (3) required during Pump Mode operation. Therefore,
EEC2 APP1 EEC2 APP1 with A/B Switch the controller must broadcast a simulated signal in
EEC2 APP1 PTO switch control one of the above EEC2 parameters.
(1) APP1 = EEC2 Accelerator Pedal Position 1 A source address other than SA 00 (engine #1) is
recommended, such as SA 33 (Body Controller). This
(2) APP2 = EEC2 Accelerator Pedal Position 2 avoids issues if SA 00 broadcasts invalid data (such
(3) RAPP = EEC2 Remote Accelerator Position as a constant 0%, regardless of operation) in EEC2
Accelerator Pedal Position 1. TCM SA auto-detection
B.4.2.2. AVAILABILITY logic will lock onto the more preferred (and in this
The J1939-based implementation is optional in case, correct) parameter from SA 33.
3000/4000 Series dual mode OFS applications.
B.4.2.3. CONFIGURATION (VEPS / ACCT)
[18000] THROTTLE AND LOAD SOURCE

Set answer to ON-VEHICLE PROTOCOL.

Parameters must be provided to the CAN port set to
B.4.2.5.2. PUMP MODE OPTION 1 – EEC2 2. SA 33 (Body Controller)
Accelerator Pedal Position 2 (APP2) 3. SA 00 (Engine #1)
As a second instance of an accelerator pedal, APP2
is typically associated with a second pedal located Caterpillar Engine Requirements
inside the cab used to the drive the vehicle, like those ADEM 4 support of EEC2 Remote Accelerator Pedal
seen in “dual station” refuse vehicles. However, Position was released June 1, 2006 for the C15 435
Allison realizes that some engines utilize this OWS rating only. Contact Caterpillar for other ADEM
parameter to represent a second throttle source 4 release dates.
outside of the driver’s cab.
Detroit Diesel Engine Requirements
J1939 Parameter and SA Requirements
NOTE: DDEC IV & V applications must use
In Pump Mode, the J1939 network is required to Pump Mode Option 1, as these software
provide EEC2 Accelerator Pedal Position 2 from one levels only support EEC2 Accelerator Pedal
of the following SAs, in order of TCM preference: Position 2 (APP2).
1. SA 49 (Cab Controller) (V)
2. SA 00 (Engine #1) DDEC support of EEC2 Remote Accelerator Pedal
Position was released with the introduction of their
Detroit Diesel Engine Requirements EPA 2007 engines, which coincides with the
introduction of DDEC VI controls.
NOTE: DDEC VI applications are required
to use Pump Mode Option 2, as it only Normal Operation – Pump Mode
supports EEC2 Remote Accelerator Pedal Shift scheduling and modulation are controlled by
Position (RAPP). RAPP. Parameters below are ignored by the TCM:
DDEC IV ECMs are required to use R40.0 or later — EEC2 Accelerator Pedal Position 1
software. DDEC V ECMs are required to used T2.03 — EEC2 Accelerator Pedal Position 2
or R3.0 or later software. — CCVS1 Cruise Control States
— CCVS1 PTO Governor State
Per the DDEC Application and Installation Guide, the — EEC2 Percent Load at Current Speed
accelerator pedal used during Road Mode operation
should be connected to the LSG ECM inputs, and the B.4.2.5.4. PUMP MODE OPTION 3 – EEC2
pump mode throttle should be connected to the VSG Accelerator Pedal Position 1 with
ECM inputs. an A/B Input Switch
If APP2 or RAPP cannot be supported as a Pump
Normal Operation – Pump Mode Mode throttle source, then the vehicle configuration
Shift scheduling and modulation are controlled by must switch throttle sources upstream of the single
APP2. Parameters below are ignored by the TCM: point of input into the Allison control system. An A/B
switch is required between the engine ECM and the
— EEC2 Accelerator Pedal Position 1 Road Mode and Pump Mode throttle inputs.
— EEC2 Remote Accelerator Pedal Position
— CCVS1 Cruise Control States J1939 Parameter and SA Requirements
— CCVS1 PTO Governor State During pump mode operation:
— EEC2 Percent Load at Current Speed
— EEC2 Accelerator Pedal Position 1 must reflect the
B.4.2.5.3. PUMP MODE OPTION 2 – EEC2 Pump Mode throttle position.
Remote Accelerator Pedal Position
(RAPP) — If present, EEC2 Road Speed Limit Status must not
A “remote accelerator” is a pedal or hand throttle indicate that road speed limiting is active; if it is not
typically located outside of the cab used to drive the present, then EEC1 Engine Torque Mode must not
vehicle. By definition, this parameter is well suited to indicate road speed limiting is active.
convey operator input from the pumping platform.
— If present, CCVS1 Cruise Control States must not
J1939 Parameter and SA Requirements indicate that cruise control is active; if it is not
In Pump Mode, the J1939 network is required to present, then EEC1 Engine Torque Mode must not
provide EEC2 Remote Accelerator Pedal Position indicate cruise control is active.
from one of the following SAs, in order of TCM
— If present, CCVS1 PTO Governor State must not
preference:
indicate that PTO is active.
Cummins Customer Parameter Requirements Normal Operation – Pump Mode
Set “Governor Type Switch” to enable variable speed, When CCVS1 PTO Governor State indicates PTO is
and wire the switch to be open in Road Mode and active, the TCM uses EEC2 Engine Percent Load at
closed in Pump Mode. Leave “Governor Type” set to Current Speed for shift scheduling and modulation.
“Automotive”, so the engine is variable speed
governed in Pump Mode and automotive governed in B.4.2.6. TCM FAILURE MODES AND
Road Mode. RESPONSES
Caterpillar Engine Parameter Requirements B.4.2.6.1. Loss of Accelerator Input Signals

Set “Governor Style” to Full Range or Speed. If Road Mode accelerator input reception is lost
during Road Mode operation, or Pump Mode throttle
Normal Operation input reception is lost during Pump Mode operation,
In Road Mode, the A/B switch connects the normal then a DTC is logged and the Check Trans Indicator
ECM accelerator input to the cab throttle; in Pump is activated. The TCM will use a default throttle value,
Mode, the A/B switch connects the normal ECM and shifting will be restricted.
accelerator input to the platform throttle. The TCM
will ignore the following while in Pump Mode: B.4.2.6.2. Incomplete Chassis with Only One
Shift Selector Installed
— EEC2 Accelerator Pedal Position 2 If the vehicle chassis is initially built with only Road
— EEC2 Remote Accelerator Pedal Position Mode controls, GPI BZ must be deactivated via
Allison DOC® or DTCs and a Check Trans indication
B.4.2.5.5. PUMP MODE OPTION 4 – PTO will be set. When equipment installation is completed
Governor Operation by the body builder, GPI BZ must be re-enabled for
While less preferred, engine control during Pump the secondary selector to be functional.
Mode may be accomplished via the engine PTO
governor controls. Engine speed is incremented or
decremented through use of the engine’s PTO / B.4.2.7. INSTALLATION CHECKLIST:
Cruise Control switches. To determine an acceptable ACCELERATOR INPUT – DUAL MODE
communication method for a given engine / chassis OFS UNITS
combination, body builders must contact their chassis Allison Application Engineering will review new
manufacturers. implementations for the following minimum
WARNING: During Pump Mode operation, assist implementation development, it is not a
the TCM only listens to ONE input substitute for requirements described previously.
conveying the engine control. If an
accelerator pedal parameter is used as the Acceptable implementations will answer “yes” to the
TCM source during Pump Mode, the engine following questions, as applicable:
may not be controlled via the engine PTO
B.4.2.7.1. General
governor (PTO / Cruise Control switches).
Transmission damage may result.  Is the TCM calibration configured properly?
J1939 Parameter and SA Requirements  Is Accelerator Pedal Position 1 broadcast from an

In Pump Mode, the J1939 network is required to acceptable SA?
provide CCVS1 PTO Governor State (all bit states)
from one of the following SAs, in order of TCM  Does APP1 span at least 3-98% as the pedal is
preference: depressed and released? (0-100% is ideal.)
4. SA 39 (Management Computer #1) B.4.2.7.2. PUMP MODE OPTION 1 – APP2

5. SA 17 (Cruise Control)
 Is OFS PUMP MODE: Throttle Input = APP2?
6. SA 00 (Engine #1)
 Is Accelerator Pedal Position 2 broadcast from an
AND
acceptable source address?
EEC2 Engine Percent Load at Current Speed from
 In Pump Mode, is APP2 span at least 3–98% as
SA 00 (Engine #1).
the platform throttle is increased and released?
(0-100% is ideal.)
B.4.2.7.3. PUMP MODE OPTION 2 – RAPP
 Is OFS PUMP MODE: Throttle Input = RAPP?
 Is Remote Accelerator Pedal Position broadcast

from an acceptable source address?
 In Pump Mode, is RAPP span at least 3–98% as

(0-100% is ideal.)
B.4.2.7.4. PUMP MODE OPTION 3 – APP1

with an A/B Input Switch
 Is OFS PUMP MODE: Throttle Input = SAME AS

ROAD MODE THROTTLE SOURCE?
 Is APP1 populated with valid data when in either

Road or Pump Mode?
 In Pump Mode, is APP1 span at least 3–98% as

(0-100% is ideal.)
 If present on the J1939 network, does EEC2

Road Speed Limit Status indicate that road speed
limiting is not active while in Pump Mode?
 If EEC2 Road Speed Limit Status is not present

on the J1939 network, does EEC1 Engine Torque
Mode indicate a state other than road speed
limiting?
 If present on the J1939 network, does CCVS1

Cruise Control States indicate that cruise control
is not active while in Pump Mode?
 If CCVS1 Cruise Control States is not present on

the J1939 network, does EEC1 Engine Torque
Mode indicate a state other than cruise control?
 If present on the J1939 network, does CCVS1

PTO Governor State indicate PTO is not active?
B.4.2.7.5. PUMP MODE OPTION 4 – PTO

Governor Operation
 Is OFS PUMP MODE: Throttle Input = SAME AS

ROAD MODE THROTTLE SOURCE?
 Are CCVS1 PTO Governor State and EEC2

Engine Percent Load at Current Speed broadcast
from acceptable source addresses?
 In Pump Mode, does CCVS1 PTO Governor

State indicate an active state?
B.4.3. ALTERNATE GEAR START [28090] ALTERNATE GEAR START (AGS) INPUT
(AGS) INPUT Set to J1939 TC1 TRANSMISSION REQUESTED
LAUNCH GEAR to enable TCM parameter reception.
describe the intended use of a specific [25300] SERVICE BRAKE STATUS INPUT
function which has been validated in the TC10 applications are required to support a J1939-
configuration(s) described. based SERVICE BRAKE STATUS INPUT.
Implementations or use of this feature
which differ from that described could B.4.3.4. VEPS / ACCT TRIMS
result in damage to equipment or property, TC10 applications have an additional trim [28094]
serious personal injury, or loss of life. ALTERNATE GEAR START: Allow Shift Selector
Override that influences function operation.
consequences associated with B.4.3.5. J1939 PARAMETER AND SA USE
incorrect implementation or unintended SAs marked (V) may be set to an OEM-specified
use of this feature. value via VEPS. See AUTO-DETECTION for SA
selection details.
B.4.3.1. OVERVIEW
B.4.3.5.1. Required Support
In most applications, 1st gear is used to launch the
vehicle from a standing start. However, applications The J1939 network is required to provide TC1
such as dock spotters -- or any application where the Transmission Requested Launch Gear every 50 ms
vehicle is run unloaded and has a high N/V ratio -- to DA 03 (Transmission #1), from one of the following
drivability can be improved by launching the vehicle SAs in order of TCM preference:
in an alternate gear (e.g. 2nd).
There are 2 ways to implement an Alternate Gear 2. SA 23 (Instrument Cluster #1)
Start (AGS) input: 3. SA 05 (Shift Console, Primary) (1)
4. SA 33 (Body Controller)
Alternate Gear Start Shift Mask (1) SA may only be used if the application does not
Shift masks define the available operating ranges and employ an Allison J1939-based selector.
the starting range for a given transmission mode.
VEPS is used to assign an Alternate Gear Start shift B.4.3.6. OTHER REQUIREMENTS /
mask to either primary or secondary mode. RESTRICTIONS
The mode with the AGS shift mask is activated via the Only one AGS implementation method (shift mask or
Secondary Mode Input function. This implementation J1939 input) may be used in a given application.
associates a specific shift schedule with AGS
When the J1939 input is used, the TCM will only
operation.
respond to the TC1 Transmission Requested Launch
Alternate Gear Start Input Function Gear values listed under NORMAL OPERATION; all
other values are ignored.
Here, VEPS is used to assign GPI CP (TC10 only) or
a J1939 parameter as the AGS input. This B.4.3.7. DRIVER INTERFACE
implementation does not impact shift scheduling.
There are no specific interface requirements for the
In addition to requesting a specific launch gear, the Alternate Gear Start function. For example, the
input can be used in TC10 applications to indicate command may be triggered directly from an operator
desire for the TCM to automatically select the optimal input, or from a device sensing vehicle weight.
launch gear.
B.4.3.8. NORMAL OPERATION
B.4.3.2. AVAILABILITY Activation and deactivation depend on both the J1939
J1939-based AGS is standard in 3000/4000 Series input and vehicle operating conditions. The TCM only
applications and is optional in TC10 applications. supports the states discussed below.
B.4.3.3. CONFIGURATION (VEPS / ACCT) B.4.3.8.1. Specific Launch Gear Selection

When use of a specific launch gear is desired, the
[18010] ON-VEHICLE PROTOCOL: CAN1 transmitting device is required to send either:
Parameters must be provided to the CAN port set to — 0010b (launch in 2nd gear; 3000/4000 Series 6-
SAE J1939 FULL FUNCTIONALITY. speed applications)
— 0011b (launch in 3rd gear; 3000/4000 Series 7- B.4.3.10. INSTALLATION CHECKLIST:
speed applications, and TC10) ALTERNATE GEAR START
If throttle position is ≤ 10%, transmission output shaft implementations for the following minimum
speed is ≤ 40 rpm, and the service brake pedal is functionality. While vehicle OEMs may use this list to
depressed, the TCM will activate Alternate Gear Start assist implementation development, it is not a
operation.` substitute for requirements described previously.
In 3000/4000 Series applications, the TCM may Acceptable implementations will answer “yes” to the
honor preselect requests below the alternate launch following questions:
gear.
B.4.3.8.2. Automatic Launch Gear Selection
(TC10 Only)  Is TC1 Transmission Requested Launch Gear
When it is desired that the TCM select the optimum being sent from one of the acceptable SAs?
launch gear, the transmitting device is required to
send 1101b (Allow transmission to select the  Does the transmitting device send appropriate
optimum launch gear). The TCM will then state values when Alternate Gear Start operation
automatically select a launch gear based on engine is desired?
and vehicle operating conditions.
 Does the transmitting device send 0000b when
B.4.3.8.3. TC10 Shift Selector Override Alternate Gear Start operation is no longer
The TC10 Shift Selector Override capability allows desired?
the operator to (a) choose a desired starting range
when AGS is not active, or (b) override the starting
range requested through the AGS function.
The operator’s requested override state will remain in

effect until (a) Drive is re-selected while already in
Drive, or (b) a key switch cycle occurs.
B.4.3.8.4. Deactivating Alternate Gear Start

When the above Alternate Gear Start operations are
no longer desired, the transmitting device is required
to send 0000b (no specific launch gear requested;
use default launch gear). If throttle position is ≤ 10%
and transmission output shaft speed is ≤ 40 rpm, the
TCM will deactivate Alternate Gear Start operation.

If Transmission Requested Launch Gear reception is
lost, indicates 1110b (Error) or 1111b (Not Available)
while the Alternate Gear Start function is active, AGS
will deactivate after a timeout period and the
transmission will revert to the default starting range.
TCM failure to receive Transmission Requested

Launch Gear 2 may be the result of bus loading,
wiring integrity failures, electrical noise, or improper
function implementation. Vehicle OEMs should
consider such failures during their design process.
B.4.4. ANTI-LOCK BRAKE SYSTEM B.4.4.4. J1939 PARAMETER AND SA USE
(ABS) INPUT B.4.4.4.1. Required Support
WARNING: The following sections The J1939 network is required to provide EBC1 Anti-
describe the intended use of a specific Lock Braking (ABS) Active from SA 11 (Brakes –
function which has been validated in the System Controller).
Implementations or use of this feature In Allison retarder applications, if RETARDER:
which differ from that described could Cancel Retarder when ABS Input is Active = NO,
result in damage to equipment or property, broadcast of proper TSC1 torque limits to the
serious personal injury, or loss of life. driveline retarder during ABS events is required.
Allison Transmission is not liable for B.4.4.4.2. Optional Support

consequences associated with Allison retarder applications also process TSC1
incorrect implementation or unintended Torque Limits sent to DA 16 (Retarder – Driveline)
use of this feature. from any of these source addresses:
— SA 00 (Engine #1)
B.4.4.1. OVERVIEW — SA 11 (Brakes – System Controller)
ABS systems manage wheel skids through — SA 17 (Cruise Control)
manipulation of service brakes and other retarding — SA 33 (Body Controller)
devices. If an application incorporates ABS, the TCM — SA 39 (Management Computer #1)
must be notified when ABS events occur. — SA 42 (Headway Controller)
B.4.4.2. AVAILABILITY
NOTE: TSC1 message reception is not a
The J1939-based implementation is standard in all
substitute for EBC1 Anti-Lock Braking
1000 – 4000 Series and TC10 applications.
(ABS) Active, as it does not invoke the full
B.4.4.3. CONFIGURATION (VEPS / ACCT) TCM ABS response.
[18010] ON-VEHICLE PROTOCOL: CAN1 B.4.4.5. NORMAL OPERATION

[18020] ON-VEHICLE PROTOCOL: CAN2 When the VEPS-defined discrete input indicates an
Parameters must be provided to the CAN port set to ABS event is occurring:
— GPI Y is active and / or,
[25000] ANTI-LOCK BRAKE SYSTEM (ABS)
INPUT — EBC1 Anti-Lock Braking (ABS) Active indicates
Set answer to EITHER GPI Y OR PRIMARY ON- 01b (ABS active),
VEHICLE PROTOCOL or ONLY PRIMARY ON-
VEHICLE PROTOCOL to enable J1939 parameter The TCM will:
reception.
— Disengage the torque converter lockup clutch.
[20100] RETARDER: Cancel Retarder when ABS Disconnecting the engine from the driveline helps
Input is Active prevent engine stall, thereby helping the operator
maintain vehicle control. It also reduces potential
When set to YES, retarder operation is canceled
wheel skids caused by braking effects of the base
when the input defined by [25000] ANTI-LOCK
engine.
BRAKE SYSTEM (ABS) INPUT indicates an ABS
event is occurring. When set to NO, it is not. — Modify downshift points, and inhibit shifts (except
during hold override) to minimize torque
WARNING: If retarder response to discrete disturbances in the driveline.
ABS input(s) is disabled, the OEM is
responsible for ensuring appropriate — Cancel Allison retarder operation (unless this
retarder deactivation (via TSC1 commands) capability is disabled via VEPS). This reduces
during qualified ABS events. wheel skid that could be caused by output retarder
braking.
In Allison retarder applications, a properly formatted

TSC1 Torque Limit or Torque Command of 0% will
also cause the TCM to drop retarder operation. TSC1
messages may cause the retarder to drop out slightly
sooner than Anti-Lock Braking (ABS) Active, as TSC1 B.4.4.7. INSTALLATION CHECKLIST: ABS
messages to the retarder use a faster 50 ms rate Allison Application Engineering will review new
versus the EBC1 100 ms broadcast rate. implementations for the following minimum
TSC1 messages allow ABS to “stage” its control over assist implementation development, it is not a
the vehicle braking system(s) when the differential substitute for requirements described previously.
wheel slip is great enough to take action, but not
enough to begin actively modulating the brake Acceptable implementations will answer “yes” to all of
pressure. This situation may or may not precede an the following questions:
actual ABS event where Anti-Lock Braking (ABS)
Active indicates “Active”.  Is the TCM calibration configured properly?
B.4.4.6. TCM FAILURE MODES & RESPONSES  Is the vehicle ABS system connected to J1939,
Failure for Allison to receive J1939 information may and is EBC1 Anti-Lock Braking (ABS) Active
be the result of – but not limited to – bus loading, supported?
wiring integrity failures, electrical noise, or improper
function implementation. Vehicle OEMs should  Does Anti-Lock Braking (ABS) Active indicate
consider such failures during their design process. “active” during an ABS event?
B.4.4.6.1. Loss of Anti-Lock Braking ABS  Does the ABS system support proper TSC1
Active Reception control of the driveline retarder for installations
where VEPS/ACCT option RETARDER: Cancel
WARNING: If the TCM fails to receive Anti- Retarder when ABS Input is Active = NO?
Lock Braking (ABS) Active state 01b during
ABS events occurring under hard braking,
the engine may stall.
If Anti-Lock Braking (ABS) Active reception is lost, the

transmission will revert to normal operation after a
timeout period expires.
B.4.4.6.2. Loss of TSC1 Reception (Allison

Retarder Applications Only)
If the ABS system is only restricting or limiting retarder
output torque via TSC1 commands, and the TCM
loses TSC1 reception, the command will remain
active until a timeout is reached. Subsequent TCM
response is then dependent on the calibration
configuration:
[20100] RETARDER: Cancel Retarder when ABS

Input is Active = YES
The retarder will be disabled if the inputs defined by
[25000] ANTI-LOCK BRAKE SYSTEM (ABS)
INPUT indicate an active ABS event.
[20100] RETARDER: Cancel Retarder when ABS

Input is Active = NO
The retarder will not disengage during ABS events
unless its enable command signal (J1939 Retarder
Selection, Non-Engine, or analog RMR input) is also
no longer available.
B.4.5. AUTOMATIC TRACTION EBC1 ASR Engine Control Active is the preferred
CONTROL (ATC OR ASR) data source. If it is present on the J1939 network, the
TCM will ignore state 0101b (ASR Control) from
WARNING: The following sections EEC1 Engine Torque Mode.
describe the intended use of a specific
B.4.5.4.2. Optional Support
function which has been validated in the
configuration(s) described. While not required, the TCM will also respond to
Implementations or use of this feature EBC1 ASR Brake Control Active when sent from SA
which differ from that described could 11 (Brakes – System Controller).
result in damage to equipment or property,
serious personal injury, or loss of life. B.4.5.5. OTHER REQUIREMENTS /
RESTRICTIONS
Allison Transmission is not liable for Allison controls are compatible with traction control
consequences associated with systems as long as they utilize TSC1 torque limits
incorrect implementation or unintended with a TSC1 Override Control Mode Priority of 10b
use of this feature. (Medium priority). TSC1 commands of differing
priority may interfere with those issued by the TCM.
B.4.5.1. OVERVIEW
Allison only sends TSC1 commands to the engine
NEW FOR B/C/D191 RELEASES: with a TSC1 Override Control Mode Priority of 10b
Upshift inhibit conditions have been (Medium priority). Experience has shown that when
revised. multiple TSC1 torque limits are simultaneously sent
to the engine, the components involved normally
desire the lowest torque limit to be acted upon. Per
Traction Control, also known as Automatic Slip
the SAE-defined Engine Override Control Mode
Reduction, is sometimes incorporated in ABS or
arbitration process, the only way to ensure this
brake system controllers. When wheel spin is
outcome is to use a common control mode and
detected, the traction controller may reduce engine
priority level.
torque output via a series of TSC1 commands, and /
or apply the foundation brakes to redirect power to the B.4.5.6. NORMAL OPERATION
drive wheels with traction.
When any of the monitored parameter(s) indicate that
The TCM needs to be aware of ASR activity, as TSC1 an ASR event is occurring:
commands sent to the engine will affect the
— EBC1 ASR Engine Control Active = 01b (ASR
relationship between engine output and throttle pedal
position. In addition, the TSC1 commands may engine control active)
interact with those issued by the TCM. — EEC1 Engine Torque Mode = 0101b (ASR
B.4.5.2. AVAILABILITY control)
The J1939-based implementation is standard in all — EBC1 ASR Brake Control Active = 01b (ASR
1000 – 4000 Series and TC10 applications. brake control active)
B.4.5.3. CONFIGURATION (VEPS / ACCT) …upshifts are inhibited for a period of time, or until
engine speed exceeds the calibrated engine
[18010] ON-VEHICLE PROTOCOL: CAN1 governed speed. Upshifts are allowed after the timer
[18020] ON-VEHICLE PROTOCOL: CAN2 expires, or when engine speed rises above governed
Parameters must be provided to the CAN port set to speed, even if the current ASR event remains active.
SAE J1939 FULL FUNCTIONALITY. This logic reduces shift cycling and minimizes
driveline disturbance during traction control events.
B.4.5.4. J1939 PARAMETER AND SA USE
The TCM does not adapt shifts while an active ASR
B.4.5.4.1. Required Support event is indicated.
The J1939 network is required to provide one of the
following: ASR events do not impact torque converter lockup
clutch operation.
— EBC1 ASR Engine Control Active from SA 11
(Brakes – System Controller) B.4.5.7. TCM FAILURE MODES & RESPONSES
Failure for Allison to receive this information may be
— EEC1 Engine Torque Mode (specifically state the result of – but not limited to – bus loading, wiring
0101b) from SA 00 (Engine #1) integrity failures, electrical noise, or improper function
implementation. Vehicle OEMs should consider such
failures during their design process.
If an ASR indication is not provided during wheel spin,

shift cycling may occur and the TCM will adapt to
those shifts. Subsequent shifts under traction may
flare, leading to excessive heat generation and
premature clutch wear.
B.4.6. AUTOMATIC NEUTRAL – B.4.6.3.1. VEPS / ACCT Trims
BRAKE-BASED (BBAN) INPUT The following trims influence function operation:
WARNING: The following sections — [25060] AUTOMATIC NEUTRAL: Brake-Based

describe the intended use of a specific Auto-Neutral Preselect Range
configuration(s) described. — [25070] AUTOMATIC NEUTRAL: Maximum
Implementations or use of this feature Output Speed for PTO
which differ from that described could
— [25065] AUTOMATIC NEUTRAL: Maximum
Output Speed for Brake-Based Auto-Neutral
serious personal injury, or loss of life.
consequences associated with B.4.6.4.1. Required Support
incorrect implementation or unintended
use of this feature.
J1939 brake switch parameters as described under
SERVICE BRAKE STATUS INPUT.
B.4.6.1. OVERVIEW
B.4.6.5. DRIVER INTERFACE
Function activation is inhibited after 3 B.4.6.5.1. Required Support – Wired Enable
subsequent activations without vehicle Switch
movement. Prior revisions of this document
stated a limit of 10. A wired enable switch (GPI CA) is required for this
function, as described under BBAN in Allison 5th
Generation Controls Installation Manual Section D:
Brake-Based Auto-Neutral (BBAN) facilitates “Vehicle System Electrical Interface”.
automatic shifts between Neutral and the forward
starting range based on service brake input. BBAN B.4.6.5.2. Optional Support
uses GPI CA (AUTOMATIC NEUTRAL – BRAKE- An optional signal may be used to inform the operator
BASED (BBAN) INPUT) and a J1939 Brake Switch that BBAN is active. Since a “Range Inhibit” condition
input. See BBAN IMPLEMENTATION EXAMPLE for exists when BBAN is active, any Range Inhibit
intended use. indication can be used, including:
B.4.6.2. AVAILABILITY — The Range Inhibit indication employed by Allison
BBAN is optional with certain 1000 – 4000 Series J1939-based shift selectors.
vocational models. Application Engineering review is
required. — The Range Inhibit indication employed by any
customer-designed J1939-based shift selector.
— A separate Range Inhibit Indicator as described in
[18010] ON-VEHICLE PROTOCOL: CAN1 function RANGE INHIBIT INDICATOR (RII).
Parameters must be provided to the CAN port set to B.4.6.6. OTHER REQUIREMENTS /
SAE J1939 FULL FUNCTIONALITY. RESTRICTIONS
[24000] GENERAL PURPOSE INPUTS AND B.4.6.6.1. GPIO Support

OUTPUTS (GPIO) PACKAGE GPI CA implementation is required for BBAN. See
The selected package must assign GPI CA to a wire. GPI CA in Allison 5th Generation Controls Installation
Manual Section E: “Using Input / Output (I/O)
[25055] AUTOMATIC NEUTRAL BRAKE-BASED Functions, Packages, & Groups”.
(BBAN) INPUT
Set to GPI CA AND SERVICE BRAKE STATUS IF
DEFINED IN SELECTED GPIO PACKAGE.
[25300] SERVICE BRAKE STATUS INPUT

Set answer to J1939 CCVS1 BRAKE SWITCH or
J1939 EBC1 EBS BRAKE SWITCH to enable TCM
parameter reception.
B.4.6.6.2. Anti-Rollback or “Hill Holder” — GPI AK (AUTOMATIC NEUTRAL – DUAL INPUT
Requirement WITH SERVICE BRAKE STATUS)
WARNING: The AUTOMATIC NEUTRAL – B.4.6.7. NORMAL OPERATION
BRAKE-BASED (BBAN) INPUT function
The preselect defined by [25060] AUTOMATIC
requires installation of an anti-rollback
NEUTRAL: Brake-Based Auto-Neutral Preselect
feature (or “hill holder”) on the vehicle to
Range is invoked whenever the GPI is active (on).
prevent inadvertent rollback during Neutral
states associated with the function. BBAN will activate when all of the following are true
for a calibrated period of time:
It is the responsibility of the vehicle
manufacturer to design and install the anti- — BBAN GPI CA is active (on)
rollback feature to ensure satisfactory
operation during all BBAN operating — The J1939 brake switch input is active
modes, including:
— Throttle position and output shaft speed are below
 BBAN activation, where the TCM is calibrated values
automatically shifting the transmission
into Neutral, or holding the transmission — A forward range has been selected, commanded or
in Neutral. attained
 BBAN deactivation, where the TCM is — No ABS events are active or pending
automatically shifting the transmission
from Neutral to Drive. — A shift is not currently in process
 BBAN deactivation during a failure — Neither ANSI, ANSISSO nor ANDI w/ARTR are
mode response, where the TCM active
latches the transmission in Neutral and
does not allow an automatic return to — There are no active DTCs pertaining to the J1939
range. brake switch input, output shaft speed sensor,
turbine speed sensor or shift selector.
To ensure the above requirement is met, Application — The vehicle has moved (turbine speed has risen
Engineering review is required. above a calibrated value) within the last 3
activations of the function.
B.4.6.6.3. PTO Engagement
In applications using schematic CA1, the PTO drive When BBAN is activated, Neutral is commanded.
is required to be engaged when Neutral is attained. Once Neutral is attained, the TCM will activate the
This discourages the operator from driving the vehicle applicable TCM Range Inhibit indications (e.g. flash
for long periods of time with the function active, and the requested range display).
repeatedly generating high rpm Neutral to Drive
shifts. BBAN will deactivate and attempt a shift to the
applicable forward range if any of the following
B.4.6.6.4. Diagnostics become true:
For all BBAN implementations, the vehicle OEM is
required to implement specific diagnostics and — The J1939 brake switch input transitions from
responses. See VEHICLE SYSTEM FAILURE active to inactive
MODES & RESPONSES.
— BBAN GPI CA deactivates (is turned off)
B.4.6.6.5. Allison Function Compatibility
— The operator manually re-selects a range
BBAN cannot be used in conjunction with the
following Allison functions: — Output shaft speed exceeds a customer-defined
calibration value.
— GPI CF (AUTOMATIC NEUTRAL – IDLE START /
STOP) B.4.6.7.1. Allison Function Interactions
— GPI J (FIRE TRUCK PUMP MODE (4TH AFRI – Single Input
LOCKUP))
The J1939-based version of GPI E (AUXILIARY
— GPI AG (AUTOMATIC NEUTRAL – DUAL INPUT) FUNCTION RANGE INHIBIT – SINGLE INPUT) is
compatible with BBAN (the GPI version is compatible
as well, but is currently not offered in any GPIO 4. If all activation criteria are met, BBAN becomes
packages with BBAN). active (typically as the vehicle passes through the
output speed threshold), the transmission shifts
Normally AFRI will not let the transmission go into into Neutral, and the requested range display
range unless the brake pedal is depressed. This is begins to flash (range inhibit indicator also comes
true with BBAN, except when Neutral has been on). The operator continues to apply the service
achieved due to BBAN activation. In that case, AFRI brakes.
is overridden when the brake pedal is released, so the
transmission can automatically return to range. 5. The vehicle system engages the PTO drive and
increases engine rpm to assist in the hydraulic
Neutral At Stop operation of the container arm.
BBAN can be used in conjunction with either Neutral
At Stop Standard or Premium functions. 6. Once the container has been retrieved, dumped,
and replaced, the operator releases the brake
The time period that BBAN activation criteria must be pedal and depresses the accelerator to move to
met is shorter than that required for Neutral At Stop the next container. Transmission re-engagement
activation. As such, if GPI CA is active and all other begins when the brake pedal is released and
BBAN activation criteria are met, the TCM will activate engine speed drops to an acceptable level.
BBAN when the vehicle comes to a stop. Neutral At
Stop will not activate while BBAN is active. 7. The vehicle OEM anti-rollback device prevents
the vehicle from rolling while high idle is
If GPI CA is inactive, Neutral At Stop will activate disengaged, engine rpm decreases, and the
when the vehicle comes to a stop operator transitions from the service brakes to the
accelerator pedal.
If GPI CA is activated after Neutral At Stop has
already become active, BBAN will not activate. The 8. When shift criteria are met, the transmission
operator must release the service brakes to shifts into Drive and the vehicle moves away.
deactivate Neutral At Stop, and then reapply the
service brakes to activate BBAN. B.4.6.8. TCM FAILURE MODES & RESPONSES
Other Automatic Neutral Functions B.4.6.8.1. Invalid Brake Switch Data While
If any of the following functions: BBAN is Active
If the service brake pedal is depressed and BBAN is
— GPI L (AUTOMATIC NEUTRAL – SINGLE active, and the J1939 Brake Switch signal then
INPUT) indicates 10b (Error), 11b (Not Available) or reception
is lost, the TCM will latch the transmission in Neutral.
— GPI CH (AUTOMATIC NEUTRAL – SINGLE PTO engagement and engine high idle operation are
INPUT, INVERTED) maintained. When the brake pedal is released, the
operator will have to manually re-select range via the
— GPI CD (AUTOMATIC NEUTRAL – SINGLE shift selector.
INPUT WITH SHIFT SELECTOR OVERRIDE)
B.4.6.8.2. Brake Switch Rationality Check
— GPI CN (AUTOMATIC NEUTRAL – DUAL INPUT The TCM continually evaluates the J1939 brake
WITH AUTOMATIC RETURN TO RANGE), or the switch parameter. If several vehicle accelerations are
J1939-based equivalent detected while 01b (brake pedal depressed) is
indicated, DTC P0703 is set and BBAN can no longer
…activate while BBAN is enabled, the automatic-
be activated. The Check Trans Indicator is not
return-to-range capability of BBAN is canceled. The
activated.
operator must manually re-select range via the shift
selector. B.4.6.9. VEHICLE SYSTEM FAILURE MODES &
RESPONSES
B.4.6.7.2. BBAN Implementation Example
The vehicle system is required to detect any brake
1. As a refuse hauler pulls up to retrieve and empty switch failures and indicate 10b (Error) in the
a residential trash container, the operator turns appropriate J1939 brake switch parameter within 3
on the BBAN enable switch. seconds of detection.
2. The TCM invokes the BBAN preselect.
3. The service brakes are applied and the vehicle

comes to a stop.
B.4.6.10. INSTALLATION CHECKLIST: BBAN
Acceptable implementations will answer “yes” to all

questions in the following test sequences:
B.4.6.10.1. General
B.4.6.10.2. Inputs
 Is the brake switch information provided from an

acceptable parameter and source address?
 Is GPI CA wired properly per the chosen

schematic found in Sales Tech Data?
B.4.6.10.3. Normal Operation
 When the BBAN activation criteria are met, does

the transmission shift to Neutral when the brake
pedal is depressed?
 In applications using schematic CA1, does the

PTO drive engage when the transmission goes to
Neutral?
 Does the transmission return to range when the

brake pedal is released?
 Does the vehicle OEM’s hill-holder maintain

vehicle position during the time period between
service brake release and driveline re-
engagement?
B.4.6.10.4. Failure Modes
With BBAN active, disconnect the brake switch input

from the component broadcasting the J1939 signal:
 Does the J1939 Brake Switch signal indicate 10b

(Error) within 3 seconds of detection?
 Does the vehicle OEM’s hill-holder maintain

vehicle position when the TCM latches Neutral?
B.4.7. AUTOMATIC NEUTRAL – DUAL B.4.7.3.1. VEPS / ACCT Trims
INPUT W/AUTOMATIC RETURN Trim [25050] AUTOMATIC NEUTRAL: Maximum
TO RANGE Output Speed for Dual Input Functions will
influence function operation.
B.4.7.4. INTERACTION WITH OTHER ALLISON
FUNCTIONS
configuration(s) described. ANDI w/ARTR may be used in the same application
Implementations or use of this feature as NEUTRAL AT STOP or AUTOMATIC NEUTRAL –
which differ from that described could BRAKE-BASED (BBAN) INPUT. In all cases, ANDI
result in damage to equipment or property, w/ARTR will take priority over the above functions.
Allison Transmission is not liable for Items marked (V) can be modified via VEPS.
consequences associated with Parameters may be enabled or disabled, and SAs
incorrect implementation or unintended may be set to an OEM-specified value. See AUTO-
use of this feature. DETECTION for SA selection details.

B.4.7.1. OVERVIEW
The J1939 network is required to provide CCVS1
Automatic Neutral – Dual Input w/Automatic Return to
Parking Brake Switch from one of the following SAs,
Range (ANDI w/ARTR) achieves Neutral when the
in order of TCM preference:
operator applies the parking brake while the vehicle
is at a stop. When the service brake is applied and 1. SA 17 (Cruise Control) (V)
the parking brake then released, the transmission will 2. SA 49 (Cab Controller)
automatically return to range. 3. SA 39 (Management Computer #1)
4. SA 23 (Instrument Cluster #1)
In addition to the J1939 implementation discussed
here, ANDI w/ARTR can also be accomplished via a
GPI CN; see the Allison 5th Generation Controls
Installation Manual. The J1939 network is also required to provide one of
the J1939 brake switch parameters as described
under SERVICE BRAKE STATUS INPUT.
The J1939-based implementation is optional in 1000
– 4000 Series applications. B.4.7.6. OTHER REQUIREMENTS /
RESTRICTIONS
WARNING: ANDI w/ARTR activation does
[18010] ON-VEHICLE PROTOCOL: CAN1 not activate GPO S (NEUTRAL
[18020] ON-VEHICLE PROTOCOL: CAN2 INDICATOR FOR PTO OUTPUT).
CAUTION: When this function is enabled
[25045] AUTOMATIC NEUTRAL – DUAL INPUT via VEPS, the transmission will shift into
WITH AUTOMATIC RETURN TO RANGE Neutral whenever the vehicle is stopped
Set answer to J1939 CCVS1 PARKING BRAKE and the parking brake is applied. As such,
SWITCH to enable TCM parameter reception. the parking brake can no longer be used
independent of the service brakes as a “hill
[25300] SERVICE BRAKE STATUS INPUT holder” while driving.
Set answer to J1939 CCVS1 BRAKE SWITCH or For example, if a vehicle stops on a grade
J1939 EBC1 EBS BRAKE SWITCH to enable TCM and the parking brake is applied, the
parameter reception. transmission will shift to Neutral. To
resume driving, the operator must apply the
service brakes before releasing the parking
brake in order to prevent vehicle rollback.
J1939-based ANDI w/ARTR may not be used in the

same application with:
— GPI L (AUTOMATIC NEUTRAL – SINGLE If CCVS1 Parking Brake Switch reception is lost or
INPUT) indicates 10b (error) or 11b (not available) while the
function is inactive, the transmission will not
— GPI CH (AUTOMATIC NEUTRAL – SINGLE automatically shift to Neutral when the parking brake
INPUT, INVERTED) is physically applied. No DTCs are set.
— GPI CD, nor the J1939-based version of After ANDI w/ARTR is active
AUTOMATIC NEUTRAL – SINGLE INPUT WITH If either the J1939-based service brake status input
SELECTOR OVERRIDE or Parking Brake Switch reception are lost or
indicates 10b (error) or 11b (not available) while the
— GPI AG (AUTOMATIC NEUTRAL – DUAL INPUT)
function is active (transmission is in Neutral), the
transmission will not automatically return to range.
— GPI AK (AUTOMATIC NEUTRAL – DUAL INPUT
WITH SERVICE BRAKE STATUS) The operator must re-select range to exit the function.
No DTCs are set.
STOP)
The TCM continually evaluates the J1939 brake
— GPO S (NEUTRAL INDICATOR FOR PTO switch parameter. If several vehicle accelerations are
OUTPUT) detected while 01b (brake pedal depressed) is
indicated, DTC P0703 is set and ANDI w/ARTR
B.4.7.7. NORMAL OPERATION automatic return-to-range capability is canceled. The
For each key switch cycle, ANDI w/RTR logic must operator must manually re-select a range to exit
observe two brake switch input cycles before it will Neutral. The Check Trans Indicator is not activated.
respond to a park brake request to go to Neutral.
B.4.7.9. INSTALLATION CHECKLIST
After brake switch input operation is confirmed: If a Allison Application Engineering will review new
forward range is selected and vehicle speed is below implementations for the following minimum
a calibrated speed limit, the function will activate and functionality. While vehicle OEMs may use this list to
command the transmission to Neutral when Parking assist implementation development, it is not a
Brake Switch transitions from 00b (parking brake not substitute for requirements described previously.
set) to 01b (parking brake set).
While in this mode, the shift selector display will flash questions in the following test sequence:
the requested range digit.
To resume operation in the selected drive range, the
service brakes must first be applied, and then Parking  While in Drive with the engine running, set the
Brake Switch must transition from 01b to 00b. The parking brake. Does a shift to Neutral occur?
transmission will then automatically return to the
previously selected range. In addition, the operator  Apply the service brakes, and then release the
can override ANDI w/RTR by manually re-selecting a parking brake. Does a Neutral-to-range shift
range on the shift selector. occur?
Function activation is limited to three times within a

given stop cycle. After the vehicle has moved, the
function may be activated again.
B.4.7.8.1. Loss of Communication
Prior to ANDI w/ARTR being active

If J1939-based service brake status input reception is
lost or indicates 10b (error) or 11b (not available)
while the function is inactive (transmission is in
range), the transmission will still automatically shift to
Neutral when the parking brake is applied. However,
it will not automatically return to range when the
parking brake is released; the operator must re-select
range to exit the function. No DTCs are set.
B.4.8. AUTOMATIC NEUTRAL – B.4.8.3.1. VEPS / ACCT Trims
SINGLE INPUT (ANSI) Trim [25070] AUTOMATIC NEUTRAL: Maximum
Output Speed for PTO will influence PTO operation
WARNING: The following sections when ANSI is active.
function which has been validated in the B.4.8.4. J1939 PARAMETER AND SA USE
configuration(s) described. Items marked (V) can be modified via VEPS.
Implementations or use of this feature Parameters may be enabled or disabled and SAs
which differ from that described could may be set to an OEM-specified value. See AUTO-
result in damage to equipment or property, DETECTION for SA selection details.
Allison Transmission is not liable for The J1939 network is required to provide CCVS1
consequences associated with Parking Brake Switch from one of the following SAs,
incorrect implementation or unintended in order of TCM preference:
1. SA 17 (Cruise Control) (V)
B.4.8.1. OVERVIEW 2. SA 49 (Cab Controller)
3. SA 39 (Management Computer #1)
NEW FOR THIS PUBLICATION: 4. SA 23 (Instrument Cluster #1)
Clarified that this function is not compatible 5. SA 33 (Body Controller)
with Input Function CF (AUTOMATIC 6. SA 00 (Engine #1)
NEUTRAL – IDLE START / STOP), or input
functions that require the transmission to B.4.8.5. OTHER REQUIREMENTS /
attain range while the parking brake is RESTRICTIONS
applied.
WARNING: ANSI activation does not
activate output function GPO S (NEUTRAL
Automatic Neutral – Single Input (ANSI) commands INDICATOR FOR PTO OUTPUT).
the transmission to neutral when the park brake is
applied, regardless of range requested on the shift
selector. To shift out of Neutral, the operator must CAUTION: When this function is enabled
release the park brake and re-select a range. via VEPS, the transmission will shift into
Neutral whenever the vehicle is stopped
This function can also be accomplished via GPI L and the parking brake is applied. As such,
(AUTOMATIC NEUTRAL – SINGLE INPUT) or GPI the parking brake can no longer be used
CH (AUTOMATIC NEUTRAL – SINGLE INPUT, independent of the service brakes as a “hill
INVERTED). See the Allison 5th Generation Controls holder” while driving.
Installation Manual for details.
For example, if a vehicle stops on a grade
B.4.8.2. AVAILABILITY and the parking brake is applied, the
The J1939-based implementation is optional in 1000 transmission will shift to Neutral. To
– 4000 Series applications, but not available with EVS resume driving, the operator must apply the
and OFS vocational models. service brakes before releasing the parking
J1939-based ANSI may not be used in the same
[18000] THROTTLE AND LOAD SOURCE application with:
Set to PRIMARY ON-VEHICLE PROTOCOL.
— GPI CD, nor the J1939-based version of
[18010] ON-VEHICLE PROTOCOL: CAN1 AUTOMATIC NEUTRAL – SINGLE INPUT WITH
[18020] ON-VEHICLE PROTOCOL: CAN2 SELECTOR OVERRIDE
SAE J1939 FULL FUNCTIONALITY. — GPI AG1 (AUTOMATIC NEUTRAL – DUAL
INPUT activated by park brake input)
[25030] AUTOMATIC NEUTRAL – SINGLE INPUT
Set answer to J1939 CCVS1 PARKING BRAKE — GPI AK (AUTOMATIC NEUTRAL – DUAL INPUT
SWITCH OR PT-CAN to enable TCM parameter WITH SERVICE BRAKE STATUS) variation AK3
reception. nor AK5 (activated by service brake and park
brake)
— GPI CN (AUTOMATIC NEUTRAL – DUAL INPUT
WITH AUTOMATIC RETURN TO RANGE)

STOP)
— Functions that require the transmission to attain

range while the parking brake is applied, for
example, GPI AJ (PUMP MODE INPUT)

When Parking Brake Switch indicates 01b (parking
brake set) and both transmission output shaft speed
and throttle input are below calibrated limits, the
function will activate and command the transmission
to Neutral regardless of shift selector position.
When active, the requested range digit on the shift

selector display is flashed and/or the Range Inhibit
Indicator is activated. To resume driving, the operator
must release the parking brake (such that Parking
Brake Switch = 00b) and re-select a drive range on
the shift selector. Range selections are ignored while
Parking Brake Switch = 01b.

The ANSI function will not activate (i.e. shift the
transmission to Neutral) if Parking Brake Switch
indicates 10b (error) or 11b (not available).
If Parking Brake Switch reception is lost or indicates

10b (error) or 11b (not available) while the function is
already active (the transmission is in Neutral), there
is no impact to the function operation. The operator
must re-select a range to exit the function, as normal.
No DTCs are set.
B.4.8.8. INSTALLATION CHECKLIST: ANSI


questions in the following test sequence:
 Clear any Allison DTCs. Start the engine, release

the parking brake, and select Drive. Set the
parking brake. Does the transmission shift to
Neutral?
 Release the parking brake and re-select Drive.

Does the transmission shift into range?
B.4.9. AUTOMATIC NEUTRAL – may be set to an OEM-specified value. See AUTO-
SINGLE INPUT WITH SHIFT DETECTION for SA selection details.
SELECTOR OVERRIDE B.4.9.4.1. Required Support
Parking Brake Switch from one of the following SAs,
configuration(s) described. 1. SA 17 (Cruise Control) (V)
Implementations or use of this feature 2. SA 49 (Cab Controller)
which differ from that described could 3. SA 39 (Management Computer #1)
result in damage to equipment or property, 4. SA 23 (Instrument Cluster #1)
serious personal injury, or loss of life. 5. SA 33 (Body Controller)
consequences associated with B.4.9.5. OTHER REQUIREMENTS /
incorrect implementation or unintended RESTRICTIONS
WARNING: ANSISSO activation does not
B.4.9.1. OVERVIEW activate output function GPO S (NEUTRAL
INDICATOR FOR PTO OUTPUT).
Automatic Neutral – Single Input w/Shift Selector
Override (ANSISSO) commands the transmission to
neutral when the park brake is applied, regardless of CAUTION: When this function is enabled
range requested on the shift selector. To shift out of via VEPS, the transmission will shift into
Neutral, the operator must re-select a range. Neutral whenever the vehicle is stopped
and the parking brake is applied. As such,
This function can also be accomplished via GPI CD
the parking brake can no longer be used
(see the Allison 5th Generation Controls Installation
independent of the service brakes as a “hill
Manual).
holder” while driving.
For example, if a vehicle stops on a grade
The J1939-based implementation is optional in 1000 and the parking brake is applied, the
– 4000 Series and TC10 applications. TC10 transmission will shift to Neutral. To
applications are required to support either the GPI- or resume driving, the operator must apply the
J1939-based version of this function. service brakes before releasing the parking
[18000] THROTTLE AND LOAD SOURCE J1939-based ANSISSO may not be used in the same
Set to PRIMARY ON-VEHICLE PROTOCOL. application with:
[18010] ON-VEHICLE PROTOCOL: CAN1 — GPI L2 (AUTOMATIC NEUTRAL – SINGLE

[18020] ON-VEHICLE PROTOCOL: CAN2 INPUT for park brake), nor the J1939-based
Parameters must be provided to the CAN port set to version of AUTOMATIC NEUTRAL – SINGLE
SAE J1939 FULL FUNCTIONALITY. INPUT
[25036] AUTOMATIC NEUTRAL – SINGLE INPUT — GPI CH (AUTOMATIC NEUTRAL – SINGLE

WITH SELECTOR OVERRIDE INPUT, INVERTED) if it is activated by a park
Set answer to J1939 CCVS1 PARKING BRAKE brake input
SWITCH to enable TCM parameter reception.
— GPI AG1 (AUTOMATIC NEUTRAL – DUAL
B.4.9.3.1. VEPS / ACCT Trims INPUT activated by park brake input)
Trim [25050] AUTOMATIC NEUTRAL: Maximum
Output Speed for PTO will influence PTO operation — GPI AK (AUTOMATIC NEUTRAL – DUAL INPUT
when ANSISSO is active. WITH SERVICE BRAKE STATUS) variations AK3
or AK5 (activated by service brake and park
B.4.9.4. J1939 PARAMETER AND SA USE brake)
Items marked (V) can be modified via VEPS.
Parameters may be enabled or disabled and SAs — GPI CN (AUTOMATIC NEUTRAL – DUAL INPUT
WITH AUTOMATIC RETURN TO RANGE)
STOP)
WARNING: ANSISSO activation does not

activate output function GPO S (NEUTRAL
INDICATOR FOR PTO OUTPUT).

When Parking Brake Switch indicates 01b (parking
brake set) and both transmission output shaft speed
and throttle input are below calibrated limits, the
function will activate and command the transmission
to Neutral regardless of shift selector position.
When active, the requested range digit on the shift

selector display is flashed and/or the Range Inhibit
Indicator is activated. To resume driving, the operator
must re-select a drive range on the shift selector. This
may be done after Parking Brake Switch = 00b
(parking brake not set), or as an override while
Parking Brake Switch = 01b (parking brake set).
If the input is overridden, Parking Brake Switch must

be toggled to 00b (parking brake not set) for at least
one message broadcast before the function can be
enabled again by setting it to 01b (parking brake set).
Function activation is limited to three times within a

given stop cycle. After the vehicle has moved, the
function may be activated again.

If Parking Brake Switch reception is lost or indicates
10b (error) or 11b (not available) while the function is
already active (the transmission is in Neutral), there
is no impact to the function operation. The operator
must re-select a range to exit the function, as normal.
However, Parking Brake Switch must indicate 01b
(parking brake set) before the function can activate
again. No DTCs are set.
B.4.9.8. INSTALLATION CHECKLIST: ANSISSO


questions in the following test sequence:
 Clear any Allison DTCs. Start the engine, release

the parking brake, and select Drive. Set the
parking brake. Does the transmission shift to
Neutral?
 Release the parking brake and re-select Drive.

Does the transmission shift into range?
B.4.10. AUXILIARY FUNCTION RANGE [10010] VOCATIONAL USAGE
INHIBIT – SINGLE INPUT The “Mission Critical” failure mode responses under
TCM FAILURE MODES AND RESPONSES will only
WARNING: The following sections be invoked if VOCATIONAL USAGE is set to one of:
function which has been validated in the — CRASH / RESCUE /MILITARY
configuration(s) described. — FIRE / EMERGENCY
Implementations or use of this feature — SPECIALTY / MILITARY
result in damage to equipment or property, [24000] GENERAL PURPOSE INPUTS AND
serious personal injury, or loss of life. OUTPUTS (GPIO) PACKAGE
To use an AFRI GPI in series with the J1939 input,
Allison Transmission is not liable for the GPIO package must contain GPI E or GPI AI.
incorrect implementation or unintended B.4.10.4. J1939 PARAMETER AND SA USE
B.4.10.1. OVERVIEW
Auxiliary Function Range Inhibit (AFRI) is used to SERVICE BRAKE STATUS INPUT.
prevent inadvertent range selection when auxiliary
equipment is operating, and to prevent transmission B.4.10.5. OTHER REQUIREMENTS /
engagement unless the brake pedal is depressed. RESTRICTIONS
Vehicle OEMs and body builders should consider
AFRI input examples include a push-button, door
potential operational differences when substituting a
status, or service brake switch. J1939 data may be
J1939 brake switch parameter for GPI E or GPI AI.
substituted for a brake switch GPI. The GPI can then
be used as an additional signal processed in series J1939 brake switch data does not indicate service
with the brake switch. brake application; it indicates operator desire for
brake application. Systems designed for a brake
pressure switch may use a high threshold to ensure
The J1939-based implementation is optional in 1000 brake application, and therefore may react differently
– 4000 Series and TC10 applications. when J1939 brake switch data is substituted.
The “Mission Critical” failure mode response under
TCM FAILURE MODES AND RESPONSES is only NOTE: For applications that do not use a
available with certain VOCATIONAL USAGEs; see “Mission Critical” VOCATIONAL USAGE:
below. If AFRI is enabled in calibration, its inputs
must be connected & supported properly,
B.4.10.3. CONFIGURATION (VEPS / ACCT) otherwise shifts from Neutral cannot be
made. To move the vehicle, AFRI will have
[18010] ON-VEHICLE PROTOCOL: CAN1 to be disabled via service tool.
Parameters must be provided to the CAN port set to B.4.10.6. NORMAL OPERATION
SAE J1939 FULL FUNCTIONALITY. When AFRI receives an active input signal, the TCM
will recognize the request for a Neutral-to-range shift
[25090] AUXILIARY FUNCTION RANGE INHIBIT –
and, if all other operating conditions are acceptable,
SINGLE INPUT
will command the requested shift.
For AFRI via J1939 only, set to ONLY SERVICE
BRAKE STATUS. To use a J1939 brake input and When AFRI is not receiving an active input signal, all
the GPI in series, set to EITHER GPI E OR GPI AI, Neutral-to-range shifts are inhibited, and remain so
AND SERVICE BRAKE STATUS (IN SERIES). until an active input signal is received or the output
speed exceeds a preset value. Shifts which change
[25300] SERVICE BRAKE STATUS INPUT vehicle direction (Drive-to-Reverse, Reverse-to-
Set answer to either J1939 CCVS1 BRAKE SWITCH Drive) are permitted.
or J1939 EBC1 EBS BRAKE SWITCH.
B.4.10.7. OPERATION VS. VEPS OPTIONS
Three implementations are available per [25090]
AUXILIARY FUNCTION RANGE INHIBIT INPUT:
B.4.10.7.1. EITHER GPI E OR GPI AI IF B.4.10.8. TCM FAILURE MODES & RESPONSES
DEFINED IN SELECTED GPIO
PACKAGE B.4.10.8.1. “Normal” Applications
TCM J1939 reception does not affect the function. In ”Normal” applications, J1939 input failures will
See the Allison 5th Generation Controls Installation prevent Neutral-to-range shifts.
Manual and GPIO schematics for more information.
Invalid or Missing Brake Switch Data
B.4.10.7.2. ONLY SERVICE BRAKE STATUS
WARNING: If the J1939 brake switch data
Below a calibrated speed limit, Neutral-to-range shifts indicates 10b (Error), 11b (Not Available),
are inhibited when the J1939 brake switch parameter or reception is lost, the TCM assumes the
indicates 00b (brake pedal released). 01b (brake brake pedal is released; shifts from Neutral
pedal depressed) must be indicated to allow shifts are continuously inhibited.
from Neutral.
Body builders and vehicle OEMs are urged
B.4.10.7.3. EITHER GPI E OR GPI AI, AND to consider this failure mode. If a more
SERVICE BRAKE STATUS (IN robust failure mode response is deemed
SERIES) necessary, GPI F (AUXILIARY FUNCTION
Neutral-to-range shifts are inhibited unless permitted RANGE INHIBIT – DUAL INPUT) should be
by the GPI circuit (GPI E closed, GPI AI open) and considered.
the J1939 brake switch parameter indicates 01b
(brake pedal depressed). No DTC is set, and the Check Trans Indicator is not
activated. AFRI functionality will resume when the
B.4.10.7.4. Interaction w/GPI Function AK –
TCM receives valid J1939 brake switch data.
Automatic Neutral, Dual Input w/
Service Brake Status Brake Switch Rationality Failure
The interaction is described by the scenario where While J1939 brake switch data is valid, the TCM
the brake pedal is released and reapplied during continually evaluates signal rationality. If several
Auto-Neutral operation: vehicle accelerations are detected while 01b (brake
pedal depressed) is indicated, DTC P0703 is set. The
1. With the selector in Drive, the vehicle is moving,
Check Trans Indicator is not activated.
and the Auto-Neutral cab switch is on.
If Neutral is subsequently selected during the same
2. The operator depresses the brake pedal and
key switch cycle where P0703 was set, AFRI cannot
stops the vehicle.
be deactivated and shifts out of Neutral are inhibited.
3. The operator applies the work brake, activating Cycling the key switch will reset the acceleration
the Auto-Neutral logic. counter, thus allowing the transmission to be shifted
in and out of Neutral until DTC P0703 sets again.
4. The transmission shifts into Neutral, and the
Auto-Neutral inhibit is indicated by the flashing B.4.10.8.2. “Mission Critical” Applications
requested range digit on the selector and / or the In “Mission Critical” applications, inability to move the
Range Inhibit Indicator. Engine speed is often vehicle might have dire consequences. As such, the
increased for PTO operation. AFRI interlock is overridden during J1939 input
failures; the vehicle may still be moved, even though
5. If the brake pedal is released while the Auto- J1939 brake switch data may be invalid, irrational or
Neutral inhibit is active, the AFRI inhibit goes absent.
active but does not latch on since it knows an
Auto-Neutral inhibit is currently active. Again, this Invalid or Missing Brake Switch Data
is transparent to the operator. DTC U0400 is set and the Transmission Service and
Check Trans Indicators are activated; these alert the
6. The operator is ready to move on; the brake pedal operator to a vehicle problem even though AFRI
is depressed again, and the work brake is appears to operate normally.
released.
7. The transmission exits Auto-Neutral and

automatically returns to range after engine speed
falls to an acceptable level. Per the intended use
of the Auto-Neutral function, the operator does
not have to re-select Drive.
NOTE: The Transmission Service Indicator 3. Move the selector back to Neutral.
is the preferred indicator, since the issue
4. With the brake pedal released and the GPI
does not warrant taking the vehicle out of
closed, select Drive. Does the transmission
service immediately. The transmission and
remain in Neutral?
vehicle are fully functional, but the interlock
is no longer effective. Check Trans 5. Move the selector back to Neutral.
indications usually coincide with issues that
restrict transmission operation. 6. With the brake pedal depressed and the GPI
open, select Drive. Does the transmission remain
For this reason, Allison recommends that a in Neutral?
Transmission Service Indicator be installed
in “Mission Critical” applications with J1939- 7. Move the selector back to Neutral.
based AFRI.
8. With the brake pedal depressed and the GPI
Brake Switch Rationality Failure closed, select Drive. Does the transmission shift
If several vehicle accelerations are detected while to a forward range?
01b (brake pedal depressed) is indicated, DTC P0703
is set. The Transmission Service and Check Trans
Indicators are activated.
B.4.10.9. INSTALLATION CHECKLIST: AFRI


B.4.10.9.1. General
 If GPI E or GPI AI is to be used, is it available in

the active GPIO package?
 Are all parameter and SA requirements met?
B.4.10.9.2. Normal Operation – J1939 Input

Only
1. Clear any Allison DTCs. Start the engine.
2. With the brake pedal released, select Drive.

Does the transmission remain in Neutral?
3. Move the selector back to Neutral.
4. Depress the brake pedal, and select Drive. Does

the transmission shift to a forward range?
B.4.10.9.3. Normal Operation – GPI E and

J1939 Input
2. With the brake pedal released and the GPI open,

select Drive. Does the transmission remain in
Neutral?
B.4.11. CHECK TRANS INDICATOR B.4.11.4. J1939 MESSAGE, PARAMETER AND
SA USE
WARNING: The following sections Regardless of implementation, the display controller
describe the intended use of a specific is required to receive two distinct pieces of TCM
function which has been validated in the information:
Implementations or use of this feature — A parameter or message to trigger activation of the
which differ from that described could indicator, and
serious personal injury, or loss of life. — A heartbeat message to detect communication loss
between the display controller and the TCM.
consequences associated with B.4.11.4.1. DM1 Trigger – Required Support
incorrect implementation or unintended When triggering this indicator via DM1, the display
use of this feature. controller is required to receive ALL of the following
from SA 03 (Transmission #1):
B.4.11.1. OVERVIEW
— DM1 Suspect Parameter Number,
All Allison installations require a Check Trans — DM1 Amber Warning Lamp, and
Indicator to inform the operator when transmission — DM1 Failure Mode Identifier
issues exist. Operator interface options for this
function include a text display or a dedicated lamp
w/text or icon. Available TCM outputs for this function NOTE: Specific data values conveyed in
include: these three parameters are directly tied to
the J1939 activation of the Check Trans
— TCM dedicated output wire Indicator.
— J1939 DM1 message content
— J1939 ETC7 Transmission Warning Indicator Amber Warning Lamp alone cannot be used to
activate the Check Trans Indicator; the content of all
Allison recommends DM1-based implementation for three DM1 parameters must be considered.
text displays with generic lamps, and discrete
parameter implementation for dedicated lamps. Other SPN, Amber Warning Lamp and FMI
However, either output can be used to control either combinations may define other Allison indications or
indication type. fault conditions. Users should not assume that any
other combinations of SPN, Amber Warning Lamp,
B.4.11.2. AVAILABILITY and FMI values from SA 03 are indicative of a “Check
The J1939-based implementation is standard in all Trans” indication.
B.4.11.4.2. ETC7 Trigger – Required Support
B.4.11.3. CONFIGURATION (VEPS / ACCT) When triggering this indicator via the J1939 discrete
parameter, the display controller is required to receive
ETC7 Transmission Warning Indicator (V) as sent from
SA 03 (Transmission #1).
Parameters must be received from the CAN port set
to SAE J1939 FULL FUNCTIONALITY.
NOTE: While the ETC7 trigger can be used
[30000] J1939 BROADCAST: ETC7 Transmission to activate a generic AWL and text display,
Warning Indicator it is recommended for use with discrete
Set to ENABLED if parameter is used to meet function lamp implementations.
requirements.
B.4.11.4.3. Heartbeat Message
[30015] J1939 BROADCAST: DM1 The importance of the Check Trans Indicator function
Set to ENABLED if parameter is used to meet function dictates that communication integrity between the
requirements. display controller and TCM must be monitored. If not,
a situation could occur where critical diagnostics are
not conveyed to the operator.
To do this, the display controller is required to listen

for a TCM “heartbeat” -- a continuously broadcast
J1939 message present whenever the TCM is
powered up. Continual, periodic heartbeat reception Exception 1 – Text Prioritization during
informs the display controller that communication is Simultaneous RSL and AWL Events
occurring properly with the TCM. When multiple generic lamps are employed, it is
possible for the RSL (Red Stop Lamp) and AWL
It is recommended that the message used (DM1 or (Amber Warning Lamp) to be illuminated at the same
ETC7) to activate the Check Trans Indicator also be time. Per J1939-73, the RSL is higher priority:
used as the heartbeat signal. However, ETC1 or
ETC2 may also be used. — An RSL indicates a problem severe enough to
warrant stopping the vehicle.
The indicator is supplied and installed by the vehicle — An AWL indicates the presence of a problem, but
builder, and is required to be: the vehicle need not be immediately stopped.
… In the normal forward field of view of the vehicle When text display capacity is limited, it is acceptable
operator (preferred), or readily viewable as part of that Check Trans Indicator text is not visible when the
the shift selector assembly. RSL is lit. The Check Trans Indicator text should be
out-prioritized by text linked to the RSL. The display
… Clearly visible from both operator stations in dual system is required to allow the operator to “scroll
selector applications (may require two indicators). through” items associated with the lamps such that
the Check Trans Indicator can be read.
… Clearly visible under all vehicle lighting conditions,
both daytime and nighttime. Exception 2 – Text Prioritization during
Simultaneous AWL Events
Acceptable interface options are discussed below. When a generic AWL is employed, multiple events
For other potential implementations, please contact may simultaneously cause it to illuminate.
your Allison Application Engineer.
When text display capacity is limited, it is acceptable
B.4.11.5.1. Dedicated Lamp with Text that Check Trans Indicator text is not immediately
Dedicated lamp text must read “CHECK TRANS”. visible when the AWL is lit due to these multiple
Other wording may be acceptable upon review of an situations. Again, the display system is required to
Allison Application Engineer. Yellow or amber color allow the vehicle operator to “scroll through” items
is strongly recommended, as “Check Trans” associated with the lamp such that the Check Trans
conditions do not warrant use of a red color. Indicator can be read.
B.4.11.5.2. Icon or Graphical Symbol In this situation, the operator knows an issue exists,
Per ISO 2575: “Road Vehicles – but may not know it is transmission-related until the
Symbols for Controls, Indicators, and text is scrolled through.
Tell-Tales”, this symbol represents a
transmission failure, and is acceptable Exception 3 – Text Suppression
for Allison Check Trans Indicator use. In some applications, Allison indicator text may
The preferred icon colors are yellow or amber. appear in a display area normally used to convey
other operator information. In these cases it is
B.4.11.5.3. Text Displays acceptable to employ an operator input (e.g. button
While a dedicated lamp or icon is preferred, a driver push) to temporarily suppress the Check Trans
text display used alone or in conjunction with generic Indicator so normal display operation may resume.
warning and stop lamps is acceptable. In these
implementations, the lamps convey issue severity to The suppression may only exist for the current key
the operator, while the text display provides more switch cycle; i.e. if the key switch is cycled, the Allison
specific information based on DM1 SPN and FMI indicator text is required to reappear if active. The
data. operator may then opt to suppress the text for that
drive cycle.
With dynamically configurable display systems, the
visible content may change due to operating The key points are that (a) the vehicle operator must
conditions or driver selection. In general, Allison recognize and take physical action to suppress the
requires that the Check Trans Indicator text is visible indicator, and (b) the operator is informed of any
whenever active. However, there are three active indications again at the next key switch cycle.
exceptions for installations with generic lamps and /
or limited text display capacity: B.4.11.5.4. Communication Failure Indication
If the controller detects TCM communication loss,
operator notification is required; see FAILURE
MODES AND DISPLAY CONTROLLER Activating the Indicator
RESPONSES. The intent is to avoid unknowingly If the display controller is receiving the heartbeat
operating the vehicle when the TCM cannot properly message (DM1, ETC1, ETC7 or ETC2), and then
indicate “Check Trans” conditions. receives DM1 from SA 03 (Transmission #1) with:
Physical implementation of this Communication — SPN = 2003 (General Transmission Fault) AND
Failure indication is left to the discretion of the vehicle — Amber Warning Lamp = 01b (On) AND
OEM. Acceptable examples include a lamp or text — Failure Mode Indicator = Any value
display with phrasing such as “Vehicle Electrical
Fault” or “Vehicle Electronic Fault”. No specific …then the Check Trans Indicator is required to be
wording is defined, as Allison realizes vehicle OEMs activated. See DM1 under J1939 MESSAGE AND
may already have a method to communicate such PARAMETER USE for sample data strings.
problems to the operator. Your Allison Application
Engineer must review all implementations. Deactivating the Indicator
If the display controller receives DM1 from SA 03
Check Trans Indicator actuation is not an acceptable where:
means of representing a communication problem. If
only the Check Trans Indicator is active, service — SPN 2003 no longer appears, OR
technicians may assume there is a transmission
problem, when in fact it is most likely a vehicle — No faults are indicated, i.e. SPN = 0 and Amber
network or wiring issue. Warning Lamp = 00b (Off)
B.4.11.5.5. Bulb Checks …then the display controller is required to deactivate

The display controller is required to perform a bulb the Check Trans Indicator. See DM1 under J1939
check and / or display check at the beginning of each MESSAGE AND PARAMETER USE for sample data
key switch cycle. strings.
NOTE: The TCM does not broadcast a DM1

Generic lamps and text displays use DM1
“bulb check” message at power-up. There
is no DM1 content that allows a receiver to Amber Warning Lamp to drive the lamp, and
distinguish a momentary “bulb check” from DM1 SPN to drive the text display:
an actual diagnostic report.
The TCM also does not send a “bulb check” Amber

CHECK TRANS
in ETC7 Transmission Warning Indicator at Warning
power-up; it is set to 00b.
Allison recommends the lamp or indicator remain on Dedicated lamps must use the combination of
for 2 seconds during the check. However, this not a DM1 Amber Warning Lamp and SPN for
requirement, and a slightly longer or shorter time lamp activation:
period may be used.
B.4.11.6. NORMAL OPERATION CHECK

TRANS
OR
B.4.11.6.1. DM1 Trigger – Required Support
NOTE: While the DM1 trigger can be used
to activate a discrete Check Trans lamp, it
is recommended for use with generic lamps RESPONSE TO DM1 CHECK TRANS INDICATOR
and text displays. TRIGGER
DM1 may fluctuate between single and multi-frame

formats, depending on how many fault indications are
present. If only one indication is active, DM1 will be
sent in a single frame. If two or more indications are
active, DM1 will be sent via Transport Protocol.
B.4.11.6.2. ETC7 Trigger – Required Support reception for 100 ms (10 x 10 ms SAE broadcast rate)
should trigger the communication failure indication.
Activating the Indicator
The display controller is required to continuously The indication is required to remain on until either a
activate the Check Trans Indicator when receiving valid heartbeat message is received, OR the display
ETC7 Transmission Warning Indicator = 01b controller is reset by cycling the key switch.
(Transmission Warning Indicator on continuously).
This logic informs the operator of a vehicle system
Deactivating the Indicator problem that may not allow “Check Trans” indications
The display controller is required to deactivate the to be communicated properly.
Check Trans Indicator when receiving ETC7
Transmission Warning Indicator = 00b (Transmission
Warning Indicator is off).
Amber
B.4.11.7. DISPLAY CONTROLLER FAILURE COMM FAILURE
Warning
MODES AND RESPONSES
Fault logging, diagnostics and troubleshooting related
to loss of the Check Trans Indicator trigger and / or
OR
heartbeat reception are the responsibility of the
COMM
controller monitoring the parameter(s) and the vehicle
FAILURE
Dedicated Lamp
OEM.
The following are minimum failure mode responses OR

by the J1939 device controlling the indicator. These
requirements help maintain operator awareness. Allison-Approved Equivalent
B.4.11.7.1. Initialization or Response to Resets
The display controller may be powered down
intentionally (key switch turned off) or unintentionally RESPONSE TO HEARTBEAT LOSS WHILE
(intermittent power source) while an active indication CHECK TRANS INDICATOR INACTIVE
is present. B.4.11.7.3. Loss of Trigger during Active
Check Trans Indicator
Regardless, Allison recommends that the display
controller default the indicator to an inactive state If the display controller has been receiving an active
when it reinitializes. If the issue is still active when Check Trans indication and trigger reception ceases,
power returns, TCM broadcast data will reflect this it is required to activate the communication failure
and only then should the display controller reactivate indication and continue to activate the Check Trans
the indicator. Indicator until either:
This recommendation is based on the fact that some — The trigger returns and indicates the Check Trans
Allison indications self-clear during a power cycle. Indicator has gone inactive, OR
B.4.11.7.2. Loss of Heartbeat While Check — A key switch cycle resets the display controller, and
Trans Indicator is Inactive the trigger indicates the Check Trans Indicator has
gone inactive.
If a display controller fails to receive the designated
TCM heartbeat for a period greater than or equal to: This logic maintains operator awareness of an active
Check Trans Indicator in the event of complete
SAE J1939 communication loss after the TCM has begun to
Heartbeat Broadcast Multiplier Timeout indicate a problem.
Message Rate Cushion Value
ETC7 100 ms 10x 1s
DM1 1s 5x 5s
ETC1 10 ms 10x 100 ms
ETC2 100 ms 10x 1s
…then the display controller is required to activate a

communication failure indication for the operator. For
example, if ETC1 is the heartbeat, loss of ETC1
B.4.11.8. INSTALLATION CHECKLIST: CHECK 4. Reconnect the TCM to the J1939 network; does
TRANS INDICATOR the Communication Failure indication deactivate
Allison Application Engineering will review new when TCM is reconnected?
functionality. While vehicle OEMs may use this list to B.4.11.8.6. “Check Trans” Situation Self-Clears
assist implementation development, it is not a During Key Switch Cycle
questions in the following test sequences. 2. Create a “Check Trans” situation by unplugging
the transmission mating connector located on the
B.4.11.8.1. General transmission case or by unplugging the J1939-
based shift selector (3000/4000 Series and TC10
 Is the TCM calibration configured properly? only).
B.4.11.8.2. Vehicle Preparation and Test Setup 3. Turn the key switch off and stop the engine.
These tests require the ability to disconnect or unplug Reconnect the mating connector (or selector),
the TCM from the J1939 network. Possible methods eliminating the “Check Trans” cause.
include:
4. Start the engine. When the bulb check is
— a modified engineering vehicle wiring harness, complete and the engine starts, does the Check
— a modified Allison service tool “T-Harness”, or Trans Indicator deactivate shortly afterwards?
— a switch box between the TCM & vehicle harness.
B.4.11.8.7. Loss of Trigger AND Heartbeat
B.4.11.8.3. Bulb Check / Text Display Check While Check Trans Indicator is
Active
1. Turn the key switch on; is a Check Trans Indicator
bulb check or text display check performed at 1. Clear any Allison DTCs. Start engine.
power up?
2. Create a “Check Trans” situation by unplugging
B.4.11.8.4. Normal Operation the transmission mating connector located on the
transmission case or by unplugging the J1939-
1. Clear any Allison DTCs. Start engine. based shift selector (3000/4000 Series and TC10
only).
2. Create a “Check Trans” situation by unplugging
the transmission mating connector located on the 3. Disconnect the TCM from the J1939 network by
transmission case or by unplugging the J1939- open circuiting its J1939 connection. Does the
based shift selector (3000/4000 Series and TC10 Communication Failure indication actuate in
only). addition to the already active Check Trans
Indicator?
3. If necessary, verify the fault via Allison DOC®.
Does the Check Trans Indicator actuate? 4. Reconnect the TCM to the J1939 network. Does
the Check Trans Indicator remain active while the
4. Reconnect the mating connector (or selector); Communication Failure indication deactivates?
does the Check Trans Indicator deactivate when
the fault clears?
B.4.11.8.5. Loss of Heartbeat While Check

Trans Indicator is Inactive
1. Clear any Allison DTCs and begin this sequence

with the key switch on and the engine not running.
2. Remove the heartbeat by disconnecting the TCM

from the J1939 network; is a Communication
Failure actuated?
3. Is the Communication Failure indicated ONLY by

method(s) OTHER than the Check Trans
Indicator?
B.4.12. CRUISE CONTROL, STANDARD [22090] CRUISE CONTROL: Filter Load Using
Cruise Set Speed
WARNING: The following sections When set to ENABLED, the TCM constructs a load
describe the intended use of a specific signal based on the relationship between cruise set
function which has been validated in the speed and measured vehicle speed. This artificial
configuration(s) described. load signal supplements the load information
Implementations or use of this feature received via EEC2 Engine Percent Load at Current
which differ from that described could Speed.
serious personal injury, or loss of life. B.4.12.4. J1939 PARAMETER AND SA USE
Allison Transmission is not liable for Parameters may be enabled or disabled and SAs
consequences associated with may be set to an OEM-specified value. See AUTO-
incorrect implementation or unintended DETECTION for SA selection details.
B.4.12.1. OVERVIEW The J1939 network is required to provide EEC2
During cruise control operation, accelerator pedal Engine Percent Load at Current Speed from SA 00
data is no longer a valid source for shift modulation. (Engine #1) AND one of either:
In vehicle applications employing cruise control, the
TCM must know when the cruise control is active. CCVS1 Cruise Control States (V) (all states) from one
of the following SAs, in order of TCM preference:
2. SA 49 (Cab Controller)
B.4.12.3. CONFIGURATION (VEPS / ACCT) 4. SA 23 (Instrument Cluster #1)
[18020] ON-VEHICLE PROTOCOL: CAN2 OR
Parameters must be provided to the CAN port set to CCVS1 Cruise Control Active (V) from SA 00 (Engine
SAE J1939 FULL FUNCTIONALITY. #1) (V)
[18000] THROTTLE AND LOAD SOURCE OR
Set to PRIMARY ON-VEHICLE PROTOCOL to use
EEC2 Percent Load at Current Speed and EEC1 EEC1 Engine Torque Mode state 0010b (Cruise
Engine Torque Mode with this function. Control) from SA 00 (Engine #1)
[28010] J1939 RECEPTION: CCVS1 Cruise If a CCVS1 parameter and EEC1 Engine Torque
Control Active Mode are both present on the J1939 network, the
[28020] J1939 RECEPTION: CCVS1 Cruise TCM will utilize the CCVS1 parameter and ignore the
Control States cruise indication (state 0010b – Cruise Control) from
If a vehicle OEM intends to meet the requirements of Engine Torque Mode. The TCM will only make use
this function with one of the above parameters, that of the Engine Torque Mode cruise indication if neither
parameter is required to be set to ENABLED via CCVS1 parameter is being received.
VEPS. Only one of the above parameters may be
enabled for reception in a given TCM calibration. NOTE: CCVS1 Cruise Control States is the
CCVS1 Cruise Control States is enabled by default. preferred parameter source for cruise
control operation indication. New J1939
[22080] CRUISE CONTROL: Override Cruise implementations are encouraged to support
Active With High Accelerator Pedal this parameter, as it is a more robust
When CCVS1 Cruise Control Active is used for this indication of cruise operation.
function, set this parameter to ENABLED if it is
desired for the TCM to ignore the cruise control active
state when accelerator pedal is high.
If available, the TCM will also utilize CCVS1 Wheel-
based Vehicle Speed from one of the following SAs,

2. SA 33 (Body Controller) integrity failures, electrical noise, or improper function
3. SA 00 (Engine #1) implementation. Vehicle OEMs should consider such
If available, the TCM may use CCVS1 Cruise Control
Set Speed from one of the following SAs, in order of B.4.12.7.2. TCM Loss of Speed Information
TCM preference: In 1000/2000 Series applications, loss of either
CCVS1 Wheel-based Vehicle Speed and / or Cruise
1. SA 17 (Cruise Control) (V) Control Set Speed may result in increased shift
2. SA 49 (Cab Controller) cycling during cruise operation. No DTCs are logged.
B.4.12.5. OTHER REQUIREMENTS /

RESTRICTIONS
Specific parameter behavior is required to avoid shift
cycling. See ALLISON IMPLEMENTATION under
the EEC2 Engine Percent Load at Current Speed
parameter definition for further information.

When the input in use indicates cruise is active, the
TCM uses Engine Percent Load at Current Speed for
shift modulation instead of accelerator pedal data.
Specific state support for Cruise Control States is:
Bit Cruise Modulation

State Control States Source
000b Off / Disabled Pedal
001b Hold Load
010b Accelerate Load
011b Decelerate / Coast Load
100b Resume Load
101b Set Load
110b Accelerator Override Pedal
111b Not Available Pedal
In 1000/2000 Series applications, the differential

between Wheel-based Vehicle Speed and Cruise
Control Set Speed is used to prevent shift cycling.
B.4.12.7.1. TCM Loss of Cruise Status Input

If the J1939-based cruise control input is lost during
cruise operation, the TCM assumes cruise is inactive
after a timeout period expires. No DTCs are logged.
WARNING: If a proper cruise control

indication is not received during cruise
control operation, clutch control will be
incorrectly based on throttle position,
leading to significant reductions in shift
quality during cruise control operation, and
premature transmission wear and / or
damage.

the result of – but not limited to – bus loading, wiring
B.4.13. CRUISE CONTROL, ADAPTIVE end product is suitable to them. Failure to do so could
(ACC OR HEADWAY CONTROL) result in shift cycling or harsh shifts, for example.
Other TSC1-based ACC Systems

describe the intended use of a specific Allison recognizes that several suppliers have or are
function which has been validated in the working on TSC1-based ACC systems, including
configuration(s) described. Bosch, Continental, Delphi, Siemens VDO, and
Implementations or use of this feature Meritor WABCO (OnGuardTM). However, as of this
which differ from that described could publication of Datalink Tech Data, Allison has not
result in damage to equipment or property, completed validation work with these systems.
B.4.13.4.2. “Conventional” Cruise Controls
Allison Transmission is not liable for Another approach to adaptive cruise control makes
consequences associated with use of “traditional” cruise control system inputs. In
incorrect implementation or unintended these applications, an external controller measures
use of this feature. and maintains vehicle distance by sending J1939-
based ”Accel”, “Decel”, “Set Speed” and other inputs
B.4.13.1. OVERVIEW traditionally set or adjusted by the vehicle operator.
This type of system does not control the engine with
Adaptive Cruise Control (ACC) systems or “headway
any type of TSC1 command or limit.
control” automatically match the speed of their own
vehicle to that of the traffic flow, and maintain a set B.4.13.4.3. Internal Engine Algorithms
distance to the vehicle ahead of it.
Here the distance-sensing device is a direct input into
B.4.13.2. AVAILABILITY the engine controller. Internal algorithms then adjust
engine operation and therefore vehicle speed. Again,
TSC1 messages are not used.
B.4.13.5. INTEGRATION REQUIREMENTS
While Allison will support vehicle OEM validation of
[18010] ON-VEHICLE PROTOCOL: CAN1 ACC systems, the system integrator is responsible for
[18020] ON-VEHICLE PROTOCOL: CAN2 determining the acceptability of the end product.
B.4.13.5.1. TSC1-based ACC Systems
All Allison TSC1 engine commands have TSC1
[18000] THROTTLE AND LOAD SOURCE Override Control Mode Priority 10b (Medium priority).
Set to PRIMARY ON-VEHICLE PROTOCOL. Allison strongly recommends other components
commanding the engine do the same.
B.4.13.4. OVERVIEW OF SYSTEM TYPES
Experience has shown that when multiple TSC1
There are three basic ACC implementations, each torque limits are simultaneously sent to the engine,
using different means to control the engine and the components involved normally desire the lowest
therefore vehicle speed: (a) J1939 TSC1 messages, torque limit to be acted on. Per the SAE-defined
(b) conventional cruise control parameters, and (c) TSC1 arbitration process, the only way to ensure this
Internal engine algorithms. outcome is to use a common priority level.
Some ACC systems also control engine braking (via B.4.13.5.2. ACC based on Conventional Cruise
J1939) and / or the vehicle service brakes to further Controls or Internal Engine
optimize control of the set distance. Algorithms
B.4.13.4.1. J1939 TSC1-based ACC Systems Allison is compatible with these implementations as
long as the requirements are met as specified in
These applications use external controllers to
function CRUISE CONTROL, STANDARD.
measure and maintain vehicle distance via J1939
TSC1 commands and limits to the engine and its
brake system(s).
Eaton VORAD SmartCruiseTM

There are currently no known compatibility issues
between Allison 5th Generation controls and
VORAD SmartCruiseTM. However, the system
integrator still needs to ensure that operation of the
B.4.14. CRUISE CONTROL, VIA ENGINE AND
PTO GOVERNOR EEC2 Engine Percent Load at Current Speed from
SA 00 (Engine #1).
describe the intended use of a specific B.4.14.5. OTHER REQUIREMENTS /
function which has been validated in the RESTRICTIONS
Implementations or use of this feature This function may not be used during Pump Mode
which differ from that described could operation in OFS applications utilizing EEC2
result in damage to equipment or property, Accelerator Pedal Position 2 or EEC2 Remote
serious personal injury, or loss of life. Accelerator Pedal Position in function
ACCELERATOR PEDAL INPUT – DUAL MODE
Allison Transmission is not liable for OFS.
incorrect implementation or unintended B.4.14.6. NORMAL OPERATION
use of this feature. If the vehicle is moving and PTO Governor State
indicates an active state, the TCM uses Engine
Percent Load at Current Speed for shift modulation.
B.4.14.1. OVERVIEW
One exception is if the TCM determines engine
Certain jobs (e.g. spreading, pouring, road striping) torque output is high due to parasitic load rather than
may use an engine PTO governor to maintain a very driveline loads. See the PTO Governor State
slow vehicle speed. The operator toggles the PTO parameter definition for TCM response to the specific
Set / Resume and Accel / Decel switches to control states.
the vehicle speed. Occasionally this is referred to as
“low speed cruise control”. B.4.14.7. TCM FAILURE MODES & RESPONSES
If transmission shifting may occur during this mode of WARNING: If PTO Governor State is not
operation, support of this J1939-based function is received in these applications, clutch
required. There is no GPI equivalent to this function. control during ‘low speed cruise control’
shifts will be incorrectly based on throttle
B.4.14.2. AVAILABILITY position, leading to significant reductions in
The J1939-based implementation is standard in all shift quality during cruise control operation
1000 – 4000 Series applications. and premature transmission wear and / or
damage.
[18010] ON-VEHICLE PROTOCOL: CAN1 the result of – but not limited to – bus loading, wiring
[18020] ON-VEHICLE PROTOCOL: CAN2 integrity failures, electrical noise, or improper function
Parameters must be provided to the CAN port set to implementation. Vehicle OEMs should consider such
SAE J1939 FULL FUNCTIONALITY. failures during their design process.
[18000] THROTTLE AND LOAD SOURCE B.4.14.8. INSTALLATION CHECKLIST: CRUISE
Set to PRIMARY ON-VEHICLE PROTOCOL to CONTROL VIA PTO GOVERNOR
enable use of EEC2 Percent Load at Current Speed Allison Application Engineering will review new
and CCVS1 PTO Governor State with this function. implementations for the following minimum
B.4.14.4. J1939 PARAMETER AND SA USE assist implementation development, it is not a
See AUTO-DETECTION for SA selection details. substitute for requirements described previously.
B.4.14.4.1. Required Support Acceptable implementations will answer “yes” to all of
If shifting may occur during PTO operation, the J1939 the following questions:
network is required to provide:
CCVS1 PTO Governor State (all bit states) from one
of the following SAs, in order of TCM preference:  Is CCVS1 PTO Governor State provided from an
acceptable source address?
1. SA 39 (Management Computer #1)
2. SA 17 (Cruise Control)  Does CCVS1 PTO Governor State reflect an
3. SA 00 (Engine #1) “active” state during all applicable Set / Resume
and Accel / Decal operation?
 Does CCVS1 PTO Governor State reflect “off” or
an “inactive” state when disabled or turned off?
B.4.15. DIAGNOSTIC COMMUNICATION Proprietary “A”, with the following source addresses
WITH ALLISON TOOLS and resulting CAN identifiers:
B.4.15.1. OVERVIEW SA DA Priority CAN Identifier

This section covers the communication used with
250 03 6 0x18EF03FA
Allison DOC® and Allison engineering tools. For
03 250 6 0x18EFFA03
communication options for vehicle OEM devices such
250 05 6 0x18EF05FA
as tools, recorders and displays, see DIAGNOSTIC
250 06 6 0x18EF06FA
COMMUNICATION FOR OEM USE.
B.4.15.2. AVAILABILITY Again, all 29-bit identifiers are J1939 compatible.

1000 – 4000 Series and TC10 applications. Engineering tools typically involve large data
transfers (e.g. loading software or a calibration) or
B.4.15.3. CONFIGURATION (VEPS / ACCT) reading real-time information from the TCM. In these
There are no VEPS configuration requirements for situations, the tool and TCM utilize as much network
this function. bandwidth as is possible; bus loading can approach
95%.
B.4.15.5. VEHICLE INTERFACE
Allison 5th Generation service and engineering tools
REQUIREMENTS
communicate with the TCM via J1939-compatible
UDS messaging. All Allison transmission installations require a
diagnostic connection for Allison DOC®. See
No parameter or source address requirements are ALLISON DOC® CONNECTIONS for details.
placed on the vehicle builder; the information here is
included for network user awareness.
B.4.15.4.1. Allison DOC®

Allison DOC® communication is accomplished via
UDS messaging.
NOTE: Allison DOC® is the only service tool

validated for use with Allison 5th Generation
Controls. Universal tools such as Pro-Link
or TransPro are not recommended or
approved.
SA 249 (Diagnostic Tool #1) is used for all

communication with the TCM. UDS content is
exchanged through PGN 55808 – Reserved for ISO
15765 using J1939-compatible 29-bit identifiers.
SA DA Priority Identifier
249 03 6 0x18DA03F9
03 249 6 0x18DAF903
Bus loading typically ranges from 5% to 10%.
B.4.15.4.2. Allison Engineering Tools

Engineering tools include ACE, Read / Write (RW)
and Datalog (DL), which are typically not used in the
field for general service purposes. These tools may
use SA 249 (Diagnostic Tool #1) and / or SA 250
(Diagnostic Tool #2).
In addition to PGN 55808 used by Allison DOC®,

Allison engineering tools may use PGN 61184 –
B.4.16. DIAGNOSTIC COMMUNICATION B.4.16.3.1. Options Specific to J1939 On-
FOR OEM USE Vehicle Communication

function which has been validated in the The J1939 DM1 (unless disabled via VEPS) and
configuration(s) described. J1939 J2012 DTC Display messages are always
Implementations or use of this feature supported on the CAN port set to SAE J1939 FULL
which differ from that described could FUNCTIONALITY. If a TCM CAN port is to be
result in damage to equipment or property, connected to a diagnostic-only network, its question
serious personal injury, or loss of life. should be answered OFF.
Allison Transmission is not liable for [30015] J1939 BROADCAST: DM1

consequences associated with Set to ENABLED if DM1 broadcasts are desired on
incorrect implementation or unintended the CAN port set to SAE J1939 FULL
use of this feature. FUNCTIONALITY. OEMs not requiring this support
may opt to answer DISABLED.
B.4.16.1. OVERVIEW
B.4.16.3.2. Options Associated with Diagnostic
NEW FOR THIS PUBLICATION: Protocol
 Clarified DM3/DM11 fault clearing [18070] DIAGNOSTICS: Protocol

mechanism. The TCM must know the DTC format and method for
off-vehicle tool communication. Possible answers:
 Clarified CAN port requirements for
J1939-73 diagnostic messages. — SAE J1939-73
— UDS WITH SAE J2012 DTC FORMAT (default)
This section describes diagnostic communication — SSF 14230 WITH SAE J2012 DTC FORMAT
options available to the vehicle OEM. These options
facilitate communication with on-vehicle devices (e.g. When a UDS- or SSF-based option is selected, that
smart instrument clusters), and / or off-vehicle diagnostic protocol is available on all TCM CAN ports;
devices (e.g. diagnostic code readers) that plug into CAN1, CAN2 and CAN3.
the vehicle diagnostic connector. [18080] DIAGNOSTICS: J1939-73 Connection
Allison 5thGeneration Controls are now capable of the If SAE J1939-73 diagnostic communication is to be
following, depending on configuration: used, the TCM must know the diagnostic connector
location so it can replicate DM1 broadcasts and
— VEPS selection of diagnostic protocol. support J1939-73 requests on that CAN port. J1939-
— Full J1939 SPN / FMI support for all DTCs. 73 diagnostic messages other than DM1 are only
— UDS & SSF 14230 support w/J2012 DTC format. available on this CAN port.
— TCM code clearing with all diagnostic protocols.
Default is CAN1, with CAN2 and CAN3 as options.
J2012 DTC Display (PGN 64906) message support
remains identical to Allison 4th Generation Controls. B.4.16.4. J1939 DM1 SUPPORT
B.4.16.2. AVAILABILITY B.4.16.4.1. DM1 CAN Port Availability

All communication options are available in all 1000 – TCM DM1 broadcasts can appear on up to two CAN
4000 Series and TC10 applications. ports in a given application:
B.4.16.3. CONFIGURATION (VEPS / ACCT) 1. Unless [30015] J1939 BROADCAST: DM1 =

DISABLED, DM1 is always broadcast on the CAN
NOTE: VEPS options discussed here have port where ON VEHICLE PROTOCOL = SAE
no impact on Allison DOC® communication. J1939 FULL FUNCTIONALITY.
2. If [18070] DIAGNOSTICS: Protocol = SAE

J1939-73, DM1 is also broadcast on the CAN port
designated by [18080] DIAGNOSTICS: J1939-
73 Connection.
B.4.16.4.2. DM1 Operation “request and response” support is available on any
When enabled, DM1 is always broadcast from SA 03 CAN port.
(Transmission #1). Allison retarder applications will
also broadcast DM1 from SA 16 (Retarder – B.4.16.7.2. J1939 Identifier and SA Use
Driveline). UDS and SSF 14230 support details are found in the
Allison Off-Vehicle Communication Specification.
DM1 is broadcast at a 1 S rate regardless of fault Please contact your Allison Application Engineer.
presence. All public Allison DTCs are supported.
The TCM (SA 03) will exchange UDS or SSF 14230
B.4.16.5. J1939 DM2 SUPPORT data with source addresses:
B.4.16.5.1. DM2 CAN Port Availability — SA 249 (Diagnostic Tool #1)

DM2 is supported on the CAN port designated by — SA 250 (Diagnostic Tool #2)
[18080] DIAGNOSTICS: J1939-73 Connection — SA 23 (Instrument Cluster #1)
when [18070] DIAGNOSTICS: PROTOCOL = SAE
J1939-73. UDS and SSF 14230 content are exchanged via ISO-
reserved J1939 PGNs 56064 and 55808. All 29-bit
B.4.16.5.2. DM2 Operation identifiers used are J1939 compatible. Use of PGN
DM2 is always broadcast from SA 03 (Transmission 55808 – Reserved for ISO 15765 and physical
#1). Allison retarder applications will also broadcast addressing will result in CAN identifiers:
DM2 from SA 16 (Retarder – Driveline).
SA DA Priority CAN Identifier
DM2 is broadcast on request. All public Allison DTCs
are supported. 23 03 6 0x18DA0317
03 23 6 0x18DA1703
B.4.16.6. J1939 DM3 AND DM11 SUPPORT
249 03 6 0x18DA03F9
B.4.16.6.1. DM3 & DM11 CAN Port Availability 03 249 6 0x18DAF903
When [18070] DIAGNOSTICS: PROTOCOL = SAE 250 03 6 0x18DA03FA
J1939-73, DM3 and DM11 requests are supported on 03 250 6 0x18DAFA03
the CAN port designated by [18080] DIAGNOSTICS:
J1939-73 Connection.
Use of PGN 56064 – Reserved for ISO 15765 and
B.4.16.6.2. DM3 & DM11 Operation functional addressing will result in CAN identifiers, all
of which will be received by the TCM:
To clear TCM or retarder DTCs, the vehicle system
must send a Request for either DM3 (PGN 65228) or
DM11 (PGN 65235) to either DA 03 (Transmission SA DA Priority CAN Identifier
#1) or global address 255. The Request is received
23 255 6 0x18DBFF17
from any valid source address. The TCM does not
249 255 6 0x18DBFFF9
accept requests directed to DA 16.
250 255 6 0x18DBFFFA
DTCs are only cleared if conditions are acceptable
(e.g. vehicle stationary, transmission in Neutral).
Regardless of a DM3 or DM11 request, all DTCs are NOTE: The priority of the TCM response
cleared in the same manner as if requested via an reflects the priority of the request.
Allison J1939-based shift selector. The TCM does
The examples above assume a request
not support selective DTC clearing.
with priority 6.
B.4.16.7. UDS AND SSF 14230 SUPPORT
B.4.16.7.1. CAN Port Availability UDS and SSF communication flow is via tool request
When [18070] DIAGNOSTICS: PROTOCOL = UDS and TCM response. TCM codes can be cleared via
WITH SAE J2012 DTC FORMAT or SSF 14230 WITH the appropriate UDS and SSF modes.
SAE J2012 DTC FORMAT, the corresponding
B.4.16.8. J1939 J2012 DTC DISPLAY MESSAGE
B.4.16.8.1. CAN Port Availability

The TCM will respond to requests for PGN 64906 on
the CAN port where ON VEHICLE PROTOCOL =
B.4.16.8.2. J1939 Parameter and SA Use
To read DTCs via this method, the vehicle system
must send a global Request for PGN 64906, and
receive PGN 64906 – SAE J2012 DTC Display from
Devices may wish to monitor TCM DM1 broadcasts,

as J2012 DTCs will be present whenever the first
DM1 SPN field has non-zero data.

Upon request, PGN 64906 will convey active DTCs,
and any DTCs that have gone inactive since the last
code clear.
PGN 64906 may be broadcast in a single frame (≤ 1

DTCs present), or via Transport Protocol (2+ DTCs
present). When no DTCs are present, Number of
J2012 DTCs is set to zero. See PGN 64906 – SAE
J2012 DTC Display for data content examples.

REQUIREMENTS
There are no Allison connector requirements for
vehicle OEMs implementing their own diagnostic
code readers. Refer to the respective hardware
sections in this document for wiring and pin location
information.
B.4.16.10. SAE J2012 DTC AND J1939 SPN / FMI OVERVIEW: B191, C191 & D191 SOFTWARE
— Any DTC or SPN / FMI content differences with previous Allison 5th Generation Controls software
releases are highlighted in yellow and discussed in the footnotes at the end of the table.
— New designation “A” is used in the table below to identify indicator functions that activate the DM1
Amber Warning Lamp but do not activate the Check Transmission indication. TCM behavior has not
changed.
NOTE: Allison regularly updates DMx SPN/FMI content as we add to and improve our diagnostic
capabilities. As such, DMx SPN/FMI consumers should anticipate handling new "unexpected" SPN/FMI
combinations. For example, if a display has no text string mapped to a new SPN/FMI combination, the
display should still convey the SPN/FMI and associate it with the appropriate Allison source address. If
the OEM associates a text string with each SPN/FMI, a default string such as "Unknown Fault" may need
to be displayed.
NOTE: Product nomenclature:

B = 1000/2000 Series
C = 3000/4000 Series
D = TC10 TS Series
NOTE: Column “B191 G60” represents DTC support in OBD-regulated light duty applications that use
G60 (GMLAN) VMCs.
Table key:
— A = Visual indication enabled. Check Transmission Indicator does not activate but DM1 Amber Warning
Lamp = 01b.
— C = DTC enabled, and the Check Transmission Indicator activates when this DTC is active. As a result DM1
Amber Warning Lamp = 01b when active.
— E = DTC enabled. No visual cues when active (i.e. DM1 Amber Warning Lamp = 00b).
— N = DTC enabled, but not reported in DM1. No visual cues when active.
B191 G60
SAE SAE SAE

J2012 J1939 J1939 Allison DTC Description
B191
C191
DTC SPN FMI D191
P0659 6822 3 Actuator Supply Circuit Voltage 1 High (HSD 1) C C C C
P0658 6822 4 Actuator Supply Circuit Voltage 1 Low (HSD 1) C C C C
P0657 6822 5 Actuator Supply Circuit Voltage 1 Open (HSD 1) C C C C
P26E9 6825 3 Actuator Supply Circuit Voltage 4 High (HSD 4) -- -- -- C
B191 G60
SAE SAE SAE
B191
C191
D191
DTC SPN FMI
P26E8 6825 4 Actuator Supply Circuit Voltage 4 Low (HSD 4) -- -- -- C

P26E7 6825 5 Actuator Supply Circuit Voltage 4 Open (HSD 4) -- -- -- C
P0703(1) 597 2 Brake Switch Circuit E/C E/C E/C E/C
U0073 6597 9 CAN Communication Bus 1 Off E E E C
U0074 6598 9 CAN Communication Bus 2 Off C C C C
P0607 2003 12 Control Module Performance N N N N
P0604 628 31 Control Module Random Access Memory (RAM) C C C C
P1901 160 4 Countershaft Speed Sensor Circuit -- -- -- C
P1903 160 21 Countershaft Speed Sensor No Activity -- -- -- C
P1902 160 2 Countershaft Speed Sensor Performance -- -- -- C
P081B 2900 3 Crank Enable Circuit High -- -- -- C
P2185 110 3 Engine Coolant Temperature Sensor 2 Circuit High -- -- N --
P2184 110 4 Engine Coolant Temperature Sensor 2 Circuit Low -- -- N --
P0725 190 14 Engine Speed Sensor Circuit C E E --
P0727 190 21 Engine Speed Sensor Circuit No Signal C E E --
P0726 190 2 Engine Speed Sensor Circuit Performance C E E --
P0837 2796 2 Four Wheel Drive (4WD) Switch Circuit Range/Performance -- C C C
P2793 751 8 Gear Shift Direction Circuit -- -- C C
P1790 751 13 Gear Shift Module 1 Calibration Invalid -- C C C
U0304 751 31 Gear Shift Module 1 Incompatible -- -- C C
U0404 751 2 Gear Shift Module 1 Invalid Data -- -- C C
P1791 752 13 Gear Shift Module 2 Calibration Invalid -- -- C --
U0333 752 31 Gear Shift Module 2 Incompatible -- -- C --
U0592 752 2 Gear Shift Module 2 Invalid Data -- -- C --
P071D(2) 753 2 General Purpose Input Fault -- -- E E
P07F7 5886 2 Incorrect 10th Gear Ratio -- -- -- C
P0731 5877 2 Incorrect 1st Gear Ratio C C C C
P0732 5878 2 Incorrect 2nd Gear Ratio C C C C
P0733 5879 2 Incorrect 3rd Gear Ratio C C C C
P0734 5880 2 Incorrect 4th Gear Ratio C C C C
P076F 5883 2 Incorrect 7th Gear Ratio -- -- -- C
P07D9 5884 2 Incorrect 8th Gear Ratio -- -- -- C
P07F6 5885 2 Incorrect 9th Gear Ratio -- -- -- C
B191 G60
SAE SAE SAE
B191
C191
D191
DTC SPN FMI
P1739 5876 2 Incorrect Low Gear Ratio -- -- C --

P077F 5888 2 Incorrect Reverse 2 Ratio -- -- C C
P0736 5887 2 Incorrect Reverse Ratio C C C C
P0603 8621 31 Internal Control Module Keep Alive Memory Error C C C C
U0400(3) 597 9 Invalid CAN Communications Error C C C --
U0103 751 9 Lost Communication with Gear Shift Module 1 -- -- C C
U0291 752 9 Lost Communication with Gear Shift Module 2 -- -- C --
U0100 2000 9 Lost Communications with ECM A C C C C
P0963 2908 3 Main Pressure Modulation Solenoid Control Circuit High C C C C
P0962 2908 4 Main Pressure Modulation Solenoid Control Circuit Low C C C C
P0960 2908 5 Main Pressure Modulation Solenoid Control Circuit Open C C C C
P0961 2908 2 Main Pressure Modulation Solenoid System Performance C C C --
P071A(4) 9391 2 Neutral At Stop Input -- E E E
P07CE 9391 11 Neutral At Stop Not Functioning C C C C
P0720 191 14 Output Shaft Speed Sensor Circuit C C C C
P0722 191 21 Output Shaft Speed Sensor Circuit No Signal C C C C
P0721 191 2 Output Shaft Speed Sensor Circuit Performance C C C C
P0123 91 3 Pedal Position Sensor Circuit High Voltage -- C C C
P0122 91 4 Pedal Position Sensor Circuit Low Voltage -- C C C
P2730 5900 3 Pressure Control Solenoid (PCS) 1 Control Circuit High C C C C
P2729 5900 4 Pressure Control Solenoid (PCS) 1 Control Circuit Low C C C C
P2727 5900 5 Pressure Control Solenoid (PCS) 1 Control Circuit Open C C C C
P2723 5900 21 Pressure Control Solenoid (PCS) 1 Stuck Off C C C C
P2724 5900 20 Pressure Control Solenoid (PCS) 1 Stuck On C C C C
P0776 5901 21 Pressure Control Solenoid (PCS) 2 Stuck Off C C C C
P0777 5901 20 Pressure Control Solenoid (PCS) 2 Stuck On C C C C
P0796 5902 21 Pressure Control Solenoid (PCS) 3 Stuck Off -- -- C C
P0797 5902 20 Pressure Control Solenoid (PCS) 3 Stuck On -- -- C C
P2721 5903 3 Pressure Control Solenoid (PCS) 4 Control Circuit High -- -- C C
B191 G60
SAE SAE SAE
B191
C191
D191
DTC SPN FMI
P2720 5903 4 Pressure Control Solenoid (PCS) 4 Control Circuit Low -- -- C C

P2718 5903 5 Pressure Control Solenoid (PCS) 4 Control Circuit Open -- -- C C
P2732 5904 21 Pressure Control Solenoid (PCS) 5 Stuck Off -- -- -- C
P2733 5904 20 Pressure Control Solenoid (PCS) 5 Stuck On -- -- -- C
P2743 120 3 Retarder Oil Temperature Sensor Circuit High -- -- N --
P2742 120 4 Retarder Oil Temperature Sensor Circuit Low -- -- N --
P273F 120 15 Retarder Oil Temperature Sensor Over Temperature -- -- N --
Condition
P0990 119 3 Retarder Pressure Sensor Circuit High -- -- N --
P0989 119 4 Retarder Pressure Sensor Circuit Low -- -- N --
C1313 1716 3 Retarder Request Sensor Circuit High -- -- N --
C1312 1716 4 Retarder Request Sensor Circuit Low -- -- N --
P0642 3509 2 Sensor Reference Voltage "A" Circuit Fault C C C C
P0652 3510 2 Sensor Reference Voltage "B" Circuit Fault -- -- -- C
P2834 4218 3 Shift Fork Position Circuit High -- -- -- C
P2833 4218 4 Shift Fork Position Circuit Low -- -- -- C
P2832 4218 2 Shift Fork Position Circuit Performance -- -- -- C
P2849 6144 20 Shift Fork Stuck Moving to Forward Position -- -- -- C
P1907 6144 21 Shift Fork Stuck Moving to Reverse Position -- -- -- C
P284D 6144 7 Shift Fork Unrequested Movement -- -- -- C
P0974 5908 3 Shift Solenoid 1 Control Circuit High C C C C
P0973 5908 4 Shift Solenoid 1 Control Circuit Low C C C C
P097A 5908 5 Shift Solenoid 1 Control Circuit Open C C C C
P0751 5908 21 Shift Solenoid 1 Valve Performance - Stuck Off C C -- --
P0752 5908 20 Shift Solenoid 1 Valve Performance - Stuck On C C C --
P0977 5909 3 Shift Solenoid 2 Control Circuit High C C C C
B191 G60
SAE SAE SAE
B191
C191
D191
DTC SPN FMI
P0976 5909 4 Shift Solenoid 2 Control Circuit Low C C C C

P097B 5909 5 Shift Solenoid 2 Control Circuit Open C C C C
P0757 5909 20 Shift Solenoid 2 Valve Performance - Stuck On C C -- --
P0980 5910 3 Shift Solenoid 3 Control Circuit High C C -- C
P0979 5910 4 Shift Solenoid 3 Control Circuit Low C C -- C
P097C 5910 5 Shift Solenoid 3 Control Circuit Open C C -- C
P0762 5910 20 Shift Solenoid 3 Valve Performance - Stuck On C C -- --
P0600 9390 31 Solenoid Controller Serial Peripheral Interface C C C C
Communication Bus Off
P0563 158 3 System Voltage High N -- -- --
P0562 158 4 System Voltage Low N -- C --
P0561 158 2 System Voltage Performance N -- -- --
P0634 5912 0 TCM Internal Temperature Too High C C C C
P0602 630 13 TCM Not Programmed C C C C
P0880 168 14 TCM Power Input Signal N N N N
P0883 168 3 TCM Power Input Signal High C C C C
P0882 168 4 TCM Power Input Signal Low C C C C
P0881 168 2 TCM Power Input Signal Performance N N N N
P1892 91 8 Throttle Position Sensor PWM Signal High -- C C C
P1891 91 8 Throttle Position Sensor PWM Signal Low -- C C C
P0614 747 31 Torque Control Data Mismatch - ECM/TCM -- C C C
P2763 740 3 Torque Converter Clutch (TCC) Pressure Control Solenoid C C C C
(PCS) Control Circuit High
(PCS) Control Circuit Low
(PCS) Control Circuit/Open
P0741 573 21 Torque Converter Clutch (TCC) System Stuck Off C C C C
P0742 573 20 Torque Converter Clutch (TCC) System Stuck On C -- -- --
P2637 513 7 Torque Management Feedback Signal A -- C C --
P2641 513 7 Torque Management Feedback Signal B -- C C C
P2789 4178 1 Transmission Clutch Life Expired (Clutch Adaptive Learning C C C --
At Limit)
P0610 8609 31 Transmission Control Hardware Incompatible -- -- C --
P0702 8610 31 Transmission Control Hardware Not Determined -- -- C --
P0701 785 14 Transmission Control System Performance N N -- --
B191 G60
SAE SAE SAE
B191
C191
D191
DTC SPN FMI
P088A 3359 18 Transmission Filter Maintenance Alert -- -- E --

P088B 3359 1 Transmission Filter Maintenance Required C C C C
P0897 4177 1 Transmission Fluid Deteriorated C C C C
P070D 3027 3 Transmission Fluid Level Sensor Circuit High -- -- N N
P070C 3027 4 Transmission Fluid Level Sensor Circuit Low -- -- N N
P0218 177 15 Transmission Fluid Over Temperature Condition E E E C
P0843 5891 3 Transmission Fluid Pressure Switch 1 Circuit High C C C C
P0842 5891 4 Transmission Fluid Pressure Switch 1 Circuit Low C C C C
P0848 5892 3 Transmission Fluid Pressure Switch 2 Circuit High C C C C
P0847 5892 4 Transmission Fluid Pressure Switch 2 Circuit Low C C C C
P0873 5893 3 Transmission Fluid Pressure Switch 3 Circuit High C C -- C
P0872 5893 4 Transmission Fluid Pressure Switch 3 Circuit Low C C -- C
P0878 5894 3 Transmission Fluid Pressure Switch 4 Circuit High C C -- C
P0877 5894 4 Transmission Fluid Pressure Switch 4 Circuit Low C C -- C
P0995 5895 3 Transmission Fluid Pressure Switch 5 Circuit High -- -- -- C
P0994 5895 4 Transmission Fluid Pressure Switch 5 Circuit Low -- -- -- C
P083D 5896 3 Transmission Fluid Pressure Switch 6 Circuit High -- -- -- C
P083C 5896 4 Transmission Fluid Pressure Switch 6 Circuit Low -- -- -- C
P1923 5897 3 Transmission Fluid Pressure Switch A Circuit High -- -- -- C
P1922 5897 4 Transmission Fluid Pressure Switch A Circuit Low -- -- -- C
P1928 5898 3 Transmission Fluid Pressure Switch B Circuit High -- -- -- C
P1927 5898 4 Transmission Fluid Pressure Switch B Circuit Low -- -- -- C
P192D 5899 3 Transmission Fluid Pressure Switch C Circuit High -- -- -- C
P192C 5899 4 Transmission Fluid Pressure Switch C Circuit Low -- -- -- C
P084D 6828 3 Transmission Fluid Pressure Switch TCC Circuit High -- -- -- C
P084C 6828 4 Transmission Fluid Pressure Switch TCC Circuit Low -- -- -- C
P0713 177 3 Transmission Fluid Temperature Sensor Circuit High C E C C
P0712 177 4 Transmission Fluid Temperature Sensor Circuit Low C E C C
P0711 177 2 Transmission Fluid Temperature Sensor Circuit C -- -- --
Performance
P0708 751 14 Transmission Range Sensor Circuit High C C C --
P0706 2003 11 Transmission Range Sensor Circuit Performance C C -- --
P0715 750 14 Turbine Shaft Speed Sensor Circuit C C C C
P0717 750 21 Turbine Shaft Speed Sensor Circuit No Signal C C C C
P0716 750 2 Turbine Shaft Speed Sensor Circuit Performance C C C C
P0894 36 7 Unexpected Mechanical Gear Disengagement -- -- C C
B191 G60
SAE SAE SAE
B191
C191
D191
DTC SPN FMI
N/A (5) 2003 31 Check Transmission Indicator C C C

N/A (5) 177 15 Sump Temperature Indicator A A A
N/A (5) 120 15 Retarder Temperature Indicator -- A --
N/A (5) 4177 17 Transmission Service Indicator – Oil Life Monitor E E E
N/A (5) 3359 31 Transmission Service Indicator – Filter Life Monitor E E E
N/A (5) 4178 31 Transmission Service Indicator – Transmission Health E E --
Monitor
(1) DTC P0703: This DTC is enabled for all vocations. Mission critical vocations also activate the Check
Transmission Indicator when this DTC is set.
(2) DTC P071D: This DTC lights the Transmission Service Indicator instead of the Check Transmission Indicator.
(3) DTC U0400: See discussion under functions AUXILIARY FUNCTION RANGE INHIBIT – SINGLE INPUT and
DIRECTION CHANGE ENABLE.
(4) DTC P071A: Mapped SPN and FMI were revised to provide a more specific indication.
(5) These SPN/FMI combinations are used for indicator functions via DM1. See DM1 under the J1939 MESSAGE
AND PARAMETER USE section for details.
B.4.17. DIRECTION CHANGE ENABLE [10010] VOCATIONAL USAGE
The “Mission Critical” failure mode responses under
WARNING: The following sections TCM FAILURE MODES AND RESPONSES will only
describe the intended use of a specific be invoked if VOCATIONAL USAGE is set to one of:
configuration(s) described. — CRASH / RESCUE /MILITARY
Implementations or use of this feature — FIRE / EMERGENCY
which differ from that described could — SPECIALTY / MILITARY
serious personal injury, or loss of life. [24000] GENERAL PURPOSE INPUTS AND
OUTPUTS (GPIO) PACKAGE
Allison Transmission is not liable for To use the DCE GPI in series with the J1939 input,
consequences associated with the GPIO package must contain GPI W.
use of this feature. B.4.17.4. J1939 PARAMETER AND SA USE

B.4.17.1. OVERVIEW
The Direction Change Enable (DCE) function
prevents inadvertent shifts which would result in a
change to the vehicle direction. SERVICE BRAKE STATUS INPUT.
DCE input examples include a push-button, door B.4.17.5. OTHER REQUIREMENTS /

status, or service brake switch. J1939 data may be RESTRICTIONS
substituted for a brake switch GPI. The GPI can then Vehicle OEMs and body builders should consider
be used as an additional signal processed in series potential operational differences when substituting a
with the brake switch. J1939 brake switch parameter for GPI W.
B.4.17.2. AVAILABILITY J1939 brake switch data does not indicate service
brake application; it indicates operator desire for
– 4000 Series and TC10 applications. brake application. Systems designed for a brake
pressure switch may use a high threshold to ensure
The “Mission Critical” failure mode response under brake application, and therefore may react differently
TCM FAILURE MODES AND RESPONSES is only when J1939 brake switch data is substituted.
available with certain VOCATIONAL USAGEs; see
below.
Upon TCM power-up, the first Neutral-to-range shift
Implementations using GPI W are only available in is unaffected by DCE, as the TCM has no previous
3000/4000 Series applications. range selection or “direction” for reference.
B.4.17.3. CONFIGURATION (VEPS / ACCT) B.4.17.6.1. After the First Shift out of Neutral
When DCE is active, direction-changing shift
[18010] ON-VEHICLE PROTOCOL: CAN1 requests (Reverse-to-Drive or Drive-to-Reverse) are
[18020] ON-VEHICLE PROTOCOL: CAN2 honored assuming all other operating conditions are
Parameters must be provided to the CAN port set to acceptable.
When DCE is inactive, direction-changing shifts are
[25120] DIRECTION CHANGE ENABLE INPUT inhibited and the TCM will command Neutral.
For DCE via J1939 only, set the answer to ONLY Requests to shift from Neutral to the previously
SERVICE BRAKE STATUS. To use a J1939 brake attained range are still honored.
input and GPI W in series, set the answer to BOTH
GPI W & SERVICE BRAKE STATUS (IN SERIES). B.4.17.7. OPERATION VS. VEPS OPTIONS
Three implementations are available per [25120]
[25300] SERVICE BRAKE STATUS INPUT DIRECTION CHANGE ENABLE INPUT:
Set answer to either J1939 CCVS1 BRAKE SWITCH
or J1939 EBC1 EBS BRAKE SWITCH. B.4.17.7.1. ONLY GPI W IF DEFINED IN
SELECTED GPIO PACKAGE
Only available with 3000/4000 Series transmissions.
TCM J1939 reception does not affect the function.
See the Allison 5th Generation Controls Installation
Manual and GPIO schematics for more information.
B.4.17.7.2. ONLY SERVICE BRAKE STATUS Invalid or Missing Brake Switch Data
Direction-changing shifts are inhibited when the In conjunction with the above response, DTC U0400
J1939 brake switch parameter indicates 00b (brake is logged and both the Check Trans Indicator and the
pedal released), and allowed when it indicates 01b Transmission Service Indicator are activated. These
(brake pedal depressed). inform the operator that even though the DCE
function appears to operate normally, there is actually
B.4.17.7.3. BOTH GPI W & SERVICE BRAKE something wrong with the vehicle.
STATUS (IN SERIES)
Only available with 3000/4000 Series transmissions. NOTE: The Transmission Service Indicator
Direction-changing shifts are inhibited unless the GPI is the preferred indicator, as the issue does
W circuit is closed and the J1939 brake switch not warrant taking the vehicle out of service
parameter indicates 01b (brake pedal depressed). immediately. The transmission and vehicle
are fully functional, but the interlock is no
longer effective. Check Trans indications
B.4.17.8.1. “Normal” Applications usually coincide with issues that restrict
transmission operation.
In “Normal” applications, J1939 input failures will
prevent direction changes during the active key For this reason, Allison recommends that a
switch cycle. If the J1939 input has failed, cycling the Transmission Service Indicator be installed
key switch will allow one Neutral-to-range shift. in “Mission Critical” applications using
J1939-based DCE.
Invalid or Missing Brake Switch Data
WARNING: If J1939 brake switch data Brake Switch Rationality Failure
indicates 10b (Error), 11b (Not Available), If several vehicle accelerations are detected while
or reception is lost, the TCM assumes the 01b (brake pedal depressed) is indicated, DTC P0703
brake pedal is released; direction-changing is set. The Transmission Service and Check Trans
shifts are continuously inhibited. Indicators are activated.
Body builders and vehicle OEMs are urged
to consider this failure mode. If a more
robust failure mode response is deemed
necessary, GPI F (AUXILIARY FUNCTION
RANGE INHIBIT – DUAL INPUT) should be
considered.
No DTC is set, and the Check Trans Indicator is not

activated. DCE functionality will resume when the
TCM receives valid J1939 brake switch data.
Brake Switch Rationality Failure

While J1939 brake switch data is valid, the TCM
continually evaluates signal rationality. If several
vehicle accelerations are detected while 01b (brake
pedal depressed) is indicated, DTC P0703 is set. The
Direction-changing shifts are not allowed during the

key switch cycle where P0703 was set. Cycling the
key switch will reset the acceleration counter, thus
allowing direction-changing shifts until DTC P0703
sets again.
B.4.17.8.2. “Mission Critical” Applications

In “Mission Critical” applications, inability to move the
vehicle might have dire consequences. As such, the
DCE interlock is overridden during J1939 input
failures; vehicle direction may still be changed, even
though the J1939 brake switch data may be invalid,
irrational or absent.
B.4.18. DOWNHILL SPEED CONTROL [20020] RETARDER INTERFACE
VIA RETARDER Answer must be set to one of:
WARNING: The following sections — ONLY GPIO INTERFACE [ANALOG RMR OR GPI
describe the intended use of a specific Z OR GPI BV WITH GPO Q IF DEFINED IN
function which has been validated in the SELECTED GPIO PACKAGE]
Implementations or use of this feature — BOTH GPIO AND J1939 INTERFACES
[16220] RETARDER: Downhill Speed Control
Input Enable
Answer defines the operator input that will be used to
Allison Transmission is not liable for enable any configured Downhill Speed Control via
consequences associated with Retarder responses. Set to RETARDER INTERFACE
incorrect implementation or unintended to use the configured Retarder GPI. Set to J1939
use of this feature. ERC1 RETARDER ROAD SPEED LIMIT SWITCH to
use ERC1 Retarder Road Speed Limit Switch.
B.4.18.1. OVERVIEW B.4.18.3.1. Cruise Control and Road Speed
NEW FOR THIS PUBLICATION: Limit Options
Clarified that Application Engineering
review is required. [20050] RETARDER: Cancel Retarder when
Cruise Control is Active
Answer must be set to NO to use the cruise control
Downhill Speed Control via Retarder activates and aspects of this function.
modulates the retarder to prevent the vehicle from
exceeding certain vehicle speeds. Function options [20060] RETARDER: Cancel Cruise Control upon
allow retarder modulation to be triggered when Rapid Modulation Request Increase
vehicle speed exceeds:
Answer must be set to NO to use the cruise control
— the cruise control set speed, or aspects of this function.
— the road speed limit, or [20210] RETARDER: Cruise and Road Speed
Limit Enable
— a vehicle speed learned at the moment the Answer must be ENABLED to use the cruise control
operator releases the accelerator pedal, or or road speed limit aspects of this function.
— a vehicle speed learned at the moment the [20220] RETARDER: Cruise Limit Custom Offset
operator releases the service brake pedal, or (Kph)
Answer defines the speed difference (between the
— a vehicle speed learned at the moment the cruise control set speed and the actual vehicle speed)
operator releases the RMR lever. beyond which the TCM will attempt to maintain
vehicle speed via retarder modulation.
Each trigger has its own calibratible speed offset.
[20230] RETARDER: Road Speed Limit Custom
B.4.18.2. AVAILABILITY Offset (Kph)
Downhill Speed Control via Retarder is optional in all Answer defines the speed difference (between the
3000 – 4000 Series retarder applications. Application road speed limit and the actual vehicle speed) beyond
Engineering review is required. which the TCM will attempt to maintain vehicle speed
via retarder modulation.
B.4.18.3.2. Accelerator Pedal Release Options
[18020] ON-VEHICLE PROTOCOL: CAN2 [16231] RETARDER: Accelerator Pedal Release
Parameter must be received from the CAN port set to Response Enable
SAE J1939 FULL FUNCTIONALITY. Answer must be ENABLED to trigger retarder
modulation based on accelerator pedal release.
[16232] RETARDER: Accelerator Pedal Release If ERC1 Retarder Road Speed Limit Switch is
Response Custom Offset (Kph) specified as the Downhill Speed Control via Retarder
Answer defines the speed difference (between the enable input, the vehicle system must provide the
learned vehicle speed at accelerator pedal release parameter from one of the following SAs, in order of
and the actual vehicle speed) beyond which the TCM TCM preference:
will attempt to maintain vehicle speed via retarder
modulation. 1. SA 39 (Management Computer #1)
B.4.18.3.3. Brake Pedal Release Options
[16233] RETARDER: Brake Pedal Release WARNING: The operator always has
Response Enable overall responsibility for the speed of the
Answer must be ENABLED to trigger retarder vehicle. Use of the service brakes may be
modulation based on service brake pedal release. required at times when the retarder is not
able to hold the vehicle at the desired
[16234] RETARDER: Brake Pedal Release speed.
Response Custom Offset (Kph)
Answer defines the speed difference (between the
B.4.18.5.1. Enabling Downhill Speed Control
learned vehicle speed at brake pedal release and the
via Retarder
actual vehicle speed) beyond which the TCM will
attempt to maintain vehicle speed via retarder All aspects of this function are enabled or disabled
modulation. based on the operator input specified in VEPS
question [16220] RETARDER: Downhill Speed
B.4.18.3.4. RMR Lever Release Options Control Input Enable.
[16235] RETARDER: RMR Lever Release B.4.18.5.2. Cruise Control and Road Speed
Response Enable Limit Triggers
Answer must be ENABLED to trigger retarder When the designated Downhill Speed Control via
modulation based on RMR lever release. Retarder operator enable is active and engine torque
is being limited by the cruise control system or the
[16236] RETARDER: RMR Lever Release road speed governor, the TCM automatically
Response Custom Offset (Kph) requests retarder activation when all other activation
Answer defines the speed difference (between the conditions are met and the vehicle speed has
learned vehicle speed at RMR lever release and the exceeded the associated cruise control set speed or
actual vehicle speed) beyond which the TCM will road speed limit thresholds. Retarder output is
attempt to maintain vehicle speed via retarder continuously adjusted in an attempt to maintain
modulation. vehicle speed within the configured margins.
B.4.18.4. J1939 PARAMETER AND SA USE B.4.18.5.3. Operator Control Release Triggers
When the configured operator control (accelerator
B.4.18.4.1. Required Support pedal, service brake pedal and / or RMR lever) is
Where J1939-based functions are referenced, see released and the associated vehicle speed offset is
their respective functions for parameter and SA exceeded, the TCM will modulate the retarder if all
requirements: other retarder activation criteria are met. If multiple
operator controls are enabled, the TCM will react to
To use cruise control to trigger this function, CRUISE the operator input that results in the lowest target
CONTROL, STANDARD function support is required. speed.
To use road speed limits to trigger this function, In any case, the retarder modulation associated with
ROAD SPEED LIMITING function support is required. the operator input(s) is deactivated and the learned
set speed is reset when the accelerator pedal is
To use the accelerator pedal to trigger this function, applied.
an accelerator pedal position input is required. If
accomplished via J1939, then ACCELERATOR When cruise control is active and a brief “tap” (short
PEDAL INPUT function support is required. apply and release) is applied to the service brake
pedal or RMR lever, the TCM assumes such “taps”
To use the service brake pedal to trigger this function, are intended for canceling cruise control. As such,
a service brake status input is required. If the TCM will not trigger the associated Downhill
accomplished via J1939, then SERVICE BRAKE Speed Control via Retarder responses.
STATUS INPUT function support is required.
B.4.18.5.4. Interactions with Other Retarder
Inputs
Other retarder inputs requesting additional retarder
torque will still be arbitrated and honored while any
aspect of Downhill Speed Control via Retarder is
active.
B.4.18.6. FAILURE MODES AND RESPONSES
The TCM may disable Downhill Speed Control via

Retarder if the TCM fails to receive valid data for any
of the required parameters, or the TCM detects faults
in the retarder system.
B.4.19. DOWNHILL SPEED CONTROL [22070] Cruise Control Response Custom Offset
VIA PRESELECTS (KPH)
When VEPS question 22050 = 6 [CUSTOM], this
WARNING: The following sections answer defines the speed difference (between the
describe the intended use of a specific cruise control set speed and the actual vehicle speed)
function which has been validated in the beyond which the TCM will invoke preselects to
configuration(s) described. provide additional engine braking.
which differ from that described could B.4.19.3.2. Road Speed Limit Options
serious personal injury, or loss of life. [16210] PRESELECT: Road Speed Limit
Response Enable
Allison Transmission is not liable for Answer must be ENABLED to trigger preselects
consequences associated with based on road speed limit operation.
use of this feature. [16211] PRESELECT: Road Speed Limit
B.4.19.1. OVERVIEW Answer defines the speed difference (between the
road speed limit and the actual vehicle speed) beyond
Downhill Speed Control via Preselects provides
which the TCM will invoke preselects to provide
additional vehicle braking by automatically triggering
additional engine braking.
preselect downshifts when certain vehicle speeds are
exceeded. Function options allow preselects to be B.4.19.3.3. Accelerator Pedal Release Options
triggered when vehicle speed exceeds:
[16212] PRESELECT: Accelerator Pedal Release
— the cruise control set speed, or Response Enable
— the road speed limit, or Answer must be ENABLED to trigger preselects
based on accelerator pedal release.
— a vehicle speed learned at the moment the
operator releases the accelerator pedal, or [16213] PRESELECT: Accelerator Pedal Release
— a vehicle speed learned at the moment the Answer defines the speed difference (between the
operator releases the service brake pedal, or learned vehicle speed at accelerator pedal release
and the actual vehicle speed) beyond which the TCM
— a vehicle speed learned at the moment the will invoke preselects to provide additional engine
operator releases the RMR lever. braking.
Each trigger has its own calibratible speed offset. B.4.19.3.4. Brake Pedal Release Options
B.4.19.2. AVAILABILITY [16214] PRESELECT: Brake Pedal Release

Downhill Speed Control via Preselects is optional in Response Enable
3000-4000 Series applications. Answer must be ENABLED to trigger preselects
based on service brake pedal release.
[16215] PRESELECT: Brake Pedal Release
[18010] ON-VEHICLE PROTOCOL: CAN1 Response Custom Offset (Kph)
[18020] ON-VEHICLE PROTOCOL: CAN2 Answer defines the speed difference (between the
Parameters must be received from the CAN port set learned vehicle speed at service brake pedal release
to SAE J1939 FULL FUNCTIONALITY. and the actual vehicle speed) beyond which the TCM
will invoke preselects to provide additional engine
B.4.19.3.1. Cruise Control Options braking.
[22050] PRESELECT: Cruise Control Response B.4.19.3.5. RMR Lever Release Options
Enable
Answer enables the TCM to trigger preselects based [16216] PRESELECT: RMR Lever Release
on cruise control operation. For answer 1, 2 and 3 Response Enable
[MINOR, MODERATE and AGGRESSIVE] the TCM Answer must be ENABLED to trigger preselects
determines when to invoke preselects. Answer 6 based on RMR lever release.
[CUSTOM] allows the speed offset to be customer
tailored via VEPS question 22070.
[16217] PRESELECT: RMR Lever Release When cruise control is active and a brief “tap” (short
Response Custom Offset (Kph) apply and release) is applied to the service brake
Answer defines the speed difference (between the pedal or RMR lever, the TCM assumes such “taps”
learned vehicle speed at RMR lever release and the are intended for canceling cruise control. As such,
actual vehicle speed) beyond which the TCM will the TCM will not trigger the associated preselects.
invoke preselects to provide additional engine
braking. B.4.19.5.3. Interactions with Other Preselects
Other TCM preselect inputs will still be honored while
B.4.19.4. J1939 PARAMETER AND SA USE any aspect of Downhill Speed Control via Preselects
is active. The TCM always attempts to invoke the
B.4.19.4.1. Required Support lowest preselect requested.
Where J1939-based functions are referenced, see
their respective functions for parameter and SA B.4.19.6. TCM FAILURE MODES & RESPONSES
requirements: The TCM may disable Downhill Speed Control via
Preselects if the TCM fails to receive valid data for
To use cruise control to trigger this function, CRUISE any of the required parameters, or the TCM detects
CONTROL, STANDARD function support is required. faults in the system.
To use road speed limits to trigger this function,

ROAD SPEED LIMITING function support is required.
To use the accelerator pedal to trigger this function,

an accelerator pedal position input is required. If
accomplished via J1939, then ACCELERATOR
PEDAL INPUT function support is required.
To use the service brake pedal to trigger this function,

a service brake status input is required. If
accomplished via J1939, then SERVICE BRAKE
STATUS INPUT function support is required.

Preselect downshifts increase engine speed to
improve engine braking and/or engine brake
performance during downhill operation and vehicle
deceleration.
B.4.19.5.1. Cruise Control and Road Speed

Limit Triggers
When engine torque is being limited by the cruise
control system or the road speed governor, the TCM
automatically requests preselects when all other
activation conditions are met and the vehicle speed
has exceeded the associated cruise control set speed
or road speed limit thresholds. Preselects are
continuously adjusted in an attempt to maintain
vehicle speed within the configured margins.
B.4.19.5.2. Operator Control Release Triggers

When the configured operator control (accelerator
pedal, service brake pedal and / or RMR lever) is
released and the associated vehicle speed offset is
exceeded, the TCM will invoke preselects if all other
preselect criteria are met. If multiple operator controls
are enabled, the TCM will react to the operator input
that results in the lowest target speed.
In any case, preselects associated with the operator

input(s) are deactivated and the learned set speeds
are reset when the accelerator pedal is applied.
B.4.20. DYNACTIVETM SHIFTING B.4.20.3.1. VEPS / ACCT Trims
The following trims influence DynActive operation:
describe the intended use of a specific [17705] DynActive: Maximum Converter Slip to
function which has been validated in the allow LU Apply (RPM)
configuration(s) described. Maximum Converter Slip to allow LU Apply is used to
Implementations or use of this feature lower the initial slip across the torque converter during
which differ from that described could the transition to lockup operation. This can be used to
result in damage to equipment or property, reduce noise and vibration but will increase time
serious personal injury, or loss of life. spent in converter operation and will result in
increased engine speed before exiting converter
Allison Transmission is not liable for mode.
incorrect implementation or unintended [17926] DynActive: Engine Load Used In
use of this feature. Downshift Selection
Engine Load Used In Downshift Selection allows
B.4.20.1. OVERVIEW DynActive to consider high engine percent load
indications as a request for downshift power. Default
is ENABLED. This parameter may be set to
DISABLED for engines whose EEC2 Engine Percent
 New VEPS option to configure use of
Load At Current Speed broadcast causes shift cycling
engine load information for downshift
during cruise control operation.
selection.
[17610] PRIMARY MODE: DynActive: Flat Ground
 New VEPS option to configure use of Economy Bias
engine map information for engine [17620] SECONDARY MODE: DynActive: Flat
derate detection. Ground Economy Bias
Flat Ground Economy Bias adjusts the desired
DynActive replaces traditional shift scheduling based economy when the vehicle is operating on level
on output speed and throttle with a set of equations ground. A setting of 100% provides maximum
designed to find the most fuel efficient means of economy. A setting of 0% provides maximum
implementing driver commands and specified acceleration.
performance. Although DynActive is a fuel efficiency
optimizer, many find the shift scheduling to exhibit a [17670] PRIMARY MODE: DynActive: Grade
more intuitive feel than the traditional approach. Economy Bias
[17680] SECONDARY MODE: DynActive: Grade
DynActive may be used in Primary shift schedule Economy Bias
only, Secondary shift schedule only, or both Primary Grade Economy Bias adjusts the desired economy
and Secondary shift schedules. when the vehicle is operating on grades. A setting of
100% provides maximum economy. A setting of 0%
provides maximum performance.
DynActive is optional in 1000 – 4000 Series and
standard in TC10 Series applications. [28170] J1939 RECEPTION: EC1 Engine Map
DynActive uses the Engine Map as represented by
EC1 Torque/Speed Points 1-6 to detect derated
[17690] DYNACTIVE SHIFTING engine operation. Default is ENABLED. Increased
shift cycling during engine derates may occur when
Must be set to one of the ENABLED options.
this parameter is set to DISABLED.
[11020] ENGINE MAKE AND MODEL
[28180] J1939 RECEPTION: EC1 Engine Speed At
DynActive can only be enabled for compatible High Idle Point 6
electronic engines as certified by the Allison Engine
Default is DISABLED. Must be set to ENABLED for
Integration group.
PIEK (“Quite Mode”) vehicles.
[17010] PRIMARY MODE: Shift Schedule
[17050] SECONDARY MODE: Shift Schedule
SAs marked (V) may be set to an OEM-specified
May be set to any shift schedule.
[22000] ENGINE BRAKE INTERFACE selection details.
Must not be set to DISABLED
The J1939 network is required to provide CCVS1 torque curve so this procedure only occurs on initial
Wheel-based Vehicle Speed from one of the following installation or after reprogramming.
SAs, in order of TCM preference:
After learning the torque curve, the TCM continually
1. SA 17 (Cruise Control) (V) examines vehicle operating conditions and selects
2. SA 33 (Body Controller) the most fuel efficient gear that meets the specified
3. SA 00 (Engine #1) performance requirements.
In addition, SA 00 (Engine #1) is required to provide: B.4.20.6. TCM FAILURE MODES & RESPONSES
— EEC1 Actual Engine – Percent Torque B.4.20.6.1. TCM Fails to Receive CCVS1
Wheel-Based Vehicle Speed
— EEC3 Nominal Friction – Percent Torque This parameter is used to determine the overall
driveline ratio (N/V) of the vehicle. DynActive will not
When [28180] J1939 RECEPTION: EC1 Engine
be enabled by the TCM until N/V has been calculated.
Speed At High Idle Point 6 is ENABLED, SA 00
If N/V changes during loss of CCVS1 Wheel-based
(Engine #1) is required to provide: Vehicle Speed, increased shift cycling may occur. No
DTCs are logged.
— EC1 Engine Speed At High Idle, Point 6
B.4.20.6.2. TCM Fails to Receive EC1 data
— EC1 Engine Gain (Kp) Of The Engine Endspeed
Governor Increased shift cycling may occur during engine
derates. No DTCs are logged.
B.4.20.6.3. Loss of Engine Communication
DynActive operation is further optimized when SA 00
(Engine #1) provides additional signals: If the TCM loses reception of any of the following
signals for a timeout period:
— EEC3 Estimated Engine Parasitic Losses –
Percent Torque — EEC1 Actual Engine – Percent Torque
— EEC2 Accelerator Pedal (AP) Position
— EEC1 Engine Demand – Percent Torque — EEC3 Nominal Friction – Percent Torque
— EEC1 Driver’s Demand Engine – Percent Torque …some shifts will be momentarily inhibited. A DTC
may be set and the Check Trans Indicator may be
— EEC2 Engine Percent Load at Current Speed actuated.
— EEC2 Actual Maximum Available Engine – B.4.20.7. INSTALLATION CHECKLIST:

Percent Torque DYNACTIVE SHIFTING
See Installation Checklist: Engine Management –
— CCVS1 Cruise Control Set Speed LRTP or Installation Checklist: Engine Management
– SEM
— CCVS1 Cruise Control Active
— LFE1 Engine Fuel Rate

RESTRICTIONS
B.4.20.4.1. Engine Certification

Engines must undergo an Allison certification process
to ensure compliance with the governor
characteristics in APPENDIX A, and the response &
torque accuracy requirements in APPENDIX B.

DynActive requires knowledge of the engine torque
curve for full operation. When initially installed,
DynActive will inhibit upshifts in order to learn the
engine torque curve at high speeds. Until the torque
curve is learned, Acceleration Rate Management
(ARM) will be disabled. The TCM remembers the
B.4.21. DYNAMIC SHIFT SENSING Dynamic Shift Sensing availability may depend on the
selected FuelSense® package.
describe the intended use of a specific B.4.21.3. CONFIGURATION (VEPS / ACCT)
configuration(s) described. [11020] ENGINE MAKE AND MODEL
Implementations or use of this feature DSS can only be enabled for compatible electronic
which differ from that described could engines as certified by the Allison Engine Integration
result in damage to equipment or property, group.
[11010] ENGINE COOLANT TEMPERATURE
Allison Transmission is not liable for (ECT0 SOURCE
consequences associated with Set to PRIMARY ON-VEHICLE PROTOCOL.
use of this feature. [18010] ON-VEHICLE PROTOCOL: CAN1
B.4.21.1. OVERVIEW Parameters are only supported on the CAN port set
New VEPS option to configure Dynamic [16000] DYNAMIC SHIFT SENSING
Shift Sensing scheduling mode. Must be set to ENABLED.
Dynamic Shift Sensing (DSS) allows the TCM to [17000] PRIMARY MODE: Gears
automatically select between two VEPS-specified [17030] SECONDARY MODE: Gears
shift schedules based on current vehicle operating The primary and secondary mode shift masks must
conditions; no operator interaction is necessary. be the same in order to use DSS.
DSS can be accomplished by two different means: [17020] PRIMARY MODE: Shift Speed
[17060] SECONDARY MODE: Shift Speed
1. For applications where the engine is known The primary and secondary mode shift speeds are
(through validation) to provide accurate J1939 recommended to be within 200 rpm when DSS is
torque data, VEPS will set up the TCM calibration configured.
to use J1939 information to control this function.
[14000] TORQUE CONVERTER
This logic is described in this Datalink Tech Data Must be acceptable for DSS use.
function. On Calibration Summary Reports, this
is noted as “Dynamic Shift Sensing Torque- [30390] J1939 BROADCAST: Request – EC1
Based”. May be set to DISABLED (NO REQUESTS SENT) if
EC1 is periodically broadcast; otherwise, leave set to
2. For applications where engine torque accuracy
ENABLED (MAXIMUM OF 3 REQUESTS).
has not been validated, VEPS will set up the TCM
calibration to use vehicle acceleration data to [30370] J1939 BROADCAST: Request – AETC
control this function. J1939 information is not
Default is ENABLED (MAXIMUM OF 3 REQUESTS).
used.
May be set to DISABLED (NO REQUESTS SENT) if
Within the Allison technical community this may be EC1 is used to meet function requirements.
referred to as Accel-Based Shift Scheduling (ABSS)
B.4.21.3.1. VEPS / ACCT Trims
or Accel-Based MODE Selection (ABMS). On
Calibration Summary Reports this is noted as The following trims influence DSS operation:
“Dynamic Shift Sensing Accel-Based”.
— [16010] DYNAMIC SHIFT SENSING: Availability
The following implementation requirements apply to of Economy Shift Schedule
the J1939 torque-based version of DSS.
— [16020] DYNAMIC SHIFT SENSING: Economy
B.4.21.2. AVAILABILITY Shift Schedule Designation
The J1939-based implementation is optional in 1000 — [16022] DYNAMIC SHIFT SENSING:
– 4000 Series applications, and standard in TC10 Performance Shift Schedule Override Time
applications.
— [16050] DYNAMIC SHIFT SENSING: Mode
Scheduling Capability
The following trims also influence DSS operation: [29282] J1939 SA2: EEC3 Estimated Engine
Parasitic Losses Percent Torque
— [17010] PRIMARY MODE: Shift Schedule [29283] J1939 SA3: EEC3 Estimated Engine
— [17050] SECONDARY MODE: Shift Schedule Parasitic Losses Percent Torque
[29284] J1939 SA4: EEC3 Estimated Engine
B.4.21.4. J1939 PARAMETER AND SA USE Parasitic Losses Percent Torque
SAs marked (V) may be set to an OEM-specified [29285] J1939 SA5: EEC3 Estimated Engine
value via VEPS. See AUTO-DETECTION for SA Parasitic Losses Percent Torque
selection details. The TCM will add the EEC3 Estimated Engine
Parasitic Losses – Percent Torque values received
B.4.21.4.1. Required Support from all configured source addresses. If parameter
The J1939 network is required to provide EEC2 reception from the engine is desired in combination
Accelerator Pedal Position 1 as described under with other SAs, one of the SAs must be set to 00
ACCELERATOR PEDAL INPUT. (Engine #1).
The J1939 network is required to provide CCVS1 If available, the TCM will also use the SERVICE
Wheel-based Vehicle Speed from one of the following BRAKE STATUS INPUT.
1. SA 17 (Cruise Control) (V) RESTRICTIONS
3. SA 00 (Engine #1) B.4.21.5.1. Application Engineering Review
Due to the potential impacts on vehicle drivability and
In addition, SA 00 (Engine #1) is required to provide: shift quality, Allison Application Engineering review is
required before this function may be implemented.
— EEC2 Engine Percent Load at Current Speed
— EEC1 Actual Engine – Percent Torque B.4.21.5.2. Engine Certification
— EEC3 Nominal Friction – Percent Torque
— ET1 Engine Coolant Temperature Engines must undergo an Allison certification process
— EC1 Engine Reference Torque to ensure compliance with the governor
characteristics in APPENDIX A, and the response &
— EC1 Engine Speed and Percent Torque Points (1)
(1) Data is required to be in either EC1 Mode 1 or
Mode 2 format. Regardless, Point 2 must contain
valid engine speed and torque data. DSS is enabled after the TCM determines the vehicle
driveline ratio (N/V) and peak engine torque.
B.4.21.4.2. Required Reception Support
SA 00 (Engine #1) is required to respond to Global After initialization, the TCM continually examines
vehicle operating conditions, determines vehicle load,
Request (V) messages from SA 03 (Transmission #1)
and selects an appropriate shift schedule based on
used to obtain EC1.
these values and calibration settings.
The TCM will always revert to the performance shift
DSS operation is further optimized when EEC3 schedule if any of the following are true:
Estimated Engine Parasitic Losses – Percent Torque
and / or PGN 64912 – Advertised Engine Torque — the transfer case is placed in low (if so equipped),
Curve are provided. — engine de-rate conditions are detected,
— the TCM loses engine torque data reception, or
In contrast to other J1939 parameters, EEC3 — the TCM is recalibrated
can be provided from up to 5 source addresses as The operator can override Dynamic Shift Sensing by
configured via VEPS. selecting secondary mode through a defined TCM
input (Secondary Mode Input function). The
[29281] J1939 SA1: EEC3 Estimated Engine transmission will then only operate in the shift
Parasitic Losses Percent Torque schedule defined by [17050] SECONDARY MODE:
If set to 254 (Default) then EEC3 Estimated Engine Shift Schedule. DSS logic resumes when the
Parasitic Losses – Percent Torque will only be used secondary mode input is deactivated.
from SA 00 (Engine #1) when a compatible engine is
configured. When [16022] DYNAMIC SHIFT SENSING:
Performance Shift Schedule Override Time is set
via VEPS / ACCT, operator overrides of DSS are
restricted to the specified period of time.
See the SECONDARY MODE INDICATOR function

for details on how it is impacted by DSS operation.
B.4.21.7.1. TCM Fails to Receive CCVS1

Wheel-Based Vehicle Speed
This parameter is used to determine the overall
driveline ratio (N/V) of the vehicle. DSS will not be
enabled by the TCM until N/V has been calculated.
B.4.21.7.2. TCM Fails to Receive torque data

The TCM will revert to the primary shift schedule if it
fails to receive EEC1 Actual Engine – Percent Torque
or EEC3 Nominal Friction – Percent Torque. DSS will
be disabled until the next drive cycle. No DTCs are
logged.
B.4.21.7.3. Transmission component failures

DSS will be disabled if an output shaft speed sensor
failure is detected. No DSS-specific DTCs are
logged; however there are DTCs logged relative to
the specific component issues.
B.4.21.8. INSTALLATION CHECKLIST: DSS

At this time, the installation checklist consists solely
of confirmation that the necessary messages and
parameters are supported as stated, and that all
questions under CONFIGURATION have acceptable
answers.
B.4.22. ELECTRONIC BRAKING [30310] J1939 BROADCAST: ETC8 Transmission
SYSTEMS (EBS) Torque Converter Ratio
Set to ENABLED if used by the EBS system.
describe the intended use of a specific B.4.22.4. J1939 PARAMETER AND SA USE
function which has been validated in the Parameters marked (V) can be enabled or disabled
configuration(s) described. via VEPS.
which differ from that described could B.4.22.4.1. Optional Support
result in damage to equipment or property, In addition to items under RETARDER CONTROL,
serious personal injury, or loss of life. the TCM also broadcasts ETC8 Transmission Torque
Converter Ratio (V) from SA 16 (Retarder – Driveline).
Allison Transmission is not liable for This parameter may be used at the vehicle OEM’s
consequences associated with discretion.
use of this feature. B.4.22.5. OTHER REQUIREMENTS AND
RESTRICTIONS
B.4.22.1. OVERVIEW Allison Application Engineering review is required
Electronic braking or “brake-by-wire” systems prior to integrating this function with an Allison
typically blend foundation brakes, engine brakes, and transmission.
driveline retarding to provide an optimal brake
combination to slow or stop a vehicle.
B.4.22.6.1. Speed Sensor Failures
Due to the high level of electronic integration
associated with this function, Allison Application If an engine speed or turbine speed sensor error
Engineering review is required. occurs, Transmission Torque Converter Ratio will
indicate Error with the value $FEFF.
Most information provided by the 3000/4000 Series
TCM and the requirements necessary to control the B.4.22.6.2. Retarder Pressure Sensor Failure
retarder via J1939 are covered under the function Enabling use of the retarder pressure sensor also
RETARDER CONTROL. enables its diagnostics. If the sensor fails, ERC1
Actual Retarder – Percent Torque accuracy cannot
For EBS systems requiring a higher degree of Actual be held to the levels required; as a result, the
Retarder – Percent Torque broadcast accuracy, an parameter will indicate 254 (Error), and a DTC is set.
optional retarder pressure sensor is available which “Check Trans” is not indicated.
provides TCM feedback during retarder operation.
– 4000 Series applications, pending Allison
Application Engineering review.

[20040] RETARDER: Use Pressure Sensor for

EBS
Default is NO; only enable if the sensor is installed.
YES enables processing and diagnostics for the
retarder pressure feedback sensor, which allows for
higher accuracy ERC1 Actual Retarder – Percent
Torque broadcast.
B.4.23. EMISSION CONTROL SYSTEMS altering the engine’s speed, torque production,
(DPF / SCR) pumping efficiency and / or fueling strategy.
WARNING: The following sections If deemed as such during Allison engine integration
testing, DPF systems which significantly impact
engine speed or torque production are required to
support this function.
Implementations or use of this feature B.4.23.1.2. SCR Systems
result in damage to equipment or property, Selective Catalyst Reduction systems reduce NOx
serious personal injury, or loss of life. emissions through a combination of catalyst and urea
injection. The urea solution is sometimes referred to
Allison Transmission is not liable for as Diesel Exhaust Fluid (DEF).
incorrect implementation or unintended While SCR systems do not “regenerate” in order to
use of this feature. clean themselves, exhaust temperatures are often
manipulated (e.g. cold start situations) to keep the
catalyst at peak efficiency. SCR systems also
B.4.23.1. OVERVIEW typically impose engine operation restrictions when
To meet heavy-duty emission requirements, many faced with low or empty urea tanks. Both scenarios
engines utilize Diesel Particulate Filter (DPF) and / or may impact transmission operation.
Selective Catalyst Reduction (SCR) systems.
The actual emission device operation is often of no The J1939-based implementation is standard in all
significance to the TCM; however, if engine operation 1000 – 4000 Series and TC10 applications. Support
is modified to assist the emission device, the of this function is required if deemed necessary by the
transmission may be impacted. Areas of concern Allison Engine Integration group.
include changes in:
… Engine idle speed,
… Engine torque output (including those caused by [18020] ON-VEHICLE PROTOCOL: CAN2
manipulating engine pumping losses, e.g. variable- Parameters are only supported on the CAN port set
geometry turbocharger manipulation), or to SAE J1939 FULL FUNCTIONALITY.
… Engine torque or speed de-rates. [28080] J1939 RECEPTION: DPFC1
Aftertreatment Diesel Particulate Filter Active
To determine if the TCM needs to be made aware of
changes in engine operation, engine OEMs are Default is ENABLED, RESPOND ONLY TO ACTIVE
required to discuss their operation strategies with STATE. Answers ENABLED, RESPOND ONLY TO
Allison Application Engineering. IMMINENT STATE and ENABLED, RESPOND TO
EITHER ACTIVE OR IMMINENT STATES should
Emission control system interfaces cannot be only be chosen if deemed necessary by the Allison
accomplished via GPI wiring; as such, systems which Engine Integration group.
significantly impact engine operation are required to
support this function via J1939. [28050] J1939 RECEPTION: EEC2 DPF Thermal
Management Active
B.4.23.1.1. DPF Systems Must be set to ENABLED if deemed necessary by the
During DPF regeneration, exhaust temperatures are Allison Engine Integration group.
increased to remove particulate deposits from the
filter substrate. This regeneration can be: [28060] J1939 RECEPTION: EEC2 SCR Thermal
Management Active
… Passive, where adequate exhaust temperatures Must be set to ENABLED if deemed necessary by the
are achieved through normal engine load and Allison Engine Integration group.
vehicle operation.
[30390] J1939 BROADCAST: Request – EC1
… Active, where DPF control systems manipulate Default answer is ENABLED (MAXIMUM OF 3
vehicle components to achieve desired exhaust REQUESTS). May be set to DISABLED (NO
temperatures. These may include introduction of REQUESTS SENT) if EC1 is periodically broadcast
additional air or fuel to the catalyst (dosing) or or EC1 is not needed to meet function requirements.
[30180] J1939 BROADCAST: ETC2 Transmission If Engine Idle Speed is Manipulated to Assist the
Current Gear Emission Control System
[30220] J1939 BROADCAST: ETC2 Transmission Emission control systems which manipulate engine
Selected Gear idle speed are required to update and provide EC1
Options can an only be set to DISABLED if the vehicle Engine Speed at Idle, Point 1 from SA 00 (Engine #1),
or engine OEM verifies the given parameter is not AND either:
necessary for emission control system operation, or if
GPO S – NEUTRAL INDICATOR FOR PTO is used Receive and utilize both ETC2 Transmission
to determine the transmission is in a non-Neutral Selected Gear (V) and ETC2 Transmission Current
state. Gear (V) as broadcast from SA 03 (Transmission #1).
B.4.23.4. J1939 PARAMETER AND SA USE OR

Parameters may be enabled or disabled and SAs Connect and use GPO S (NEUTRAL INDICATOR
may be set to an OEM-specified value. See AUTO- FOR PTO) for non-Neutral range detection.
DETECTION for SA selection details.
If the Emission Control System De-Rates the
B.4.23.4.1. Required Support Engine
Emission control systems which de-rate the engine
Unless specified, the following requirements apply to
based on low urea reserves or DPF regeneration are
both DPF and SCR systems.
required to update and provide the speed & torque
If Engine Pumping Losses are Modified to points of EC1 Engine Configuration and broadcast it
Manipulate Exhaust Temperatures from SA 00 (Engine #1).
If an Allison Engine Integrator deems it necessary, Global Request (V) broadcasts for EC1 are sent at the
engines that manipulate exhaust temperature via beginning of each key switch cycle, and must be
engine pumping losses (e.g. variable-geometry supported if EC1 is not broadcast on a regular basis.
turbochargers) are required to include the pumping The requests cease upon EC1 reception or after a
losses in EEC3 Nominal Friction – Percent Torque total of 3 Requests have been sent.
per its SAE definition.
The TCM does not receive or utilize the EEC2 NOTE: EEC2 DPF Thermal Management
Pumping Losses – Percent Torque parameter. Active and EEC2 SCR Thermal
Management Active are the preferred
If Other Engine Operation is Modified to parameters for indicating that engine
Manipulate Exhaust Temperatures operation has been modified for an
If an Allison Engine Integrator deems it necessary, emission control device such that it may
engines that modify their behavior to elevate or impact transmission operation.
maintain exhaust temperature may be required to
support one or more of the following parameters: Some EPA 2007 engines used DPFC1
Aftertreatment Diesel Particulate Filter
EEC2 DPF Thermal Management Active (V) from SA Active for this purpose; its reception is
00 (Engine #1) (V), retained for backwards compatibility
purposes.
AND / OR
Per SAE J1939 committee clarification in
EEC2 SCR Thermal Management Active (V) from SA 2008, the DPFC1 parameter should only
00 (Engine #1) (V), relate to DPF “dosing” (adding fuel or air to
the catalyst) not the modification of engine
AND / OR operation. As such, this parameter is no
longer of interest to the TCM.
DPFC1 Aftertreatment Diesel Particulate Filter Active
(V) from one of the following SAs, in order of TCM
preference:
RESTRICTIONS
1. SA 61 (Exhaust Emission Controller) (V)
B.4.23.5.1. Engine Management Function
Engines utilizing ENGINE MANAGEMENT – SEM
Per SAE, broadcast rate should be 1 s and on change are required to meet all SEM requirements regardless
of state, but no faster than every 100 ms. of emission control device operating state (e.g. DPF
regeneration, SCR warm up, etc.). This includes all
torque accuracy requirements and maintaining the automatically initiated active regeneration
ability to accept TSC1 torque limits. imminent)
B.4.23.5.2. Split Shaft PTO Applications …the TCM makes adjustments to clutch control and
Allison realizes that some emission control systems does not adapt shifts.
may monitor ETC1 Transmission Output Shaft Speed
as an enabler for stationary regeneration. DPF B.4.23.7. REQUIRED ENGINE OPERATION
systems and vehicle OEMs need to be aware that To ensure compatibility, the TCM must be aware of
Transmission Output Shaft Speed is exactly that, and instances where engine operation is modified to
in some applications does not necessarily reflect assist an emissions control device. These include:
vehicle movement, e.g. in split-shaft PTO
applications. 1. Processes which impact engine idle speed, and
If a DPF system were to incorrectly initiate a non- 2. Processes which impact engine torque output
stationary regeneration while a vehicle is stationary, while the transmission is in gear and the vehicle
the potential for issues exists, including: is moving.
— Excessive exhaust or tailpipe temperatures, and B.4.23.7.1. Engine Idle Speed Modified to
Assist Emission Control Device
— Engine torque and / or speed control anomalies, If DPF regeneration or catalyst warm-up impacts the
which can be critical in applications such as fire idle speed of the engine, EC1 Engine Speed at Idle,
truck pumping units. Point 1 is required to be updated as specified in the
SAE parameter definition.
WARNING: Emission Control Systems and
Inhibiting Stationary Regeneration or SCR Warm-
vehicle OEMs must consider that Up When Transmission Is In Gear
Transmission Output Shaft Speed does not
directly correlate with vehicle motion in Per standard Allison Transmission Specifications,
some applications. DPF Systems must use Allison products have the following maximum idle
additional inputs to determine if stationary speed limitations when in a non-Neutral range:
or non-stationary regeneration activity
— 820 rpm on 1000/2000 Series applications
should take place.
— 800 rpm on 3000/4000 Series and TC10
B.4.23.6. NORMAL TCM OPERATION applications
B.4.23.6.1. EC1 Reflects A New Idle Speed Emission control systems must not violate these
The TCM makes adjustments to 2-1 closed throttle requirements. As such, emission control systems are
downshifts, and does not adapt certain shifts. required to prevent initiation of any stationary DPF
regenerations or SCR warm-up modes involving
B.4.23.6.2. EC1 Reflects an Engine De-Rate engine idle speeds at or above these limits while the
Condition transmission is in gear, as indicated by any of the
The TCM makes adjustments to its shift scheduling following:
and adaptive clutch control logic.
ETC2 Transmission Selected Gear OR ETC2
B.4.23.6.3. Engine Operation Has Been Transmission Current Gear indicate a range other
Modified to Assist an Emission than Park (byte value 251) or Neutral (byte value 0),
Control Device
OR
If any inputs indicate engine operation has been
modified to assist an emission control device: GPO S (NEUTRAL INDICATOR FOR PTO) indicates
the transmission is in a non-Neutral range.
— EEC2 DPF Thermal Management Active = 01b
(DPF Thermal Management is active), or Exiting Stationary Regeneration or SCR Warm-
Up: Transmission Transitions Out Of Neutral
— EEC2 SCR Thermal Management Active = 01b
(SCR Thermal Management is active), or If, during stationary DPF regeneration or SCR warm-
up, engine speed is above:
— DPFC1 Aftertreatment Diesel Particulate Filter
Active = 01b (Active) or, depending on TCM — 1000 rpm on 1000/2000 Series applications, or
configuration, 10b (Regeneration needed –
— 900 rpm on 3000/4000 Series and TC10
applications,
…any attempts by the operator to shift into range will B.4.23.7.3. Engine Torque De-rate Operation
be inhibited by the TCM. To shift into range, the Emission control systems may de-rate the engine
operator must manually cancel the regeneration during failure modes or low urea levels in order to get
cycle, and physically re-select the desired range. the operator’s attention and urge the operator to take
action.
Emission control systems may choose to aid this
scenario by automatically canceling stationary DPF If any de-rate is imposed that reduces the engine
regeneration or SCR warm-up when either: torque curve by 10% or more, the engine is required
to update the Engine Configuration torque curve
— ETC2 Transmission Selected Gear reflects a range
values as specified in J1939-71.
other than Park (byte value 251) or Neutral (byte
value 0), or As with applications without DPF or SCR systems,
EEC2 Engine Percent Load at Current Speed
— GPO S (NEUTRAL INDICATOR FOR PTO)
calculation during de-rates should be based on the
indicates the transmission is in a non-Neutral
ratio of current de-rated indicated torque relative to
range.
the nominal non-derated indicated torque curve.
As long as engine speed falls below the
B.4.23.8. FAILURE MODES & RESPONSES
aforementioned values within 1.5 seconds of range
selection (3 seconds for NIPTO), the TCM will engage B.4.23.8.1. Emission Control System Fails To
the requested range. If engine speed does not meet Notify TCM Of Modified Engine
these rpm and time criteria, the shift will be inhibited Operation
and the operator will have to physically re-select the
Shift quality and adaptive shift stability may suffer if
desired range.
the TCM is not notified when engine operation is
B.4.23.7.2. Engine Operation Modified To modified to assist an emission control device (while
Assist Emission Control Device the transmission is in gear and the vehicle is moving),
While Transmission Is In Gear and or the data lags behind the actual events.
Vehicle Is Moving
This includes errors or delays in the data contained in
If engine operation (torque production) is modified to
one or more of the following parameters:
assist the emissions control system while the
transmission is in range (i.e. ETC2 Transmission — DPFC1 Aftertreatment Diesel Particulate Filter
Selected Gear, ETC2 Transmission Current Gear OR Active
GPO S indicate the transmission is in a range other
than other than Park or Neutral): — EEC2 DPF Thermal Management Active
1. The engine is required to maintain gross torque — EEC2 SCR Thermal Management Active
output for the given accelerator pedal position
and engine speed such that these values are B.4.23.8.2. Modified Pumping Losses Not
within 7% of those seen when DPF active Reflected in EEC3 Nominal Friction
regeneration / SCR warm-up is not occurring. – Percent Torque
Failure to indicate intentional changes to engine
2. If deemed necessary by the Allison Engine pumping losses in EEC3 Nominal Friction – Percent
Integration group: Torque will result in poor shift quality.
— DPFC1 Aftertreatment Diesel Particulate Filter B.4.23.8.3. Emission Control System Fails to
Active is required to indicate 01b (Active) OR React to ETC2 Transmission
10b (Regeneration needed), and / or Selected Gear
— EEC2 DPF Thermal Management Active is If an emission control system does not recognize
required to indicate 01b (Active), and / or ETC2 Transmission Selected Gear and the
parameter values indicating the vehicle operator’s
— EEC2 SCR Thermal Management Active is desire to shift the transmission into range, the
required to indicate 01b (Active). operator may have to manually cancel regeneration
before selecting a range and moving the vehicle.
B.4.23.8.4. Engine Fails To Set EC1 Idle Speed

Correctly
Failure to update EC1 Engine Speed at Idle, Point 1
correctly may result in adaptive de-calibration and
poor shift quality of 2-1 closed throttle downshifts.
B.4.23.8.5. Emission Control System Fails To
Inhibit Increased Idle Speed While
Transmission Is In Range
If engine idle speed is increased above Allison limits
with the transmission in gear, transmission and
converter heat loading increase and transmission
components may be damaged.
WARNING: Significantly high engine

speeds may over-power the vehicle service
or park brake and result in unintended
vehicle movement.
B.4.23.8.6. Engine Fails To Broadcast De-

Rated Engine Torque in EC1
Failure to update the EC1 torque curve correctly
during de-rates of 10% or more may result in poor
shift quality, hanging shifts, reduced vehicle
operation, and transmission adaptive de-calibration.

EMISSION CONTROL SYSTEMS (DPF /
SCR)

 Are parameters which indicate modified engine

operation broadcast from acceptable SAs?
 If Aftertreatment Diesel Particulate Filter Active is

used: When the parameter transitions from
“inactive” to “active” or “regeneration needed”, is
DPFC1 broadcast immediately (I.E. doesn’t wait
for next 1 second broadcast to come along)?
 If idle speed changes during DPF regeneration

and/or SCR warm-up, is the speed change
reflected in EC1 Engine Speed at Idle, Point 1?
 Is stationary DPF regeneration and / or SCR

warm-up prohibited if ETC2 Transmission
Selected Gear, ETC2 Transmission Current
Gear, or GPO S – NEUTRAL INDICATOR FOR
PTO do not indicate Park or Neutral?
 If the emission control system may de-rate the

engine, is EC1 broadcast from SA 00, and does
it properly reflect de-rate conditions?
B.4.24. ENGINE BRAKE INTERFACE [26030] LOCKUP INDICATOR
Set to BOTH GPO K AND J1939 PARAMETER or
WARNING: The following sections ONLY J1939 ETC1 TRANSMISSION TORQUE
describe the intended use of a specific CONVERTER LOCKUP ENGAGED to enable the
function which has been validated in the J1939 parameter broadcast.
Implementations or use of this feature [28040] J1939 RECEPTION: EBC1 Engine
which differ from that described could Retarder Selection
result in damage to equipment or property, Set to ENABLED if parameter used to meet function
serious personal injury, or loss of life. requirements.
Allison Transmission is not liable for [28120] J1939 RECEPTION: ERC1 Retarder
consequences associated with Enable – Brake Assist Switch
incorrect implementation or unintended Should only be switched to ENABLED if parameter
use of this feature. used to meet function requirements.
B.4.24.1. OVERVIEW [30400] J1939 BROADCAST: Request – RC

If an engine brake is incorporated in an installation, May be set to DISABLED (NO REQUESTS SENT) if
TCM knowledge of brake operation is required, and the RC message is not supported, not required, or is
the transmission operating state must also be periodically broadcast; otherwise leave set to
considered by the logic that determines when brake ENABLED (MAXIMUM OF 3 REQUESTS).
operation is allowed.
GPIO-based versions of this function use GPI H or I The following trims influence transmission operation
(ENGINE BRAKE AND PRESELECT REQUEST) to when engine brakes are active:
sense operator desire for engine braking, and GPO A
(ENGINE BRAKE ENABLE OUTPUT) to indicate — [22020] ENGINE BRAKE: Preselect Range
TCM consent for braking. GPIO implementations are — [22030] ENGINE BRAKE: Alternate Preselect
covered in Allison 5th Generation Controls Installation Range
Manual Section E: “Using Input / Output (I/O)
Functions, Packages, & Groups”. For details on operational impacts, see Allison
Controls Installation Manual section A-2: Shift
The J1939-based version of this function substitutes Calibration Familiarization.
J1939 data for the GPIOs.
The J1939-based implementation can support up to The Allison engine brake interface consists of up to
two engine brakes in a given application; e.g. a three components:
compression brake and an exhaust brake. The TCM
monitors both engine brakes and makes decisions — Exchange of basic torque and lockup data
based on the composite braking force being — An indication of operator desire for engine braking
generated. — Engine brake control via TCM TSC1 messages
B.4.24.2. AVAILABILITY Message and parameter support requirements vary

The J1939-based implementation is standard in all versus transmission family, as not all families require
1000 – 4000 Series and TC10 applications. TC10 support for all three components:
applications equipped with engine brakes are
required to use the J1939 interface. Indication Engine
Allison of Engine Brake
Product Basic Braking TSC1
[18010] ON-VEHICLE PROTOCOL: CAN1 Family Interface Desire Control
1000/2000 REQ’D REQ’D Optional
Parameters must be provided on the CAN port set to
3000/4000 REQ’D Optional NA
TC10 REQ’D REQ’D REQ’D
[22000] ENGINE BRAKE INTERFACE
Set to PRIMARY ON-VEHICLE PROTOCOL to Items marked (V) can be modified via VEPS.
enable TCM reception of the associated J1939 Parameters may be enabled or disabled and SAs
parameters. This answer is required for TC10 engine may be set to an OEM-specified value. See AUTO-
brake applications. DETECTION for SA selection details.
While engine brake control may involve more than If both parameters are enabled and received, the
one on-board controller, the system that exchanges TCM will use EBC1 Engine Retarder Selection data.
information and activates the engine brake is
hereafter referred to as the “engine brake controller”. NOTE: SAE J1939 is clear that ERC1
Retarder Enable – Brake Assist Switch
B.4.24.4.1. Basic Interface Support – Required
should not be used to indicate desire for
for All Applications
engine braking. Reception has been
The engine brake controller is required to provide retained for legacy applications, but is now
ERC1 Actual Retarder – Percent Torque from up to defaulted off and must be enabled via
two of the following SAs: VEPS if it is to be used.
1. SA 41 (Retarder, Exhaust, Engine #1) New engine brake implementations should
2. SA 15 (Retarder, Engine) support EBC1 Engine Retarder Selection.
3. SA 00 (Engine #1) (1000 – 4000 Series ONLY)
AND B.4.24.4.3. TSC1 Control Support (Optional for

1000/2000 Series Applications,
Receive ETC1 Transmission Torque Converter Required for TC10 Applications)
Lockup Engaged from SA 03 (Transmission #1). TC10 applications require the ability to control engine
brake operation. As a result, engine brakes in these
NOTE: SA 00 is strongly discouraged as a applications are required to provide RC Retarder
source for the ERC1 broadcast: Reference Torque and respond to TSC1 torque
commands from SA 03 (Transmission #1).
 Per SAE J1939, the ERC1 SAs should
reflect engine brake type. To obtain RC Retarder Reference Torque, global
Request (V) broadcasts for PGN 65249 (RC) are sent
 SA 00 does not allow brake control via at the beginning of each key switch cycle. Requests
TSC1 messages, as the ECM cannot cease upon PGN reception or after a total of 3
distinguish TSC1s intended for the requests have been sent.
brake vs. those intended for the engine.
While not required, 1000/2000 Series applications
Allison plans to cease support of SA 00 for benefit from TSC1 support, as it allows the TCM to
engine brake use in a future release. interrupt engine braking during shifts if excessive
clutch temperatures occur. A default value is
assumed if RC Retarder Reference Torque is not
B.4.24.4.2. Indication of Engine Braking Desire supported.
(Required for 1000/2000 Series and
TC10 Applications) To minimize bus loading, TSC1 commands are only
1000/2000 Series and TC10 applications require an sent to brake SAs detected on the J1939 network.
indication of operator desire for engine braking. This
indication is optional for 3000/4000 Series B.4.24.5. OTHER REQUIREMENTS /
applications. The preferred source is EBC1 Engine RESTRICTIONS
Retarder Selection (V) from one of the following SAs,
NOTE: The engine brake interface to the
TCM must be either fully GPIO-based or
1. SA 49 (Cab Controller) (V) fully J1939-based. Mixing use of GPIO and
2. SA 23 (Instrument Cluster #1) J1939 signals is not allowed.
3. SA 33 (Body Controller),
NOTE: Regardless of engine brake type
If EBC1 Engine Retarder Selection is not supported, (compression, exhaust) or combinations
ERC1 Retarder Enable – Brake Assist Switch (V) installed, maximum engine braking must
reception may be enabled via VEPS in 1000/2000 not exceed the engine brake rating for the
Series and TC10 applications. This signal is not transmission model in use.
supported in 3000/4000 Series applications. When
enabled, it will be received from one of the following
1. SA 15 (Retarder, Engine)
2. SA 41 (Retarder, Exhaust, Engine #1)
B.4.24.6. DRIVER INTERFACE B.4.24.8. NORMAL J1939 OPERATION
B.4.24.6.1. Required Support – Engine Brake Activation

Communication Failure Indication
1. The operator turns on the engine brake switch,
NOTE: Indication is only required if an OEM indicating a desire for engine braking. (This
opts to allow on-going engine brake switch may be wired directly to the engine brake
operation while communication problems controller, or to another controller that forwards
exist between the engine brake controller the request via J1939 to the engine brake
and TCM. See OPTION 2 under FAILURE controller.)
MODES AND REQUIRED RESPONSES:
ENGINE BRAKE CONTROLLER. 2. [1000/2000 Series and TC10 only]: The TCM
detects operator desire for engine braking when
Physical implementation of this Communication EBC1 Engine Retarder Selection > 0% or ERC1
Failure indication is left to the discretion of the vehicle Retarder Enable – Brake Assist Switch = 01b.
OEM. Acceptable examples include a lamp or text
display with phrasing such as “Vehicle Electrical [3000/4000 Series only]: The TCM detects
Fault” or “Vehicle Electronic Fault”. No specific operator desire for engine braking when EBC1
wording is defined, as Allison realizes vehicle OEMs Engine Retarder Selection > 0%.
may already have a method to communicate such
problems to the operator. 3. [1000/2000 Series only]: If the torque converter
is not in lockup, the TCM attempts a downshift to
Check Trans Indicator actuation is not an acceptable increase engine speed (and therefore pump
means of representing a communication problem. If speed) to obtain enough flow for lockup clutch
only the Check Trans Indicator is active, service engagement.
problem, when in fact it is most likely a vehicle 4. If operator desire for engine braking is detected
network or wiring issue. and the converter lockup clutch is engaged, the
TCM utilizes engine brake shift points and (if
B.4.24.7. REFERENCE INFORMATION: GPIO configured) invokes an engine brake preselect.
VS. J1939 IMPLEMENTATION
5. The engine brake controller enables the brake
While both implementations function similarly from an
after verifying Transmission Torque Converter
operator perspective, the TCM role is significantly
Lockup Engaged indicates 01b (Torque converter
different. This section is intended to help OEMs
lockup engaged), and other vehicle inputs are
understand these differences in the event other
acceptable.
vehicle systems are tied into the engine brake
actuation circuit. 6. The engine brake controller indicates engine
brake activity via the ERC1 Actual Retarder –
GPIO Implementation (GPI H or I , plus GPO A)
Percent Torque broadcast.
— The TCM gives consent to engine brake operation
7. If not already active from step 4, the TCM utilizes
via GPO A, based on internal criteria (accelerator
engine brake shift points and invokes an engine
position, torque converter lockup status, etc.).
brake preselect (if configured) when it detects
— The TCM invokes engine brake preselects when its engine brake activity.
braking criteria are met and GPO A is active.
Engine Brake Deactivation
J1939 Implementation The engine brake controller is required to deactivate
the engine brake when Transmission Torque
— The TCM does not give consent to engine brake Converter Lockup Engaged = 00b (Torque converter
operation; it monitors J1939 data to decide when to lockup is not engaged).
activate its engine brake responses. The TCM
invokes engine brake preselects only after it B.4.24.9. IMPLEMENTATION ERRORS AND
detects engine brake operation. IMPACTS
— The engine brake controller must monitor ETC1 B.4.24.9.1. Engine Brake Controller Fails to
Transmission Torque Converter Lockup Engaged utilize Transmission Torque
and other vehicle inputs and decide when engine Converter Lockup Engaged
braking is acceptable. If the engine brake controller does not consider
Transmission Torque Converter Lock Engaged in its
activation logic, the engine brake may operate while
lockup is disengaged. Engine braking will be less preselects will not occur, clutches may wear
effective, and excessive transmission heat will be prematurely, and shifts will adapt incorrectly. No
generated. No DTCs are logged. DTCs are logged.
B.4.24.9.2. Multi-Level Engine Brake Controller B.4.24.10.4. Engine Brake Fails to Respond to
Indicates Incorrect Braking Level TSC1 Control (TC10 Only)
Most engine compression brakes are capable of If the engine brake fails to respond to TCM requests
operating at multiple levels, e.g. “Low / High” or “Low for deactivation, no DTCs are set. However, 6-5
/ Medium / High”. Each level has a retarder curve downshift quality will suffer.
associated with it.
B.4.24.11. FAILURE MODES AND REQUIRED
If the ERC1 Actual Retarder – Percent Torque RESPONSES: ENGINE BRAKE
broadcast value is incorrectly based on the same CONTROLLER
curve for different engine braking levels, TCM The following failure may occur in service:
adaptive clutch control cannot function properly. This
will cause excessively harsh or soft shifts when B.4.24.11.1. Loss of Transmission Torque
switching between different engine brake levels. No Converter Lockup Engaged
DTCs are logged. Reception
Fault logging, diagnostics and troubleshooting related
B.4.24.9.3. Engine Brake Controller Falsely to the loss of Transmission Torque Converter Lockup
Indicates Active Braking Engaged reception are the responsibility of the
If: vehicle OEM and the engine brake controller.
— ERC1 Actual Retarder – Percent Torque indicates The engine brake controller is required to take action
active braking when the brake isn’t active (or if ETC1 Transmission Torque Converter Lockup
perhaps not even installed), or Engaged indicates 10b (Error), 11b (Not Available),
or reception is lost. There are two response options:
— The operator input indicates a desire for engine
braking, Option 1: Disable Engine Brake Operation
If there is no means to convey a communication
…the transmission will operate continuously in
problem to the operator, the engine brake controller
preselect mode when the accelerator pedal input is
is required to disable engine braking during the
near zero. Shifts will adapt incorrectly, causing
communication failure. This prevents possible engine
premature clutch wear when the brake actually
brake operation while lockup is disengaged.
becomes active. No DTCs are logged.
Option 2: Alert the Operator and Continue to
B.4.24.10. FAILURE MODES AND RESPONSES:
Allow Engine Brake Operation
TCM
If the vehicle OEM wishes to allow engine braking
The following failures may occur in service:
despite a communication failure with the TCM, the
B.4.24.10.1. TCM Fails to Receive J1939 engine brake controller or vehicle system is required
Operator Input (1000/2000 Only) to alert the operator of the communication failure.
The intent is to discourage engine brake operation on
If the TCM does not detect operator desire for engine
a regular basis when the engine brake controller is
braking prior to activation, engine brake preselects
unaware of lockup status. See DRIVER INTERFACE
will not be invoked and engine braking will be less
for the indication requirements.
effective. If an engine brake preselect is already
The Communication Failure indication may only be
active when the operator input is lost, it will remain deactivated when reception of valid Transmission
active until ERC1 Actual Retarder – Percent Torque Torque Converter Lockup Engaged data returns.
indicates the brake is not active.
B.4.24.10.2. TCM Fails to Receive J1939

Operator Input (TC10 Only)
If the TCM does not detect operator desire for engine
braking, engine brake preselects will not be invoked
and engine braking will be less effective.
B.4.24.10.3. TCM Fails to Receive ERC1 Actual

Retarder – Percent Torque
If the TCM loses Actual Retarder – Percent Torque
reception during engine braking, engine brake
B.4.25. ENGINE MANAGEMENT – [18010] ON-VEHICLE PROTOCOL: CAN1
ACCELERATION RATE [18020] ON-VEHICLE PROTOCOL: CAN2
MANAGEMENT (ARM) Parameters are only exchanged on the CAN port set
[12000] ACCELERATION RATE MANAGEMENT
function which has been validated in the Set to ENABLED to use the function.
[12010] ACCELERATION RATE MANAGEMENT:
Level of Acceleration Level
result in damage to equipment or property, Sets the desired acceleration profile.
Allison Transmission is not liable for SAs marked (V) may be set to an OEM-specified
consequences associated with value via VEPS. See AUTO-DETECTION for SA
incorrect implementation or unintended selection details.
B.4.25.1. OVERVIEW The J1939 network is required to provide EEC2
Accelerator Pedal Position 1 as described under
Acceleration Rate Management (ARM) is an Engine
ACCELERATOR PEDAL INPUT.
Management function where the TCM manages
engine torque to limit vehicle acceleration to a The J1939 network is required to provide CCVS1
calibrated profile. This function may be used to Wheel-based Vehicle Speed from one of the following
improve fuel efficiency, reduce tire wear, or reduce SAs, in order of TCM preference:
overall acceleration aggressiveness.
ARM can only be accomplished via J1939 datalink; 2. SA 33 (Body Controller)
there is no equivalent GPI function. 3. SA 00 (Engine #1)
NOTE: Do not confuse ARM with VEHICLE SA 00 (Engine #1) is required to broadcast:
ACCELERATION RATE LIMITING, where
the engine controller restricts vehicle — EEC2 Engine Percent Load at Current Speed
acceleration by its own internal logic.
— EEC1 Actual Engine – Percent Torque
B.4.25.2. AVAILABILITY — EC1 Engine Reference Torque
ARM can only be enabled in 1000 – 4000 Series and
TC10 applications when used with a compatible — EC1 Engine Speed and Percent Torque Points (1)
ENGINE MAKE AND MODEL as validated by the
Allison Engine Integration group. — EEC3 Nominal Friction – Percent Torque
Acceleration Rate Management availability may

depend on the selected FuelSense® package. Mode 2 format. Regardless, Point 2 must contain
valid engine speed and torque data.
Allison Application Engineering review is required
prior to implementing this function. B.4.25.4.2. Required Reception Support
SA 00 (Engine #1) is required to respond to the
B.4.25.3. CONFIGURATION (VEPS / ACCT) following messages from SA 03 (Transmission #1):
[11020] ENGINE MAKE AND MODEL — Global Request (V) messages to obtain EC1
Acceleration Rate Management is only enabled for — TSC1 messages for engine control
compatible electronic engines as validated by the
Allison Engine Integration group. B.4.25.4.3. Optional Support
ARM can be further optimized if EEC3 Estimated
[18000] THROTTLE AND LOAD SOURCE Engine Parasitic Losses – Percent Torque is
Set to PRIMARY ON-VEHICLE PROTOCOL. provided.
In contrast to other J1939 parameters, EEC3

can be provided from up to 5 source addresses as TSC1 engine commands sent from other devices with
configured via VEPS. differing priority or control modes may interfere with
those generated by ARM logic. The only sure way to
[29281] J1939 SA1: EEC3 Estimated Engine avoid such interference is to install other devices that
Parasitic Losses Percent Torque may modify engine torque via TSC1 messages. If
If set to 254 (Default) then EEC3 Estimated Engine such devices are installed, the system integrator
Parasitic Losses – Percent Torque will only be used (vehicle OEM) is responsible for verifying acceptable
from SA 00 (Engine #1) when a compatible engine is vehicle operation and device interaction.
configured.
All Allison TSC1 engine commands have Override
[29282] J1939 SA2: EEC3 Estimated Engine Control Mode Priority 10b (Medium priority).
Parasitic Losses Percent Torque Experience has shown that when multiple TSC1
[29283] J1939 SA3: EEC3 Estimated Engine torque limits are simultaneously sent to the engine,
Parasitic Losses Percent Torque the devices involved normally desire the lowest
[29284] J1939 SA4: EEC3 Estimated Engine torque limit to be honored. Per the SAE-defined
Parasitic Losses Percent Torque TSC1 arbitration process, the only way to ensure this
[29285] J1939 SA5: EEC3 Estimated Engine outcome is to use a common control mode and
Parasitic Losses Percent Torque priority level.
The TCM will add the EEC3 Estimated Engine
Parasitic Losses – Percent Torque values received Allison strongly recommends other devices only send
from all configured source addresses. If parameter medium-priority TSC1 limits to the engine, and avoid
reception from the engine is desired in combination use of TSC1 torque and speed control.
with other SAs, one of the SAs must be set to 00
B.4.25.5.5. Support of Parameter Error States
(Engine #1).
If a required broadcast parameter is inaccurate or
B.4.25.5. OTHER REQUIREMENTS / unknown during a failure mode, J1939 convention
RESTRICTIONS must be followed in that the parameter must indicate
an Error state or value.
B.4.25.5.1. Vehicle Function Integration
If a vehicle is so equipped, all requirements for the B.4.25.5.6. Spark-Ignited Engines
following functions must be met: Special instruction is necessary to use ARM with a
spark-ignited (e.g. natural gas, propane, gasoline)
CRUISE CONTROL, STANDARD engine. Reference TD161 for engine compatibility,
and contact your Allison Application Engineer for
CRUISE CONTROL, ADAPTIVE more information.
CRUISE CONTROL, VIA ENGINE PTO B.4.25.5.7. Engine Accessory Loads

GOVERNOR Though not required, it is recommended that the
engine not allow changes in the ON / OFF state of
ROAD SPEED LIMITING engine accessory loads when shifts are in process.
B.4.25.5.2. Engine Certification B.4.25.6. NORMAL OPERATION
Engines must undergo an Allison certification process The TCM continuously monitors vehicle acceleration
to ensure compliance with the governor and broadcasts TSC1 torque limits to the engine as
characteristics in APPENDIX A, and the response & needed to maintain the selected acceleration profile.
B.4.25.7. IMPLEMENTATION ERRORS AND
B.4.25.5.3. Vehicle Acceleration Rate Limiting IMPACTS
If EEC2 Vehicle Acceleration Limit Status reception is The following are implementation errors that have
enabled and the TCM sees a value other than 11b been seen previously, and their impact:
(Not Available), ARM is permanently disabled to
avoid conflicts with VEHICLE ACCELERATION B.4.25.7.1. Failure to Notify Allison of Major
RATE LIMITING. Engine Changes
Problems can occur if the [11020] ENGINE MAKE
B.4.25.5.4. Integration with TSC1 Commands
from Other Components AND MODEL value remains unchanged when an
engine undergoes a major mechanical redesign.
ARM is compatible with traction control systems (i.e.
ATC or ASR) as long as they utilize TSC1 torque Changes such as a new fuel system or increased
limits with TSC1 Override Control Mode Priority 10b engine stroke can significantly alter engine response
(Medium priority). characteristics. As a result, Allison Application
Engineering must review the engine to reaffirm ARM B.4.25.8.3. Loss of Engine Communication
compatibility. If the TCM loses reception of any of the following for
a time period longer than 5X their broadcast rates:
If the revised engine is significantly different from the
existing model, but a new [11020] ENGINE MAKE — EEC1 Actual Engine – Percent Torque
AND MODEL value is not created, TCM ability to — EEC2 Accelerator Pedal (AP) Position
maintain the desired acceleration profile may be — EEC3 Nominal Friction – Percent Torque
negatively impacted.
…some shifts will be momentarily inhibited. If lost for
B.4.25.7.2. Poor Scaling of EC1 Engine a period of more than 5 seconds, a DTC is also set
Reference Torque and the Check Trans Indicator is actuated.
J1939-71 currently provides few guidelines on how to
best set the EC1 Engine Reference Torque value. B.4.25.9. INSTALLATION CHECKLIST: ENGINE
Experience has shown that reference torque is best MANAGEMENT – ARM
set as close as possible to the actual peak torque of Allison Application Engineering will review new
the engine rating. By doing so, the resolution of J1939-based implementations. The written test plan
parameters expressed as a percentage of Engine is available to assist vehicle and engine OEMs in
Reference Torque is optimized. development of Engine Management compatibility.
Please contact your Allison Application Engineer.
If this is not possible, the next best approach is to set
the reference torque equal to the maximum peak
torque rating available within a particular engine
family. Resolution of parameters expressed as a
percentage of Engine Reference Torque will worsen
as lower engine ratings are used.
Setting the reference torque artificially high, such as

10,000 Nm for an engine family that has a maximum
peak torque rating of 1200 Nm, should be avoided.
Resolution of parameters expressed as a percentage
of Engine Reference Torque will be diminished to the
point where shift quality will suffer.
Engine Reference Torque should not be set to a value

of less than the engine’s peak torque capability.
Parameters expressed as a percentage of Engine
Reference Torque will generate values of over
+125%. Again, shift quality will suffer.
Remember that Engine Reference Torque is always

expressed in terms of indicated torque, and should
never change during a vehicle drive cycle.
B.4.25.8.1. Engine Fails to Respond to Torque

Limit from TCM
If the engine fails to respond to torque limits sent by
the TCM, acceleration will not be held to the desired
profile. No DTCs are logged.
B.4.25.8.2. Incorrect Input Values Received

No DTCs are set if incorrect values are received.
However, incorrect data will negatively impact TCM
ability to maintain the desired acceleration profile.
B.4.26. ENGINE MANAGEMENT – SHIFT B.4.26.4. J1939 PARAMETER AND SA USE
ENERGY MANAGEMENT (SEM) Items marked (V) can be modified via VEPS. See
AUTO-DETECTION for SA selection details.
describe the intended use of a specific B.4.26.4.1. Required Support
function which has been validated in the The J1939 network is required to provide EEC2
configuration(s) described. Accelerator Pedal Position 1 as described under
Implementations or use of this feature ACCELERATOR PEDAL INPUT.
result in damage to equipment or property, SA 00 (Engine #1) is required to provide:
consequences associated with — EEC1 Actual Engine – Percent Torque
— EEC1 Engine Demand – Percent Torque (1)
— EEC1 SA for Controlling Device for Engine
B.4.26.1. OVERVIEW Control
Shift Energy Management (SEM) manages engine
torque during shifts to increase shift quality and — EC1 Engine Reference Torque
reduce clutch wear. Engine control is accomplished
through the J1939 datalink. — EC1 Engine Speed and Percent Torque Points (2)
— EC1 Engine Moment of Inertia (3)
SEM is enabled in 1000 – 4000 Series applications — EEC3 Nominal Friction – Percent Torque
when used with a compatible ENGINE MAKE AND
MODEL as validated by the Allison Engine Integration (1) Parameter support is not required with TC10.
group.
B.4.26.3. CONFIGURATION (VEPS / ACCT) Mode 2 format. Regardless, Point 2 must contain
valid engine speed and torque data.
[11020] ENGINE MAKE AND MODEL (3) Parameter may not be required in all applications;
Shift Energy Management is only enabled for see Allison TD161.
compatible electronic engines as validated by the
Allison Engine Integration group. B.4.26.4.2. Required Reception Support
SA 00 (Engine #1) is required to respond to global
Request (V) messages for EC1, and TSC1 messages
Set to PRIMARY ON-VEHICLE PROTOCOL. for engine control. Both messages are sent from SA
03 (Transmission #1).
[18020] ON-VEHICLE PROTOCOL: CAN2 B.4.26.4.3. Optional Support
Parameters are only exchanged on the CAN port set While not required, the TCM will use the following
to SAE J1939 FULL FUNCTIONALITY. parameters if present:
[22000] ENGINE BRAKE INTERFACE RC Retarder Reference Torque as described under
Set to PRIMARY ON-VEHICLE PROTOCOL, as ENGINE BRAKE INTERFACE
Engine Management applications equipped with
engine brakes are required to use the J1939-based CCVS1 Wheel-based Vehicle Speed from one of the
interface. following SAs, in order of TCM preference:
[30390] J1939 BROADCAST: Request – EC1 1. SA 17 (Cruise Control) (V)

May be set to DISABLED (NO REQUESTS SENT) if 2. SA 33 (Body Controller)
EC1 is periodically broadcast; otherwise, leave set to 3. SA 00 (Engine #1)
EEC3 Estimated Engine Parasitic Losses – Percent
Torque can be provided from up to 5 source
addresses as configured via VEPS.
[29281] J1939 SA1: EEC3 Estimated Engine NOTE: Allison Engine Management
Parasitic Losses Percent Torque functions are only compatible with the
If set to 254 (Default) then EEC3 Estimated Engine J1939-based Engine brake Interface;
Parasitic Losses – Percent Torque will only be used GPIO-based versions cannot be used.
from SA 00 (Engine #1) when a compatible engine is
configured.
[29282] J1939 SA2: EEC3 Estimated Engine Engines must undergo an Allison certification process
Parasitic Losses Percent Torque to ensure compliance with the governor
[29283] J1939 SA3: EEC3 Estimated Engine characteristics in APPENDIX A, and the response &
Parasitic Losses Percent Torque torque accuracy requirements in APPENDIX B.
Parasitic Losses Percent Torque B.4.26.5.4. Integration with TSC1 Commands
[29285] J1939 SA5: EEC3 Estimated Engine from Other Components
Parasitic Losses Percent Torque SEM is compatible with traction control systems (i.e.
The TCM will add the EEC3 Estimated Engine ATC or ASR) as long as they utilize TSC1 torque
Parasitic Losses – Percent Torque values received limits with TSC1 Override Control Mode Priority 10b
from all configured source addresses. If parameter (Medium priority).
reception from the engine is desired in combination
TSC1 engine commands sent from other devices with
differing priority or control modes may interfere with
(Engine #1).
those generated by SEM logic. The only sure way to
B.4.26.5. OTHER REQUIREMENTS / avoid such interference is to not install other devices
RESTRICTIONS that may modify engine torque via TSC1 messages.
If such devices are installed, the system integrator
B.4.26.5.1. Engine and Adaption Inertia (vehicle OEM) is responsible for verifying acceptable
vehicle operation and device interaction.
WARNING: SEM requires each VEPS
ENGINE MAKE AND MODEL answer be All Allison TSC1 engine commands have Override
associated with a single inertia value. ANY Control Mode Priority 10b (Medium priority).
change in this value requires evaluation by Experience has shown that when multiple TSC1
Allison. torque limits are simultaneously sent to the engine,
the devices involved normally desire the lowest
For example, an engine approved for SEM torque limit to be honored. Per the SAE-defined
use with a flywheel cannot be approved for TSC1 arbitration process, the only way to ensure this
SEM use with a flex plate unless a new outcome is to use a common control mode and
ENGINE MAKE AND MODEL designation priority level.
is created.
Allison strongly recommends other devices only send
B.4.26.5.2. Integration with Other Vehicle medium-priority TSC1 limits to the engine, and avoid
Functions using TSC1 torque & speed control.
If a vehicle is so equipped, all requirements for the
following functions must be met:
If a required broadcast parameter is inaccurate or
AUTOMATIC TRACTION CONTROL unknown during a failure mode, J1939 convention
must be followed in that the parameter must indicate
CRUISE CONTROL, STANDARD an Error state or value.
CRUISE CONTROL, ADAPTIVE B.4.26.5.6. Spark-Ignited Engines

Special instruction is necessary to use SEM with a
CRUISE CONTROL, VIA ENGINE PTO spark-ignited (e.g. natural gas, propane, gasoline)
GOVERNOR engine. Reference TD161 for engine compatibility,
ROAD SPEED LIMITING more information.
ENGINE BRAKE INTERFACE B.4.26.5.7. Engine Accessory Loads
Though not required, it is recommended that the
engine accessory loads when shifts are in process.
B.4.26.6. INITIAL OPERATION – TCM B.4.26.9.2. Poor Scaling of EC1 Engine
For a number of engine start cycles after a vehicle has Reference Torque
been assembled, the TCM will set DTC P0614 and J1939-71 currently provides few guidelines on how to
limit transmission ranges if any required parameters best set the EC1 Engine Reference Torque value.
indicate Error, Not Available or are not present. Experience has shown that reference torque is best
set as close as possible to the engine rating’s actual
At the beginning of the first 5 engine start cycles, the indicated peak torque. By doing so, the resolution of
TCM requests EC1 from the engine. The requests parameters expressed as a percentage of Engine
cease upon EC1 reception or after 3 attempts. Reference Torque is optimized.
B.4.26.7. NORMAL OPERATION – TCM If this is not possible, the next best approach is to set
During vehicle operation, the TCM evaluates the reference torque equal to the maximum indicated
powertrain operating conditions and briefly controls peak torque rating available within a particular engine
engine output when necessary through a series of family. Resolution of parameters expressed as a
TSC1 commands. See the TSC1 BROADCAST percentage of Engine Reference Torque will worsen
SUMMARY for more information on commands as lower engine ratings are used.
issued by the TCM.
Setting the reference torque artificially high, such as
In addition, the TCM will adjust operation if engine de- 10,000 Nm for an engine family that has a maximum
rates (e.g. due to high engine temperature) are peak torque rating of 1200 Nm, should be avoided.
detected in EC1 data. Resolution of parameters expressed as a percentage
of Engine Reference Torque will be diminished to the
B.4.26.8. REQUIRED NORMAL OPERATION – point where shift quality will suffer.
ENGINE
The engine must respond to TSC1 commands from Last, Engine Reference Torque should not be set to
the TCM as outlined in Appendix B. a value of less than engine peak torque capability.
Parameters expressed as a percentage of Engine
B.4.26.9. IMPLEMENTATION ERRORS AND Reference Torque will generate values over +125%.
IMPACTS Again, shift quality will suffer.
The following are implementation errors that have
been seen previously, and their impact: Remember that Engine Reference Torque is always
expressed in terms of indicated torque, and should
B.4.26.9.1. Failure to Notify Allison of Major never change during a vehicle drive cycle.
Engine Changes
B.4.26.9.3. Incorrect Support of EEC1 SA of
Problems can occur if the [11020] ENGINE MAKE
Controlling Device for Engine
AND MODEL value remains unchanged when an
Control
engine undergoes a major mechanical redesign or
uses a different transmission adaptation. This parameter is monitored and stored if the TCM
detects improper engine response during SEM
Changes such as a new fuel system or increased operation, as discussed in TCM FAILURE MODES
engine stroke can significantly alter engine inertia and AND RESPONSES DURING OPERATION.
response characteristics. As a result, Allison
Application Engineering must review the engine to If the engine controller does not properly support
reaffirm SEM compatibility. Source Address for Controlling Device for Engine
Control, the TCM will implicate the engine SA (00) as
If the revised engine is significantly different from the the problem source. This can be misleading to
existing model, but a new [11020] ENGINE MAKE technicians diagnosing the issue.
AND MODEL value is not created, the proper TCM
adjustments won’t be used during SEM operation. B.4.26.10. TCM FAILURE MODES AND
Poor shift quality and / or transmission damage may RESPONSES – NORMAL OPERATION
result.
B.4.26.10.1. Detection of Improper Engine
Response during Shifts
If engine response to TSC1 commands during shifts
is deemed unacceptable for a calibratible number of
shifts, DTC P2637 is logged and the Check Trans
Indicator actuated. As a result, clutch pressures are
increased to provide protection to transmission
components, which may lead to noticeably reduced
shift quality. Some shifts may be inhibited.
Source Address for Controlling Device for Engine
Control is logged so service technicians can see if
TSC1 commands from another J1939 device may be
pre-empting the SEM commands to the engine
Other possible causes of improper engine response

are wiring integrity failures, electrical noise, or bus
loading.
After a key cycle, the TCM will again attempt SEM

operation where applicable, and self-clear the active
fault if engine response returns to within acceptable
criteria for a number of shifts.
B.4.26.10.2. Loss of Engine Demand – Percent

Torque Input
In 1000 – 4000 Series applications, if the TCM fails to
receive Engine Demand – Percent Torque for a given
time period, or Engine Demand – Percent Torque
indicates Error or Not Available:
— A DTC is logged and the Check Trans Indicator is

actuated,
— Clutch pressures are increased for transmission

component protection, and
— Shifts are not adapted.
When proper reception returns for a number of cycles

without failure, the fault self-clears.
B.4.26.10.3. TCM Receives Incorrect Input

Values
SEM inputs are used to determine what the engine
will be doing before, during and after a shift. While no
DTCs are set outside those mentioned above,
incorrect input values – whether higher or lower than
actual – will reduce shift quality.

If the TCM loses reception of any of the following for

…some shifts may be inhibited. If lost for a period of

more than 5 seconds, a DTC is also set and the
Check Trans Indicator is actuated.
B.4.26.11. INSTALLATION CHECKLIST: ENGINE

MANAGEMENT – SEM
J1939-based implementations. The written test plan
is available to assist vehicle and engine OEMs in
development of Engine Management compatibility.
Please contact your Allison Application Engineer.
B.4.27. ENGINE MANAGEMENT – [30440] J1939 BROADCAST: TCFG2
LOWER RANGE TORQUE Transmission Torque Limit
PROTECTION (LRTP) Must be set to ENABLED unless Allison Application
Engineering confirms that the vehicle OEM has a
WARNING: The following sections system in place to pre-program the torque limit value
describe the intended use of a specific at the factory.
Implementations or use of this feature Items marked (V) can be modified via VEPS.
serious personal injury, or loss of life. The J1939 network is required to provide EEC2
Accelerator Pedal Position 1 as described under
Allison Transmission is not liable for ACCELERATOR PEDAL INPUT.
incorrect implementation or unintended SA 00 (Engine #1) is required to broadcast:
B.4.27.1. OVERVIEW — EEC1 Actual Engine – Percent Torque
Lower Range Torque Protection (LRTP) is an Engine
Management function that reduces engine torque — EEC1 SA for Controlling Device for Engine
when transmission input power, input torque, Control
converter torque output, or converter speed ratio
exceeds Allison-defined limits. These limits typically — EC1 Engine Reference Torque
occur during torque converter mode or operation in
lower gears, where stall or drivetrain torque may — EC1 Engine Speed and Percent Torque Points (1)
reach levels above gearbox capacity.
— EC1 Engine Default Torque Limit
LRTP is enabled in 1000 – 4000 Series applications
when used with a compatible ENGINE MAKE AND (1) Data is required to be in either EC1 Mode 1 or
MODEL as validated by the Allison Engine Integration Mode 2 format. Regardless, Point 2 must contain
group. LRTP support is required in TC10 valid engine speed and torque data.
applications.
B.4.27.3. CONFIGURATION (VEPS / ACCT) SA 00 (Engine #1) is required to respond to the
following messages from SA 03 (Transmission #1):
[11020] ENGINE MAKE AND MODEL
Lower Range Torque Protection is only enabled for — Global Request (V) messages to obtain EC1,
compatible electronic engines as validated by the — TSC1 messages for engine control,
Allison Engine Integration group. — TCFG2 Transmission Torque Limit (V), and
— ETC1 as a TCM heartbeat message.
Set to PRIMARY ON-VEHICLE PROTOCOL. B.4.27.4.3. Optional Support
The TCM will use the following parameters if present.
[18010] ON-VEHICLE PROTOCOL: CAN1 However, they are not required, and LRTP will
[18020] ON-VEHICLE PROTOCOL: CAN2 operate in their absence:
Parameters are only exchanged on the CAN port set
to SAE J1939 FULL FUNCTIONALITY. RC Retarder Reference Torque as described under
ENGINE BRAKE INTERFACE, if installed.
[22000] ENGINE BRAKE INTERFACE
This answer is required to be set to PRIMARY ON- CCVS1 Wheel-based Vehicle Speed from one of the
VEHICLE PROTOCOL when an engine brake is following SAs, in order of TCM preference:
installed.
[30390] J1939 BROADCAST: Request – EC1 2. SA 33 (Body Controller)
May be set to DISABLED (NO REQUESTS SENT) if 3. SA 00 (Engine #1)
EC1 is periodically broadcast; otherwise, leave set to
EEC3 Estimated Engine Parasitic Losses – Percent limits with TSC1 Override Control Mode Priority 10b
Torque can be provided from up to 5 source (Medium priority).
addresses as configured via VEPS.
TSC1 engine commands sent from other devices with
[29281] J1939 SA1: EEC3 Estimated Engine differing priority or control modes may interfere with
Parasitic Losses Percent Torque those generated by LRTP logic. The only sure way to
If set to 254 (Default) then EEC3 Estimated Engine avoid such interference is to install other devices that
Parasitic Losses – Percent Torque will only be used may modify engine torque via TSC1 messages. If
from SA 00 (Engine #1) when a compatible engine is such devices are installed, the system integrator
configured. (vehicle OEM) is responsible for verifying acceptable
vehicle operation and device interaction.
Parasitic Losses Percent Torque All Allison TSC1 engine commands have Override
[29283] J1939 SA3: EEC3 Estimated Engine Control Mode Priority 10b (Medium priority).
Parasitic Losses Percent Torque Experience has shown that when multiple TSC1
[29284] J1939 SA4: EEC3 Estimated Engine torque limits are simultaneously sent to the engine,
Parasitic Losses Percent Torque the devices involved normally desire the lowest
[29285] J1939 SA5: EEC3 Estimated Engine torque limit to be honored. Per the SAE-defined
Parasitic Losses Percent Torque TSC1 arbitration process, the only way to ensure this
The TCM will add the EEC3 Estimated Engine outcome is to use a common control mode and
Parasitic Losses – Percent Torque values received priority level.
from all configured source addresses. If parameter
Allison strongly recommends other devices only send
reception from the engine is desired in combination
medium-priority TSC1 limits to the engine, and avoid
use of TSC1 torque and speed control.
(Engine #1).
RESTRICTIONS If a required broadcast parameter is inaccurate or
unknown during a failure mode, J1939 convention
B.4.27.5.1. Vehicle Function Integration must be followed in that the parameter must indicate
If a vehicle is so equipped, all requirements for the an Error state or value.
following functions must be met:
B.4.27.5.5. Spark-Ignited Engines
CRUISE CONTROL, STANDARD Special instruction is necessary to use LRTP with a
spark-ignited (e.g. natural gas, propane, gasoline)
CRUISE CONTROL, ADAPTIVE engine. Reference TD161 for engine compatibility,
CRUISE CONTROL, VIA ENGINE PTO more information.
GOVERNOR
B.4.27.5.6. Engine Accessory Loads
ROAD SPEED LIMITING Though not required, it is recommended that the
ENGINE BRAKE INTERFACE engine accessory loads when shifts are in process.
NOTE: Allison Engine Management B.4.27.6. INITIAL OPERATION – TCM

functions are only compatible with the For a number of engine start cycles after a vehicle has
J1939-based Engine brake Interface; been assembled, the TCM will set DTC P0614 and
GPIO-based versions cannot be used. limit transmission ranges if any required parameters
indicate Error, Not Available or are not present.
B.4.27.7. NORMAL OPERATION – TCM
Engines must undergo an Allison certification process
to ensure compliance with the governor At the beginning of each key switch cycle, the TCM
characteristics in APPENDIX A, and the response & broadcasts TCFG2 Transmission Torque Limit for a
torque accuracy requirements in APPENDIX B. period of time (~1 minute) or until the engine echoes
the same value back in EC1 Engine Default Torque
B.4.27.5.3. Integration with TSC1 Commands Limit.
from Other Components
LRTP is compatible with traction control systems (i.e. During vehicle operation, LRTP limits engine torque
ATC or ASR) as long as they utilize TSC1 torque when transmission input power, input torque or torque
converter output limits are close to values exceeding
the transmission rating for the current gear and torque B.4.27.9.2. Poor Scaling of EC1 Engine
converter conditions. The TCM continually gauges Reference Torque
engine response during these TSC1 commands. J1939-71 currently provides few guidelines on how to
best set the EC1 Engine Reference Torque value.
B.4.27.8. REQUIRED NORMAL OPERATION – Experience has shown that reference torque is best
ENGINE set as close as possible to the actual peak torque of
In addition to responding to TSC1 commands from the engine rating. By doing so, the resolution of
the TCM as outlined in Appendix B, the engine is parameters expressed as a percentage of Engine
required to: Reference Torque is optimized.
B.4.27.8.1. Update and Retain Engine Default If this is not possible, the next best approach is to set
Torque Limit the reference torque equal to the maximum peak
Engine Default Torque Limit is a companion torque rating available within a particular engine
parameter to Transmission Torque Limit. It provides family. Resolution of parameters expressed as a
confirmation to the TCM that the engine has received percentage of Engine Reference Torque will worsen
and will invoke the requested Transmission Torque as lower engine ratings are used.
Limit if J1939 communication is lost between the two
devices. Setting the reference torque artificially high, such as
10,000 Nm for an engine family that has a maximum
The engine is required to monitor TCFG2 peak torque rating of 1200 Nm, should be avoided.
Transmission Torque Limit at the beginning of each Resolution of parameters expressed as a percentage
engine start cycle. If the engine sees that the of Engine Reference Torque will be diminished to the
received value does not match its’ stored value, it is point where shift quality will suffer.
required to update the Engine Default Torque Limit
value it stores in non-volatile memory and uses during Last, Engine Reference Torque should not be set to
operation. a value of less than the engine’s peak torque
capability. Parameters expressed as a percentage of
An Engine Default Torque Limit value of 0xFF00 to Engine Reference Torque will generate values of over
0xFFFF indicates that no default engine torque limit +125%. Again, shift quality will suffer.
has been received or set.
Remember that Engine Reference Torque is always
B.4.27.8.2. Monitor TCM Heartbeat Message expressed in terms of indicated torque, and should
In LRTP applications, the engine is required to never change during a vehicle drive cycle.
monitor ETC1 as a TCM heartbeat. See FAILURE
MODES AND REQUIRED ENGINE RESPONSES for B.4.27.9.3. Incorrect Support of EEC1 SA of
proper reaction to loss of the heartbeat. Controlling Device for Engine
Control
B.4.27.9. IMPLEMENTATION ERRORS AND This parameter is monitored and stored if the TCM
IMPACTS detects improper engine response during LRTP
The following are implementation errors that have operation, as discussed in TCM FAILURE MODES
been seen previously, and their impact: AND RESPONSES DURING OPERATION.
B.4.27.9.1. Failure to Notify Allison of Major If the engine controller does not properly support
Engine Changes Source Address for Controlling Device for Engine
Problems can occur if the [11020] ENGINE MAKE Control, the TCM will implicate the engine SA (00) as
AND MODEL value remains unchanged when an the problem source. This can be misleading to
engine undergoes a major mechanical redesign. technicians diagnosing the issue.
Changes such as a new fuel system or increased B.4.27.10. FAILURE MODES AND TCM
engine stroke can significantly alter engine response RESPONSES
characteristics. As a result, Allison Application These failure modes occur after LRTP capability is
Engineering must review the engine to reaffirm LRTP confirmed.
compatibility.
B.4.27.10.1. Detection of Improper Engine
If the revised engine is significantly different from the Response during LRTP Operation
existing model, but a new [11020] ENGINE MAKE If engine response is deemed unacceptable for a
AND MODEL value is not created, the proper TCM number of LRTP TSC1 commands, DTC P2641 is
adjustments won’t be used during LRTP operation. logged and the Check Trans Indicator is actuated.
Poor shift quality and / or transmission damage may
result.
Source Address for Controlling Device for Engine drivetrain torque may reach levels higher than the
Control is logged so service technicians can see if gearbox capacity. If communication is lost during this
TSC1 commands from another J1939 device may be torque-limited operation, unrestricted engine torque
pre-empting the LRTP commands to the engine. output could harm the transmission.

WARNING: In applications that require
include wiring integrity failures, electrical noise, or bus
LRTP, failure to invoke Transmission
loading.
Torque Limit during communication loss
After a key cycle, the TCM will again attempt to use between the engine and TCM WILL result
LRTP as needed, and self-clear the active DTC if in transmission damage.
engine response returns to within acceptable criteria
for a number of TSC1 commands. B.4.27.12. INSTALLATION CHECKLIST: ENGINE
MANAGEMENT – LRTP
B.4.27.10.2. Incorrect Input Values Received Allison Application Engineering will review new
LRTP inputs are used to determine engine torque J1939-based implementations. The written test plan
limits imposed during various aspects of transmission is available to assist vehicle and engine OEMs in
operation. No DTCs are set if incorrect values are development of Engine Management compatibility.
received. However, if: Please contact your Allison Application Engineer.

Percent Torque
…are in error such that calculated (per Appendix B)

gross torque is lower than actual, the LRTP limits may
not adequately protect the transmission and damage
may occur. Conversely, if errors in these parameters
result in calculated gross torque that is higher than
actual, excessively restrictive torque limits will be
placed on the engine, and vehicle performance may
be reduced.


…some shifts will be momentarily inhibited. If lost for

a period of more than 5 seconds, a DTC is also set
and the Check Trans Indicator is actuated.

ENGINE RESPONSES
B.4.27.11.1. Engine Loses TCM Heartbeat

In the event the heartbeat message is not received in
a time period of 5 times its broadcast rate (5 x 10 ms
= 50 ms for ETC1), the engine is required to invoke a
torque limit holding the engine to less than or equal to
the value of Transmission Torque Limit. The engine
may release the limit when engine-to-TCM
communication is re-established.
The intention is to protect the transmission. LRTP

may use torque limits during torque converter mode
or operation in specific lower gears, where stall or
B.4.28. ENGINE MANAGEMENT – B.4.28.5. OTHER REQUIREMENTS /
NEUTRAL-TO-RANGE ASSIST RESTRICTIONS
(NRA) B.4.28.5.1. Required Allison Function Support
To utilize Neutral-to-Range Assist (NRA), the vehicle
is required to support these functions:
function which has been validated in the SERVICE BRAKE STATUS INPUT
Implementations or use of this feature ENGINE MANAGEMENT – SEM, or
result in damage to equipment or property, ENGINE MANAGEMENT – LRTP
B.4.28.5.2. Interaction with Other Vehicle
Allison Transmission is not liable for Functions
incorrect implementation or unintended CAUTION: When the garage shift is
use of this feature. complete, the TCM ceases TSC1 engine
control. The engine governor or control
system is then free to resume the
B.4.28.1. OVERVIEW
operational state active prior to NRA
Neutral-to-Range Assist (NRA) is an Engine control.
Management function where the TCM manages
engine speed in order for the transmission to Those using NRA should take this into
complete a Neutral-to-Range garage shift. consideration when analyzing its interaction
with other vehicle functions such as PTO
NRA can only be accomplished via J1939 datalink; modes, etcetera.
there is no equivalent GPI function.
B.4.28.2. AVAILABILITY B.4.28.6. DRIVER INTERFACE

NRA is optional in 1000 – 4000 Series and TC10 There are no specific driver interface requirements for
applications when used with a compatible ENGINE this function.
MAKE AND MODEL as validated by the Allison
Engine Integration group.
If the vehicle operator requests a Neutral-to-Range
B.4.28.3. CONFIGURATION (VEPS / ACCT) garage shift while engine speed is too high to initiate
the shift, and within 3 seconds of the shift request the
[11020] ENGINE MAKE AND MODEL operator either:
NRA will only enable when used with a compatible
electronic engine as validated by the Allison Engine — applies the service brakes, or
Integration group.
— depresses the accelerator pedal beyond a
[18000] THROTTLE AND LOAD SOURCE threshold (but less than 40%), or
Set to PRIMARY ON-VEHICLE PROTOCOL. — manipulates the shift selector,
[18010] ON-VEHICLE PROTOCOL: CAN1 …then the TCM will send a TSC1 torque limit to
[18020] ON-VEHICLE PROTOCOL: CAN2 decrease engine speed so the shift can be initiated.
Parameters are only exchanged on the CAN port set
to SAE J1939 FULL FUNCTIONALITY. Once initiated, the NRA control will continue -- even if
the service brakes or throttle pedal are released –
[12020] NEUTRAL-TO-RANGE ASSIST (NRA) until shift completion or for a maximum of 3 seconds.
Must be set to ENABLED.
If a garage shift is requested while engine speed is
B.4.28.4. J1939 PARAMETER AND SA USE too high or accelerator pedal position is > 40%,
There are no messages or parameters to support engine speed will not be reduced and the shift will be
beyond those required by the functions listed under inhibited. The Range Inhibited Indicator (RII) will be
OTHER REQUIREMENTS / RESTRICTIONS. activated, and the operator will have to re-select the
desired range.
B.4.28.8.1. Engine Fails to Respond to Torque

Limit from TCM
If engine speed fails to lower to an acceptable level
within 3 seconds, the TCM will cease the TSC1 torque
limit command and the transmission will remain in
Neutral.
The Range Inhibited Indicator (RII) will be activated,

and the operator will have to re-select the desired
range. No DTCs are logged.
B.4.28.8.2. TCM loses throttle or service brake

input reception
NRA logic will not execute if the TCM fails to receive
either a valid J1939-based throttle input or a valid
Service Brake Status input, or has an active fault
related to either.
B.4.29. ENGINE MANAGEMENT – B.4.29.3.1. VEPS / ACCT Trims
OUTPUT TORQUE LIMITING The following trims influence function operation:
(OTL) — [12060] OUTPUT TORQUE LIMITING: T-Case
Low Output Torque Limit
describe the intended use of a specific — [12070] OUTPUT TORQUE LIMITING: Reverse
function which has been validated in the Output Torque Limit
Implementations or use of this feature — [12080] OUTPUT TORQUE LIMITING: General
which differ from that described could Output Torque Limit
serious personal injury, or loss of life. B.4.29.4. OTHER REQUIREMENTS /
RESTRICTIONS
OTL requires that ENGINE MANAGEMENT – LRTP
and all of its requirements be supported.
use of this feature. If OTL is desired during transfer case low operation,
then HIGH N/V RATIO INPUT support is required.
B.4.29.1. OVERVIEW
Output Torque Limiting (OTL) is an Engine B.4.29.5. NORMAL OPERATION – TCM
Management function where the TCM limits engine OTL operation is identical to LRTP except that engine
torque output in order to keep transmission output limits are based on transmission output shaft torque.
torque below OEM-specified limits. During vehicle operation, OTL limits engine torque
when transmission output torque is close to
B.4.29.2. AVAILABILITY exceeding the programmed torque limits. The TCM
Output Torque Limiting is optional in all 1000 through continually gauges engine response during these
4000 Series and TC10 applications when used with a TSC1 commands.
compatible ENGINE MAKE AND MODEL as
validated by the Allison Engine Integration group. The “transfer case low” output torque limit is invoked
This feature is only available after successful per the HIGH N/V RATIO INPUT function.
Application Engineering review.
B.4.29.6. FAILURE MODES ANDTCM
B.4.29.3. CONFIGURATION (VEPS / ACCT) RESPONSES
All TCM failure modes and responses are identical to
[11020] ENGINE MAKE AND MODEL those listed for ENGINE MANAGEMENT – LRTP.
Output Torque Limiting will only enable when used
with compatible electronic engines as validated by the B.4.29.7. FAILURE MODES AND REQUIRED
Allison Engine Integration group. ENGINE RESPONSES
All failure modes and requirements are identical to
[18000] THROTTLE AND LOAD SOURCE those listed for ENGINE MANAGEMENT – LRTP.
[18010] ON-VEHICLE PROTOCOL: CAN1 MANAGEMENT – OTL
[18020] ON-VEHICLE PROTOCOL: CAN2 Allison Application Engineering will review new
Parameters are only exchanged on the CAN port set implementations. The written test plan is available to
to SAE J1939 FULL FUNCTIONALITY. assist vehicle and engine OEMs in development of
Engine Management compatibility. Please contact
[25130] HIGH N/V RATIO INPUT your Allison Application Engineer.
Set answer to PRIMARY ON-VEHICLE PROTOCOL
so the J1939 parameter will trigger the “transfer case
low” output torque limit. GPI CC will not trigger the t-
case output torque limit.
[12040] OUTPUT TORQUE LIMITING

Set answer to ENABLED to use the OTL function.
B.4.30. ENGINE MANAGEMENT – PTO B.4.30.3.1. VEPS / ACCT Trims
TORQUE LIMITING (PTL) The following trims influence function operation:
WARNING: The following sections — [27083] PTO DRIVE INTERFACE 1: Torque

describe the intended use of a specific Limit
configuration(s) described. — [27084] PTO DRIVE INTERFACE 1: Drive Ratio
Implementations or use of this feature (Percentage of Engine Speed)
— [27143] PTO DRIVE INTERFACE 2: Torque
Limit
— [27144] PTO DRIVE INTERFACE 2: Drive Ratio
(Percentage of Engine Speed)
incorrect implementation or unintended B.4.30.4. J1939 PARAMETER AND SA USE
See J1939 Parameter and SA use requirements for
ENGINE MANAGEMENT – LRTP.
B.4.30.1. OVERVIEW
PTO Torque Limiting (PTL) is an Engine B.4.30.5. OTHER REQUIREMENTS /
Management function where the TCM restricts engine RESTRICTIONS
torque output in order to keep PTO drive output The PTO Torque Limiting function requires that
torques below OEM-specified limits. ENGINE MANAGEMENT – LRTP and all of its
requirements be supported.
PTL is optional in 1000 – 4000 Series (except EVS PTL may not be used with output shaft PTOs.
and SP vocations) and TC10 applications when used
with a compatible ENGINE MAKE AND MODEL as The vehicle is required to support at least one of PTO
validated by the Allison Engine Integration group. Drive Interface 1 and / or PTO Drive Interface 2.
These interfaces can be either J1939- or GPIO-
B.4.30.3. CONFIGURATION (VEPS / ACCT) based.
[11020] ENGINE MAKE AND MODEL PTL may not be used in rolling PTO applications; it is
PTL can only be enabled with LRTP-compatible restricted to stationary PTO applications only.
electronic engines as validated by the Allison Engine
Integration group. B.4.30.6. NORMAL OPERATION – TCM
For each PTO drive, while it is engaged, the TCM will
[18000] THROTTLE AND LOAD SOURCE limit engine torque to the OEM-defined torque rating
Must remain set to default answer PRIMARY ON- for the given drive. In dual drive applications, if both
VEHICLE PROTOCOL. drives are engaged, the TCM will limit the engine to
the lower torque rating.
[18020] ON-VEHICLE PROTOCOL: CAN2 B.4.30.7. FAILURE MODES ANDTCM
Parameters are only exchanged on the CAN port set RESPONSES
B.4.30.7.1. TCM Detects Improper Engine
[27082] PTO DRIVE INTERFACE 1: Torque Response during PTL Operation
Limiting If engine response is deemed unacceptable for a
Default is DISABLED; must be set to ENABLED to number of PTL TSC1 commands, DTC P2641 is
invoke torque limiting when PTO Drive 1 is active. logged and the Check Trans Indicator is actuated.
[27142] PTO DRIVE INTERFACE 2: Torque Source Address for Controlling Device for Engine
Limiting Control is logged so service technicians can see if
TSC1 commands from another J1939 device may be
Default is DISABLED; must be set to ENABLED to pre-empting the PTL commands to the engine.
invoke torque limiting when PTO Drive 2 is active.
[30390] J1939 BROADCAST: Request – EC1 include wiring integrity failures, electrical noise, or bus
Default answer is ENABLED (MAXIMUM OF 3 loading.
REQUESTS). May be set to DISABLED (NO
REQUESTS SENT) if EC1 is periodically broadcast.
The TCM will continue attempting to use PTL as B.4.30.9. INSTALLATION CHECKLIST: ENGINE
needed, and self-clear the active DTC if engine MANAGEMENT – PTL
response returns to within acceptable criteria for a Allison Application Engineering will review new
number of TSC1 commands. implementations. The written test plan is available to
assist vehicle and engine OEMs in development of
B.4.30.7.2. TCM Receives Incorrect Input Engine Management compatibility. Please contact
Values your Allison Application Engineer.
PTL inputs are used to determine engine torque limits
imposed while PTO Drive Interface 1 is engaged. No
DTCs are set if incorrect values are received.
However, if:

Percent Torque
…are in error such that calculated (per Appendix B)

gross torque is lower than actual, the PTL limits may
not adequately protect the PTO-drive device and
damage may occur. Conversely, if errors in these
parameters result in calculated gross torque that is
higher than actual, excessively restrictive torque
limits will be placed on the engine, and PTO
performance may be reduced.
B.4.30.7.3. TCM Loses Communication with

Engine

…the TCM will revoke PTO engagement consent,

and prohibit PTO operation until communication
resumes. If lost for a period of more than 5 seconds,
a DTC is also set and the Check Trans Indicator is
actuated.

ENGINE RESPONSES
B.4.30.8.1. Engine Loses TCM Heartbeat

Like LRTP, if the heartbeat message is not received
in a time period of 5 times its broadcast rate (5 x 10
ms = 50 ms for ETC1), the engine is required to
invoke a torque limit holding the engine to less than
or equal to the value of Transmission Torque Limit.
The engine may release the limit when engine-to-
TCM communication is re-established.
WARNING: In applications that require

PTO Torque Limiting, the Transmission
Torque Limit value invoked during
communication loss may not be low enough
to sufficiently protect the driven PTO
device.
B.4.31. ENGINE SPEED INPUT time interval. When this is the case the reference to
a specific update rate is not accurate because this
WARNING: The following sections time will change based on the speed of the engine.
describe the intended use of a specific The primary goal is to minimize the latency
function which has been validated in the associated with sampling, calculating and
configuration(s) described. transmitting the data without overburdening the
Implementations or use of this feature network. There are many approaches to sampling
which differ from that described could the data to be converted and sent over the network.
result in damage to equipment or property, The two preferred approaches are: (a) Time-based
serious personal injury, or loss of life. sampling, calculating and transmission; and (b) A
hybrid time-based and engine crank angle-based
Allison Transmission is not liable for sampling, calculating and transmission where the
consequences associated with number of crank angle degrees between updates is
incorrect implementation or unintended modified based on the current operating speed in
use of this feature. order to maintain an update rate within an acceptable
range (see Figure 1). Because there are multiple
B.4.31.1. OVERVIEW ways to acquire and transmit data onto the network
All Allison transmission applications require an the following guidelines have been defined for the
engine speed input signal. Traditionally an engine engine speed and directly associated data.
speed sensor is installed by Allison as part of the
1. At speeds above 500 rpm, the time from sampling
Allison control system. However, the TC10 has no
to message transmission shall not exceed 12 ms.
such provision, and requires this data via the J1939
Systems that acquire engine speed information
datalink.
via period measurement inherently have less time
B.4.31.2. AVAILABILITY delay at higher speeds. Above 1000 rpm, for
instance, the time from sampling to message
Support is required for all TC10 applications. A transmission shall range from 5 to 30 ms. Less
compatible electronic engine, as validated by the time is required because the period measurement
Allison Engine Integration group, must be used. takes less time at higher speeds. How much time
is saved depends on the number of crank angle
This function is currently not supported by 1000 –
degrees used to perform the period
4000 Series applications.
measurement.
2. “Normal” update rates:
— Time based updates will occur every 20 ms.
Parameter is only received on the CAN port set to — Hybrid time based and engine crank angle
SAE J1939 FULL FUNCTIONALITY. based updates are shown in Figure 1.”
[11040] ENGINE SPEED SOURCE B.4.31.5.2. Data Accuracy and Latency
Must be set to PRIMARY ON-VEHICLE PROTOCOL A minimum accuracy of ±30 rpm is required, along
to enable TCM parameter reception. with no more than 300 ms latency between sampling
and broadcast. These requirements apply to both
B.4.31.4. J1939 PARAMETER AND SA USE engine running and engine cranking.
B.4.31.4.1. Required Support B.4.31.5.3. Error State Support
The engine is required to provide EEC1 Engine The component reading and processing the engine
Speed from SA 00 (Engine #1). speed sensor signal is required to diagnose the signal
and convey an EEC1 Engine Speed Error indication
when the signal is deemed incorrect.
RESTRICTIONS
B.4.31.5.1. Transmission Repetition Rate
Engine Speed is received and used for transmission
The rates established per SAE J1939-71 section
control.
“Transmission Repetition Rate for Engine Speed and
Directly Associated Data (Crank Angle or Time Based
Update Rates)” are required:
“Some parameters may be calculated and/or updated

based on engine crank angle rather than at a specific
B.4.31.7. FAILURE MODES AND RESPONSES  Is the TCM calibration configured properly?
B.4.31.7.1. TCM receives invalid Engine Speed  Is the required parameter supported from an
If Engine Speed indicates an invalid signal (Error or acceptable source address?
Not Available) or TCM reception of Engine Speed is
lost, a DTC is logged. The Check Trans indicator is  Are the SAE J1939-71 repetition rates met?
not activated.
 Are the accuracy and latency requirements met?
 Does Engine Speed indicate Error when the
SPEED
sensor is disconnected from the controller
Allison Application Engineering will review new receiving its signal?

FROM SAE J1939-71: “FIGURE 1 – LIMITS OF HYBRID UPDATE RATES”
B.4.32. FUELSENSE® INDICATOR Allison recommends lamps or indicators remain on for
2 seconds during the check. Slightly longer or shorter
WARNING: The following sections time periods are acceptable.
function which has been validated in the B.4.32.6. NORMAL OPERATION
configuration(s) described. For vehicles configured with FuelSense®, when ETC7
Implementations or use of this feature Transmission Mode 10 Indicator = 01b (active),
which differ from that described could FuelSense® Indicator activation is required. When
result in damage to equipment or property, Transmission Mode 10 Indicator = 00b (inactive),
serious personal injury, or loss of life. FuelSense® Indicator deactivation is required. The
indicator only activates briefly after TCM power-up.
consequences associated with For vehicles configured without FuelSense®, ETC7
incorrect implementation or Transmission Mode 10 Indicator is always set to 11b
unintended use of this feature. (not available).
B.4.32.7. FUELSENSE® INDICATOR FAILURE

B.4.32.1. OVERVIEW
MODES AND RESPONSES
The Allison FuelSense® Indicator conveys that the
Any vehicle system response, fault logging,
TCM is configured with FuelSense®, to help optimize
diagnostics or troubleshooting related to the loss of
vehicle fuel economy. Activation only occurs briefly
Transmission Mode 10 Indicator reception is the
after TCM power-up. It does not reflect any dynamic
responsibility of the controller monitoring the
changes in transmission operation. The following
parameter and the vehicle OEM.
J1939 function allows indicator implementation on a
vehicle OEM display in addition to the Allison shift B.4.32.7.1. Optional Heartbeat
selector display.
Heartbeat monitoring and a Communication Failure
B.4.32.2. AVAILABILITY indication are not required for this function, although
vehicle OEMs may choose to implement such logic at
The indicator is only available with certain 1000 –
their discretion. See USING A COMMUNICATION
4000 Series, and TC10 Series VMCs. For those
HEARTBEAT for recommendations on detecting and
VMCs, J1939-based implementation is optional.
responding to J1939 communication failures.
[18010] ON-VEHICLE PROTOCOL: CAN1 FUELSENSE® INDICATOR
[18020] ON-VEHICLE PROTOCOL: CAN2 Allison Application Engineering will review new
Parameter must be received from the CAN port set to J1939-based implementations for the following
SAE J1939 FULL FUNCTIONALITY. minimum functionality. While vehicle OEMs may use
this list to help evaluate their implementation during
[16110] FUELSENSE® INDICATOR development, it is not a substitute for the
Set to BOTH ALLISON SHIFT SELECTOR AND requirements described previously.
J1939 PARAMETER to enable TCM parameter
Acceptable implementations will answer “yes” to all of
broadcast.
the questions in the following sequence:
 Observe the display while monitoring ETC7
The component controlling the FuelSense® Indicator Transmission Mode 10 Indicator from SA 03 in
is required to receive ETC7 Transmission Mode 10 the Allison DOC® Data Bus Viewer. Turn on the
Indicator (v) from SA 03 (Transmission #1). vehicle key switch. Does the FuelSense®
Indicator appear when the J1939 parameter
value is 01b, and disappear when it is 00b?
OEM FuelSense® Indicator implementations must be
reviewed by Allison Transmission; please contact
your Application Engineering representative.
B.4.32.5.1. Bulb Checks

The device that physically actuates the indicator is
responsible for performing bulb and / or display
checks at the beginning of each key switch cycle.
B.4.33. HIGH N/V RATIO INPUT
NOTE: TCI broadcast must be continuous.
WARNING: The following sections It may also be sent on change between the
describe the intended use of a specific normal 1 second updates. If sent only on
function which has been validated in the change, diagnostic responses will be
configuration(s) described. generated by the TCM.
All 2WD and 4WD applications are required to
support the applicable states as defined by SAE:
Allison Transmission is not liable for Bits Meaning

incorrect implementation or unintended 000b 2WD high (normal or On Highway range)
use of this feature. 001b 4WD high (normal or On Highway range)
010b Neutral
011b 2WD low (or Off Highway range)
B.4.33.1. OVERVIEW
100b 4WD low (or Off Highway range)
High N/V operation results when driveline ratios result 101b Shift in Progress or gear not confirmed
in high transmission output shaft speeds (N) while 110b Error
running at low vehicle speeds (V). Allison defines 111b Not Available
high N/V values as 43 to 93 rpm / kph (70 to 150 rpm
/ mph). In these situations, such as during two speed
axle or transfer case operation, special TCM logic For example, a 2WD vehicle must support states
must be employed to optimize modulation and shift 000b and 011b, while a 4WD vehicle must support
quality. states 001b and 100b. Transfer cases with a Neutral
position must support state 010b. Regardless as to
High N/V can be accomplished via J1939 or GPI CC whether a vehicle is 2WD or 4WD, 110b (Error)
(See the Allison 5th Generation Controls Installation support is required.
Manual).
The J1939-based implementation is optional in 1000 B.4.33.5.1. Required Support –
– 4000 Series applications. Communication Failure Indication
During Sensor Failure
B.4.33.3. CONFIGURATION (VEPS / ACCT) If the component broadcasting Transfer Case Status
detects an input sensor or system failure, operator
[18010] ON-VEHICLE PROTOCOL: CAN1 notification is required. The intent is to avoid
[18020] ON-VEHICLE PROTOCOL: CAN2 unknowingly operating the vehicle when the TCM
Parameters must be provided to the CAN port set to does not know the status of the transfer case.
Physical implementation of this Communication
[25130] HIGH N/V RATIO INPUT Failure indication is left to the discretion of the vehicle
Set answer to PRIMARY ON-VEHICLE PROTOCOL OEM. Acceptable examples include a lamp or text
to enable TCI Transfer Case Status reception. display with phrasing such as “Vehicle Electrical
Fault” or “Vehicle Electronic Fault”. No specific
B.4.33.4. J1939 PARAMETER AND SA USE wording is defined, as Allison realizes vehicle OEMs
SAs marked (V) may be set to an OEM-specified may already have a method to communicate such
value via VEPS. See AUTO-DETECTION for SA problems to the operator. Your Allison Application
selection details. Engineer must review all implementations.
B.4.33.4.1. Required Support Check Trans Indicator actuation is not an acceptable

means of representing a communication problem. If
The J1939 network is required to provide TCI
only the Check Trans Indicator is active, service
Transfer Case Status every 1 S and on change from
one of the following SAs, in order of TCM preference:
problem, when in fact it is most likely a vehicle
1. SA 04 (Transmission #2) (V) network or wiring issue.
B.4.33.5.2. Bulb Checks NOTE: Regardless of J1939 or GPI CC
The component that actuates the Communication implementation, all operation is in converter
Failure indication is required to perform a bulb check mode when the function is active.
or functionality check on this indicator at the
beginning of each key switch cycle.
Allison recommends the lamp or indicator remain on
B.4.33.8.1. Component Broadcasting Transfer
for 2 seconds during the check. However, there is no
Case Status Detects a Problem
specific timing requirement, and a slightly longer or
shorter time period may be used. The component broadcasting Transfer Case Status is
required to diagnose its input sensor or system and
B.4.33.6. OTHER REQUIREMENTS / indicate 110b (Error) in the event that transfer case
RESTRICTIONS status cannot be determined.
B.4.33.6.1. Park Brake B.4.33.8.2. TCM receives invalid Transfer Case

Status
WARNING: If the transfer case is placed in When Transfer Case Status indicates 110b (Error), or
Neutral while the transmission is in Park, the TCM fails to receive a valid Transfer Case Status
the park pawl will be rendered useless, and value, the TCM will assume the transfer case is in
the vehicle may roll or move unexpectedly. high range. Adaptive shift quality will suffer, and
converter lockup operation may stall the engine
Transfer cases or gearboxes downstream
during rapid deceleration.
of the transmission are outside of TCM
control and responsibility. However, Allison B.4.33.9. INSTALLATION CHECKLIST: HIGH N/V
encourages vehicle manufacturers to alert
the operator of this situation and / or Allison Application Engineering will review new
implement their transfer case systems in J1939-based implementations for the following
such a manner that this situation cannot minimum functionality. While vehicle OEMs may use
occur. If the transfer case is placed in this list to help evaluate their implementation during
Neutral while the transmission is in Park, development, it is not a substitute for the
the park pawl will be rendered useless, and requirements described previously.
the vehicle may roll or move unexpectedly.
Transfer cases or gearboxes downstream following questions:
of the transmission are outside of TCM
B.4.33.9.1. Basic Parameter and SAs
control and responsibility. However, Allison
encourages vehicle manufacturers to alert  Is the TCM calibration configured properly?
the operator of this situation and / or
implement their transfer case systems in  Is the required parameter supported from an
such a manner that this situation cannot acceptable source address?
occur.
B.4.33.9.2. Bulb Check / Text Display Check
ETC2 Transmission Selected Gear is available from
the TCM to assist the transfer case system in  Turn the key switch on. Is a Check Trans
determining if a 1000/2000 Series transmission is in Indicator bulb check or text display check
Park. performed at power up?
B.4.33.7. NORMAL OPERATION B.4.33.9.3. Basic Operation

When TCI Transfer Case Status indicates either:  Manipulate the transfer case controls. Does
Transfer Case Status correctly reflect all
— 011b, 2WD low (or Off Highway range)
applicable range indications?
— 100b, 4WD low (or Off Highway range)
B.4.33.9.4. Failure Modes
…torque converter lockup is disengaged, and the
TCM adjusts to accommodate vehicle performance  Disconnect or disable the transfer case position
changes which result from the deeper gear ratio input from the component which broadcasts TCI
associated with the transfer case “low” position. Transfer Case Status. Is 110b (Error) indicated?
B.4.34. HILL HOLD INTERFACE at Stop input to the TCM when the Hill Hold controller
activates the vehicle brakes.
describe the intended use of a specific B.4.34.6. NORMAL OPERATION: TCM
function which has been validated in the WARNING: The TCM indicates
configuration(s) described. transmission consent with ETC7
Implementations or use of this feature Transmission Ready for Brake Release
which differ from that described could result when operating conditions appear such
in damage to equipment or property, that vehicle launch in the operator-selected
serious personal injury, or loss of life. direction is imminent. Vehicle movement in
the opposite direction is minimized, but
vehicle based factors (e.g. mass and road
consequences associated with incorrect
grade) may cause rollback. The system
implementation or unintended use of
integrator (vehicle OEM) is responsible for
this feature.
verifying acceptable vehicle operation and
device interaction.
B.4.34.1. OVERVIEW
The Hill Hold Interface provides transmission status The TCM will set ETC7Transmission Ready for Brake
to Hill Hold controllers so they can determine whether Release = 01b (Transmission Ready for Brake
or not to release the vehicle brakes. This interface is Release) when:
only available via J1939 communication.
— The transmission has commanded a forward or
B.4.34.2. AVAILABILITY reverse range, and
The Interface is available in 1000 – 4000 Series and
TC10 applications. — Sufficient torque is available to minimize vehicle
movement in the opposite direction
The TCM will set ETC7 Transmission Ready for
[18000] THROTTLE AND LOAD SOURCE Brake Release = 00b (Transmission Not Ready for
Set answer to ON-VEHICLE PROTOCOL. Brake Release) when any of the activation criteria are
not met.
[18020] ON-VEHICLE PROTOCOL: CAN2 B.4.34.6.1. Neutral-to-Range Inhibit
Parameters must be provided to the CAN port set to After each key cycle, the TCM will activate the Range
SAE J1939, FULL FUNCTIONALITY. Inhibit Indicator and inhibit the first Neutral-to-Range
shift until it detects that the transmission has sufficient
[30600] HILL HOLD INTERFACE torque capacity, i.e. the transmission is able to
Answer must be set to ENABLED. transmit torque.
[14000] TORQUE CONVERTER If, within 3 seconds of the operator range request, the
Answer must not be set to DEFAULT. TCM determines that transmission torque capacity is
sufficient, the shift inhibit automatically clears and the
B.4.34.4. J1939 PARAMETER AND SA USE requested range will engage.
B.4.34.4.1. Required Support If sufficient torque capacity is not achieved within the
The Hill Hold controller is required to receive and 3 second grace period (such as due to cold fluid), the
utilize ETC7 Transmission Ready for Brake Release shift inhibit remains in effect and the operator is
from SA 03 (Transmission #1). required to re-select range. No indication is provided
to the operator once the system has sufficient torque
B.4.34.5. OTHER REQUIREMENTS / capacity.
RESTRICTIONS
B.4.34.7. NORMAL OPERATION: HILL HOLD
B.4.34.5.1. Application Engineering Review CONTROLLER
Allison Application Engineering review is required The Hill Hold controller may release the brakes when
before this function may be implemented. ETC7 Transmission Ready for Brake Release = 01b
(Transmission Ready for Brake Release).
B.4.34.5.2. Compatibility with Neutral at Stop
Hill Hold Interface may only be used with Neutral at The Hill Hold controller should not release brakes
Stop implementations that do not activate the Neutral when ETC7 Transmission Ready for Brake Release
indicates 00b (Transmission Not Ready for Brake
Release). The vehicle may experience a greater B.4.34.10.3. Hill Hold controller response to
amount of rollback on grade if the Hill Hold controller Error state
releases during this parameter state.
1. Clear any Allison DTCs, and begin this sequence
B.4.34.8. FAILURE MODES & RESPONSES: in Neutral with the engine idling.
TCM
2. Select Drive and release the service brake pedal.
B.4.34.8.1. Function Input Failures
If the TCM detects Engine Speed or Turbine Speed 3. Verify the TCM broadcasts ETC7 Transmission
sensor faults, the TCM will set ETC7 Transmission Ready for Brake Release = 00b (Transmission
Ready for Brake Release = 10b (Error). No function- not Ready for Brake Release).
specific DTCs are set.
4. Inject an Engine Speed sensor fault. Verify TCM
B.4.34.9. FAILURE MODES & RESPONSES: broadcasts ETC7 Transmission Ready for Brake
HILL HOLD CONTROLLER Release = 10b (Error).
B.4.34.9.1. Invalid ETC7 Transmission Ready 5. Verify that the Hill Hold controller brake release is
for Brake Release data restricted (or at a minimum, delayed) due to the
ETC7 Transmission Ready for Brake Release
If ETC7 Transmission Ready for Brake Release
Error broadcast.
indicates 10b (Error), 11b (Not Available) or Hill Hold
controller ETC7 reception is lost, the Hill Hold B.4.34.10.4. Hill Hold controller response to Not
controller shall assume that the transmission is not Available state
able to transmit sufficient torque to minimize vehicle
movement in the opposite direction. 1. Using Allison DOC® or Allison engineering tools,
disable Hill Hold Interface function.
B.4.34.10. INSTALLATION CHECKLIST: TCM
Allison Application Engineering will review new 2. Clear any Allison DTCs, and begin this sequence
implementations for the following minimum in Neutral with engine idling.
assist implementation development, it is not a 3. Verify the TCM broadcasts ETC7 Transmission
substitute for requirements described previously. Ready for Brake Release = 11b (Not Available).
Acceptable implementations will answer “yes” to all of 4. Select Drive an release the service brake pedal.
the following questions.
5. Verify that the Hill Hold controller brake release is
B.4.34.10.1. General restricted (or at a minimum, delayed) due to the
ETC7 Transmission Ready for Brake Release
 Is the TCM calibration configured properly? signal timeout.
 Does the Hill Hold controller have defined B.4.34.10.5. Hill Hold controller response to
behavior for all ETC7 Transmission Ready for TCM timeout
Brake Release signal states?
B.4.34.10.2. Hill Hold controller releases brakes in Neutral with engine idling.
when TCM is ready
2. Select Drive and release the service brake pedal.
in Neutral with the engine idling. 3. Verify TCM broadcasts ETC7 Transmission
Ready for Brake Release = 00b (Transmission
2. Select Drive, and increase throttle until the TCM not Ready for Brake Release).
broadcast of ETC7 Transmission Ready for
Brake Release transitions from 00b to 01b 4. Unplug TCM or disconnect the J1939 network
(Transmission Ready for Break Release). between the TCM and the Hill Hold Controller.
3. Verify that the Hill Hold controller releases the 5. Verify that the Hill Hold controller brake release is
brakes after the parameter transition. restricted (or at a minimum, delayed) due to
ETC7 message timeout.
B.4.35. KICKDOWN INPUT 2. SA 49 (Cab Controller)
WARNING: The following sections 4. SA 00 (Engine #1)
function which has been validated in the B.4.35.5. DRIVER INTERFACE
Implementations or use of this feature B.4.35.5.1. Required Support – Physical Detent
which differ from that described could An acceptable mechanization is required for the
result in damage to equipment or property, engine controller to determine when to indicate a
serious personal injury, or loss of life. “kickdown active” state. The throttle pedal must be
equipped with a detent indicating when full-throttle is
Allison Transmission is not liable for achieved using the Economy shift points. When the
consequences associated with operator “steps through” this detent, the function is
incorrect implementation or unintended activated and Performance shift points are achieved.
Many controllers set Accelerator Pedal Kickdown
Switch based solely on pedal position information
B.4.35.1. OVERVIEW
from the throttle pedal sensor. For example, an
The kickdown input function permits the operator to engine might set “Kickdown active” when throttle
invoke Performance shift points when operating in an position is at 95% or higher.
Economy shift schedule. The transition can be
controlled by either the accelerator pedal or the Implementations without a physical detent or “break-
MODE button, depending on TCM configuration. over” point in the throttle travel to notify the operator
that the throttle pedal is in the active kickdown zone
The J1939 implementation described here is intended are not acceptable. Without sensory feedback,
as a substitute for physical accelerator pedal operators may unknowingly operate a vehicle
kickdown switch. continuously in kickdown mode, resulting in poor fuel
economy.
The J1939-based implementation associated with the The figure below illustrates one possible operator
accelerator pedal is optional in 1000 – 4000 Series feedback implementation in addition to the proper
and TC10 applications. TC10 applications may also signal to the engine controller. The throttle position
assign this function to the MODE button. sensor may be used instead of the switch, as long as
its kickdown point is properly synchronized with the
B.4.35.3. CONFIGURATION (VEPS / ACCT) throttle pedal detent or “break-over” point.
[18000] THROTTLE AND LOAD SOURCE B.4.35.6. NORMAL OPERATION
Must remain set to default answer PRIMARY ON- When Accelerator Pedal Kickdown Switch = 01b
VEHICLE PROTOCOL. (Kickdown Active), performance shift points are used
at full throttle.
[18020] ON-VEHICLE PROTOCOL: CAN2 B.4.35.7. TCM FAILURE MODES & RESPONSES
Parameters must be provided to the CAN port set to If Accelerator Pedal Kickdown Switch reception is lost
SAE J1939 FULL FUNCTIONALITY. or indicates 10b (Error) or 11b (Not Available), the
transmission defaults back to Economy mode after a
[25010] KICKDOWN INPUT
timeout period expires.
Set to PRIMARY ON-VEHICLE PROTOCOL to
enable TCM parameter reception. B.4.35.8. INSTALLATION CHECKLIST:
KICKDOWN INPUT
SAs marked (V) may be set to an OEM-specified implementations for the following minimum
value via VEPS. See AUTO-DETECTION for SA functionality. While vehicle OEMs may use this list to
selection details. assist implementation development, it is not a
The J1939 network is required to provide EEC2 Acceptable implementations will answer “yes” to all of
Accelerator Pedal Kickdown Switch from one of the the following questions:
following SAs, in order of TCM preference:
 Is Accelerator Pedal Kickdown Switch being  Is the detent at 95% or greater accelerator pedal
broadcast from an acceptable source address? position?
 Does the operator’s accelerator pedal have a  When the accelerator pedal is pressed through
physical detent? the detent, does Accelerator Pedal Kickdown
Switch indicate 01b (Kickdown Active)?
 Is Accelerator Pedal Kickdown Switch inactive
with the pedal gently resting against the detent?
MECHANIZATION OF KICKDOWN SWITCH
B.4.36. LOCKUP INDICATOR B.4.36.7. FAILURE MODES AND RESPONSES
If the TCM cannot determine the status of the lock-up
WARNING: The following sections clutch, 10b (Error) is broadcast.

B.4.36.1. OVERVIEW
The lockup indicator function gives auxiliary vehicle
systems a means to acquire knowledge of torque
converter lock-up clutch status. Status can be
obtained through GPO K – LOCKUP INDICATOR or
a J1939 parameter.

Parameter must be received from the CAN port set to
[26030] LOCKUP INDICATOR

Set to BOTH GPO K AND J1939 PARAMETER or
ONLY J1939 ETC1 TRANSMISSION TORQUE
CONVERTER LOCKUP ENGAGED to enable TCM
parameter broadcast.

The component making decisions based on lock-up
status is required to receive and utilize ETC1
Transmission Torque Converter Lockup Engaged
from SA 03 (Transmission #1).

There are no specific driver interface requirements for
this function.

When ETC1 Transmission Torque Converter Lockup
Engaged = 01b (Torque converter lockup engaged),
the torque converter lock-up clutch is engaged.
B.4.37. NEUTRAL AT STOP INPUT This document only discusses the available J1939
inputs. For other input options, refer to GPI AS
WARNING: The following sections (NEUTRAL AT STOP INPUTS) documentation.
function which has been validated in the B.4.37.2. AVAILABILITY
configuration(s) described. Neutral At Stop availability may depend on the
Implementations or use of this feature selected FuelSense® package.
result in damage to equipment or property, B.4.37.2.1. Neutral At Stop Standard via J1939
serious personal injury, or loss of life. EBC1 Brake Pedal Position
Implementation is optional in 1000 – 4000 Series
Allison Transmission is not liable for applications. Allison Application Engineering Review
consequences associated with is required prior to VEPS / ACCT configuration.
use of this feature. B.4.37.2.2. Neutral At Stop Premium via
Service Brake Status Input
B.4.37.1. OVERVIEW Implementation is optional in 1000 – 4000 Series
Neutral At Stop functions include Neutral at Stop applications. TC10 applications require Neutral At
Standard and Neutral at Stop Premium. Both Stop Premium support; the J1939-based
functions save fuel by reducing load on the engine implementation described is one option for meeting
when the vehicle is at a full stop. that requirement.
Prior to B/C142 and D141 software releases, these B.4.37.2.3. Neutral At Stop Premium via J1939
functions were referred to as Reduced Engine Load B2 Demanded Brake Application
at Stop (RELS) and Enhanced Converter Load Pressure
Reduction (ECLR), respectively. Implementation is optional in 1000 – 4000 Series
applications. TC10 applications require Neutral At
Neutral At Stop Standard may be activated by one of Stop Premium support; the J1939-based
the following inputs: implementation described is one option for meeting
that requirement.
— an analog brake pressure switch (via GPI AS)
B.4.37.2.4. Neutral At Stop Premium via J1939
— J1939 EBC1 Brake Pedal Position. CCVS1 Parking Brake Switch
Implementation is optional in 1000 – 4000 Series
Neutral At Stop Premium may be activated by one of applications. Allison Application Engineering Review
the following inputs:
is required prior to VEPS / ACCT configuration.
— an analog brake pressure switch (via GPI AS) B.4.37.2.5. Neutral At Stop Premium via
Service Brake Status Input or J1939
— any J1939 Service Brake Status input
CCVS1 Parking Brake Switch
— B2 Demanded Brake Application Pressure Implementation is optional in 1000 – 4000 Series
applications. Allison Application Engineering Review
— J1939 CCVS1 Parking Brake Switch is required prior to VEPS / ACCT configuration.
— a combination of either Service Brake Status input

or J1939 CCVS1 Parking Brake Switch B.4.37.3. CONFIGURATION (VEPS / ACCT)

NOTE: The vehicle manufacturer is [18020] ON-VEHICLE PROTOCOL: CAN2
responsible for assuring that all applicable Parameters are only exchanged on the CAN port set
brake requirements are met. Allison to SAE J1939 FULL FUNCTIONALITY.
Transmission assumes no responsibility for
service brakes, park brakes, park brake [25270] NEUTRAL AT STOP INPUTS
apply systems, and other related Defaults vary per product family and VMC. Currently
components which are provided and the only answers that make use of J1939 inputs are:
installed by other parties.
— STANDARD, VIA BRAKE PEDAL POSITION
— PREMIUM, VIA SERVICE BRAKE STATUS

INPUT
— PREMIUM, VIA J1939 B2 DEMANDED BRAKE B.4.37.4.2. Required Support – Premium via
APPLICATION PRESSURE Service Brake Status Input
All applications require the J1939 network to provide
— PREMIUM – VIA J1939 CCVS1 Parking Brake one of the J1939 brake switch parameters defined
Switch under SERVICE BRAKE STATUS INPUT.
— PREMIUM VIA SERVICE BRAKE STATUS TC10 applications also require the J1939 network to
INPUT OR J1939 CCVS1 Parking Brake Switch provide CCVS1 Parking Brake Switch from one of the
following SAs, in order of TCM preference:
[25300] SERVICE BRAKE STATUS INPUT
Set answer to J1939 CCVS1 BRAKE SWITCH or 1. SA 17 (Cruise Control) (V)
J1939 EBC1 EBS BRAKE SWITCH to enable TCM 2. SA 49 (Cab Controller)
parameter reception. 3. SA 39 (Management Computer #1)
[25271] NEUTRAL AT STOP: Brake Pedal 5. SA 33 (Body Controller)
Position Activation Level 6. SA 00 (Engine #1)
[25272] NEUTRAL AT STOP: Brake Pedal
Position Deactivation Level B.4.37.4.3. Required Support – Premium via
Answers to these two questions define the brake J1939 B2 Demanded Brake
pedal position percentages at which Neutral At Stop Application Pressure
Standard will activate / deactivate for vehicles The J1939 network is required to provide B2
configured for NEUTRAL AT STOP STANDARD, VIA Demanded Brake Application Pressure from one of
BRAKE PEDAL POSITION. the following SAs, in order of TCM preference:
The activation level value is required to be higher than 1. SA 49 (Cab Controller)

the deactivation level value. Allison Application 2. SA 33 (Body Controller)
Engineering will assist in determination of the proper 3. SA 11 (Brakes – System Controller)
values.
TC10 applications also require the J1939 network to
[25273] NEUTRAL AT STOP: Brake Application provide CCVS1 Parking Brake Switch from one of the
Pressure Activation Level following SAs, in order of TCM preference:
[25274] NEUTRAL AT STOP: Brake Application
Pressure Deactivation Level 1. SA 17 (Cruise Control) (V)
Answers to these two questions define the brake 2. SA 49 (Cab Controller)
application pressure at which Neutral At Stop 3. SA 39 (Management Computer #1)
Premium will activate / deactivate for vehicles 4. SA 23 (Instrument Cluster #1)
configured for NEUTRAL AT STOP PREMIUM, VIA 5. SA 33 (Body Controller)
J1939 B2 DEMANDED BRAKE APPLICATION 6. SA 00 (Engine #1)
PRESSURE.
B.4.37.4.4. Required Support – Premium via
The activation level value is required to be higher than J1939 CCVS1 Parking Brake Switch
the deactivation level value. Allison Application The J1939 network is required to provide CCVS1
Engineering will assist in determination of the proper Parking Brake Switch from one of the following SAs,
values. in order of TCM preference:
B.4.37.4. J1939 PARAMETER AND SA USE 1. SA 17 (Cruise Control) (V)

SAs marked (V) may be set to an OEM-specified 2. SA 49 (Cab Controller)
value via VEPS. See AUTO-DETECTION for SA 3. SA 39 (Management Computer #1)
selection details. 4. SA 23 (Instrument Cluster #1)
B.4.37.4.1. Required Support – Standard via 6. SA 00 (Engine #1)
J1939 EBC1 Brake Pedal Position
The J1939 network is required to provide EBC1 Brake B.4.37.4.5. Required Support – Premium via
Pedal Position from one of the following SAs, in order Service Brake Status Input or J1939
of TCM preference: CCVS1 Parking Brake Switch
1. SA 45 (Endurance Braking System) Parking Brake Switch from one of the following SAs,
2. SA 11 (Brakes – System Controller) in order of TCM preference:
2. SA 49 (Cab Controller) B.4.37.6.3. Neutral At Stop Premium via
3. SA 39 (Management Computer #1) Service Brake Status Input
4. SA 23 (Instrument Cluster #1) In this configuration, the Neutral At Stop input is active
5. SA 33 (Body Controller) when the J1939 brake switch parameter indicates
6. SA 00 (Engine #1) 01b (brake pedal depressed), and inactive when it
indicates 00b (brake pedal released). In addition,
The J1939 network is also required to provide one of TC10 applications may activate Neutral At Stop
the J1939 brake switch parameters as described Premium when the selector is in a forward range and
under SERVICE BRAKE STATUS INPUT. CCVS1 Parking Brake Switch indicates 01b (parking
brake set).
B.4.37.4.6. Impact of Neutral At Stop Operation
on other TCM Broadcasts B.4.37.6.4. Neutral At Stop Premium via J1939
Except in certain natural gas applications, both B2 Demanded Brake Application
Neutral At Stop functions are completely transparent Pressure
are far as TCM broadcast parameters. For example, In this configuration, the Neutral At Stop input is active
there are no ETC2 or ETC7 parameter broadcast when B2 Demanded Brake Application Pressure is
content changes when a Neutral At Stop function greater than its configured activation value, and
activates or deactivates. inactive when less than its configured deactivation
value. In addition, TC10 applications may activate
B.4.37.5. OTHER REQUIREMENTS / Neutral At Stop Premium when the selector is in a
RESTRICTIONS forward range and CCVS1 Parking Brake Switch
The Neutral At Stop Inputs are required to meet the indicates 01b (parking brake set).
timing and performance criteria specified under GPI
AS. B.4.37.6.5. Neutral At Stop Premium via J1939
CCVS1 Parking Brake Switch
In this configuration, the Neutral At Stop input is active
B.4.37.6.1. General when CCVS1 Parking Brake Switch indicates 01b
(parking brake set), and inactive when it indicates 00b
Neutral At Stop functions will activate when: (parking brake not set).
— normal sump operating temperature is achieved, B.4.37.6.6. Neutral At Stop Premium via
— the transmission is in 1st range, Service Brake Status or J1939
— the vehicle is at a stop, CCVS1 Parking Brake Switch
— the accelerator pedal is released,
— vehicle grade is not excessive, In this configuration, the Neutral at Stop input is active
when either the J1939 service brake switch
— no transmission PTO drives are active,
— no ABS event is active, and parameter indicates 01b (brake pedal depressed) or
the CCVS1 Parking Brake Switch parameter
— Neutral At Stop input is active.
indicates 01b (parking brake set). The Neutral At Stop
In TC10 applications, Neutral At Stop may activate input is inactive when both the J1939 service brake
when the parking brake is set, independent of the switch parameter indicates 00b (brake pedal
configured Neutral At Stop input choice. released) and the CCVS1 Parking Brake Switch
parameter indicates 00b (parking brake not set).
Allison shift selectors convey no indication that
Neutral At Stop is active, as function operation is B.4.37.7. TCM FAILURE MODES AND
intended to be transparent to the vehicle operator. RESPONSES
Neutral At Stop functions will deactivate when: B.4.37.7.1. Invalid Data or Loss of
Communication
— the accelerator pedal is applied, or If the function is inactive and the TCM receives Error,
— a transmission PTO drive becomes active, Not Available or J1939 parameter reception is lost,
— an ABS event occurs, or the respective Neutral At Stop function will not
— its J1939 inputs go inactive. activate. No DTCs are set.
B.4.37.6.2. Neutral At Stop Standard via Brake If the function is already active due to a service brake
Pedal Position Input input and the TCM receives Error, Not Available or
In this configuration, the Neutral At Stop input is active J1939 parameter reception of the input is lost, the
when EBC1 Brake Pedal Position is greater than its transmission will exit Neutral At Stop. No DTCs are
configured activation value, and inactive when less set by the TCM.
than its configured deactivation value.
If the function is already active due to the CCVS1
Parking Brake Switch input and the TCM receives
Error, Not Available or J1939 parameter reception of
the input is lost, Neutral At Stop will remain active until
another exit criterion is met, such as increased
accelerator pedal, a reselect of Drive, or sufficient
rotation of the output shaft. No DTCs are set by the
TCM.
WARNING: For configurations utilizing

CCVS1 Parking Brake Switch, the park
brake must be capable of holding the
vehicle stationary in case the transmission
exits Neutral At Stop for any reason.
B.4.37.7.2. Brake Switch Rationality Check –

Neutral At Stop Premium
The TCM continually evaluates the J1939 service
brake switch parameter. If several vehicle
accelerations are detected while 01b (brake pedal
depressed) is indicated, DTC P0703 is set and
Neutral At Stop Premium will no longer function. The
The TCM does not perform a rationality check for

J1939 CCVS1 Parking Brake Switch input.

NEUTRAL AT STOP INPUTS
Allison Application Engineering will review all new
J1939-based implementations. The GPI AS
(NEUTRAL AT STOP INPUTS) documentation
contains written test plans. Contact your Allison
Application Engineer for assistance.
B.4.38. NEUTRAL INDICATOR B.4.38.5. DRIVER INTERFACE
WARNING: The following sections this function.
function which has been validated in the B.4.38.6. OTHER REQUIREMENTS /
configuration(s) described. RESTRICTIONS
WARNING: The J1939 Neutral Indicator
function is not an acceptable means of
implementing ‘neutral start’ functionality.
Refer to the NEUTRAL START function.
consequences associated with The J1939-based Neutral Indicator function cannot
incorrect implementation or unintended be substituted for GPO S – Neutral Indicator for PTO
use of this feature. (NIPTO). The NIPTO function incorporates timer
logic specifically required for PTO integration. There
B.4.38.1. OVERVIEW is no J1939 equivalent for NIPTO at this time.
The neutral indicator function gives vehicle OEMs the B.4.38.7. NORMAL OPERATION
means to interface with auxiliary vehicle systems that
When both ETC2 Transmission Current Gear and
require neutral indication.
Transmission Selected Gear indicate zero, the
B.4.38.2. AVAILABILITY transmission is in Neutral. If either parameter does
not indicate zero, the transmission is either engaged
in a range or attempting to shift into a range.
Fault logging, diagnostics, and troubleshooting
[18010] ON-VEHICLE PROTOCOL: CAN1 related to the loss of any parameter reception are the
[18020] ON-VEHICLE PROTOCOL: CAN2 responsibility of the controller monitoring the
Parameters must be received from the CAN port set parameter(s) and the vehicle OEM.
[30180] J1939 BROADCAST: ETC2 Transmission NEUTRAL INDICATOR
Current Gear The vehicle OEM implementing vehicle functions
[30220] J1939 BROADCAST: ETC2 Transmission utilizing the Neutral Indicator are responsible for all
Selected Gear testing. Vehicle system responses to “Error”
Both answers must be set to ENABLED. indications in any / all of the received parameters
should be understood.
Parameters marked (V) can be enabled or disabled
via VEPS.

The component making decisions based on Neutral
Indication is required to receive and utilize the
following from SA 03 (Transmission #1):
— ETC2 Transmission Current Gear (V), and

— ETC2 Transmission Selected Gear (V)
Use of ETC2 Transmission Current Range and / or

ETC2 Transmission Requested Range is not
recommended for this function. These parameters
were developed and validated for use by vehicle
displays. As such, their failure modes were
developed for display systems, and may not be
acceptable for vehicle control situations.
B.4.39. NEUTRAL START — Any multi-parameter implementation relies on the
vehicle OEM for proper interpretation, whereas the
WARNING: The following sections wire output and dedicated Transmission Engine
describe the intended use of a specific Crank Enable parameter are simple yes-no
function which has been validated in the indications.
Implementations or use of this feature — Allison’s implementation of ETC2 Transmission
which differ from that described could Requested Range was developed and validated for
result in damage to equipment or property, use only by vehicle displays. As such, failure
serious personal injury, or loss of life. modes for this parameter were developed for
display systems. These failure modes may not be
Allison Transmission is not liable for acceptable for vehicle control situations.
incorrect implementation or unintended — Future changes to the logic behind the three
use of this feature. parameters (particularly those originally intended
for display) might unintentionally change the
neutral start functionality. A dedicated neutral start
B.4.39.1. OVERVIEW
parameter prevents this, and allows for future
The neutral start function prevents engine cranking changes behind its logic without forcing any
while the transmission is in gear, and can be change for the vehicle OEMs’ software.
accomplished by either a dedicated TCM wire output
or the J1939 datalink. See Allison 5th Generation ETC7 Transmission Engine Crank Enable should not
Controls Installation Manual Section D: “Vehicle be used for interfacing with auxiliary vehicle systems
Electrical System Interface” for details on the that require neutral indication. ETC2 Transmission
dedicated wire implementation. Selected Gear and Transmission Current Gear are
available for fulfilling this need.
The J1939-based implementation is standard in all B.4.39.5. DRIVER INTERFACE
B.4.39.5.1. Required Support –
B.4.39.3. CONFIGURATION (VEPS / ACCT) Communication Failure Indication
If the starter controller detects TCM communication
[18010] ON-VEHICLE PROTOCOL: CAN1 loss, it is required to inform the operator. See
[18020] ON-VEHICLE PROTOCOL: CAN2 STARTER CONTROLLER FAILURE MODES AND
Parameter must be received from the CAN port set to RESPONSES. The intent is to avoid situations where
SAE J1939 FULL FUNCTIONALITY. the engine fails to crank and the operator has no
indication of a vehicle problem.
[30240] J1939 BROADCAST: ETC7 Transmission
Engine Crank Enable Actuating the Check Trans Indicator is not an
Must be set to ENABLED. acceptable means to represent a communication
problem. If the Check Trans Indicator is active,
B.4.39.4. J1939 PARAMETER AND SA USE service technicians may assume there is a
Parameters marked (V) can be enabled or disabled transmission problem, when in fact, it is most likely a
via VEPS. vehicle network or wiring issue.
B.4.39.4.1. Required Reception Support B.4.39.6. NORMAL OPERATION

The component controlling engine cranking, referred
to as the starter controller, is required to receive ETC7 B.4.39.6.1. Timing
Transmission Engine Crank Enable (V) as sent from J1939-based neutral start has an inherent delay
SA 03 (Transmission #1). between the time when the key switch moves from
the “off” to “crank” position and the activation of the
TCM neutral start indication. The additional delay is
WARNING: J1939 Neutral Start the amount of time for the TCM to begin broadcasting
implementations that do not utilize ETC7 on J1939 once it receives a key switch voltage signal.
Transmission Engine Crank Enable are not
acceptable. The first ETC7 broadcast typically appears within 200
ms after the TCM receives key switch voltage.
Use of ETC2 Transmission Selected Gear,
Transmission Current Gear and / or Transmission
Requested Range is not permitted for this function:
B.4.39.6.2. Voltage & Latching Requirements
While the dedicated wire and J1939-based neutral Shift D
Selector
start implementations provide similar behavior from Position N
the driver’s perspective, their responses to voltage
drop during cranking differ. Vehicle Crank
Key
Dedicated Wire Implementation Run Run
Switch
The wire output provides a signal to energize the Position Off
neutral start relay. Allison is responsible for keeping
the wire output “latched” as long as possible during Trans. 012
the cranking process, and has special TCM circuitry Engine
002
Crank
in place to do so. The wire will not “drop out” unless Enable
the TCM input voltage drops below 4.5 volts. None
Engine Running
Vehicle OEMs are responsible for ensuring relay
&
voltage doesn’t drop out during cranking. If either Starter
Cranking
voltage drops out, the starting circuit will cycle Status Off
between being enabled and disabled.
J1939 Implementation SEQUENCE 1 2 3 4 5 6 7 8

As long as TCM voltage remains above 7.5 volts,
Typically < 300 ms
Transmission Engine Crank Enable directly follows
the state of the wire output. When the wire output is Typically < 200 ms
energized, Transmission Engine Crank Enable will
= TCM begins J1939 broadcast.
indicate 01b (Cranking Enabled).
= TCM J1939 broadcast ceases.
When input voltage drops below 7.5 volts, J1939
communication ceases until the TCM receives J1939-BASED NEUTRAL START SEQUENCE
sufficient voltage and subsequently reinitializes.
EXAMPLE
There is no special circuitry that can keep the J1939
broadcast active during TCM resets. 1. The operator turns the key switch to the “Run”
position. The TCM is not yet broadcasting on
In J1939 implementations, the starter controller is J1939.
required to “latch” the state of Transmission Engine
Crank Enable after cranking has initiated, and retain 2. Within 200 ms after receiving the key switch
it as long as the key switch remains in the crank signal, the TCM initializes and begins J1939
position for the given instance of cranking. The broadcasts. The first ETC7 Transmission Engine
vehicle OEM is responsible for proper operation of the Crank Enable may indicate 00b (Cranking
entire cranking circuit. Disabled).
B.4.39.6.3. Cranking Sequence Example 3. Within 300 ms after receiving the key switch
The following illustrates the relationship between the signal, ETC7 Transmission Engine Crank Enable
key switch, TCM, and starter controller: indicates 01b (Cranking Enabled).
4. The operator turns the key switch to the “Crank”

position. The starter controller allows the starter
to begin cranking the engine. At the onset of
cranking, the starter controller latches onto the
Transmission Engine Crank Enable state, and
retains it as long as the key switch remains in the
crank position.
5. During cranking, TCM voltage drops below 7.5

volts, and TCM J1939 broadcast ceases.
However, the starter controller allows cranking to
continue, based on the “latched” Transmission
Engine Crank Enable value from the beginning of
this cranking cycle.
6. The operator releases the key switch back to the B.4.39.8. TCM FAILURE MODES AND
“Run” position. Engine cranking ceases; the RESPONSES
engine has started. The starter controller
“unlatches” and resets the logic that determines if B.4.39.8.1. TCM Broadcasts Error
cranking is allowed. The TCM does not support Transmission Engine
Crank Enable state 10b (Error). If the TCM cannot
7. TCM input voltage returns, the TCM reinitializes, determine the proper broadcast value, it will indicate
and resumes J1939 broadcasts. 00b (Cranking Disabled). This avoids any chance for
improper interpretation of Error by the starter
8. The operator selects Drive, and Transmission controller.
Engine Crank Enable indicates 00b (Cranking
Disabled). B.4.39.8.2. TCM Broadcasts Not Available
Transmission Engine Crank Enable will only indicate
B.4.39.7. STARTER CONTROLLER FAILURE
11b (Not Available) when TCM broadcast is disabled.
MODES AND RESPONSES
A starter controller receiving 11b (Not Available) is
Fault logging, diagnostics, and troubleshooting required to prevent cranking from occurring.
related to the loss of Transmission Engine Crank
Enable reception are the responsibility of the starter
controller monitoring the parameter(s) and the vehicle
OEM.
B.4.39.7.1. Starter Controller Doesn’t Receive

Transmission Engine Crank Enable
When a vehicle Neutral Start system is designed to
utilize ETC7 Transmission Engine Crank Enable, and
the parameter is not being received, the starter
controller is required to assume that cranking is not
allowed until a valid Transmission Engine Crank
Enable is received, and is required to indicate a
Communication Failure to the operator.
B.4.39.7.2. Starter Controller Loses

While Cranking
As discussed under “Normal Operation”, this failure
most likely occurs due to voltage loss during an
engine-cranking event. However, this failure should
not prevent engine cranking from continuing:
The starter controller is required to “latch” the state of

Transmission Engine Crank Enable after cranking
has initiated, and retain it as long as the key switch
remains in the crank position for the given instance of
cranking, or Transmission Engine Crank Enable
indicates 00b.
B.4.39.7.3. Starter Controller Resets

The starter controller may be powered down
intentionally (key switch turned off) or unintentionally
(intermittent power source) while Transmission
Engine Crank Enable reflects either 01b (Cranking
Enabled) or 00b (Cranking Disabled).
In either case, it is required that the starter controller

assume cranking is disabled / not allowed when it
reinitializes. The starter controller should only allow
the starter to engage when a positive indication (01b)
of Transmission Engine Crank Enable is received.
B.4.39.9. INSTALLATION CHECKLIST: 4. Turn the key switch to the “crank” position. Does
NEUTRAL START the starter controller prevent engine cranking?
implementations for the following minimum 5. Reconnect the TCM to the J1939 network. Is the
functionality. While vehicle OEMs may use this list to Communication Failure indication turned off
assist implementation development, it is not a when the TCM is reconnected?
substitute for requirements described previously. A
B.4.39.9.5. Starter Controller Latches
lever-style shift selector must be used for the
following tests. Transmission Engine Crank Enable
When Cranking Initiated
Acceptable implementations will answer “yes” for the
following test sequences. 1. Clear any Allison DTCs, and begin this sequence
with the key switch off.
B.4.39.9.1. Vehicle Preparation and Test Setup
2. Start to crank the engine.
A protocol tool such as Vector CANalyzer is required
to test the starter controller’s response to “Error” and 3. As soon as the starter engages, IMMEDIATELY
“Not Available” indications. disconnect the TCM from the J1939 network by
open circuiting its J1939 connection. Does
Regardless of tool use, testing requires the ability to engine cranking continue when the TCM is
disconnect or unplug the TCM from the J1939 disconnected?
network. Possible methods include:
Note: The engine may start; this is okay. If the
— a modified engineering vehicle wiring harness, engine starts, shut it off after the test is done.
— a modified Allison service tool “T-Harness”, or
— a switch box between the TCM & vehicle harness. B.4.39.9.6. Starter Controller Receives “Error”
or “Not Available”
B.4.39.9.2. General
1. Begin this sequence with the key switch off.
2. Disconnect the TCM from the J1939 network by
B.4.39.9.3. Normal Operation open circuiting its J1939 connection.
1. Clear any Allison DTCs, and begin this sequence 3. Turn the key switch on.
4. With a protocol tool such as CANalyzer,
2. Quickly turn the key through the “run” position to broadcast an ETC7 Transmission Engine Crank
the “crank” position. Regardless of delay, does Enable value of 10b from SA 03.
the engine eventually begin cranking?
5. Turn the key switch to the “crank” position. Does
3. Turn the key switch off. On lever selector the starter controller prevent engine cranking?
applications, move the lever to “D”; on pushbutton
selectors hold down the “D” button. Turn the key 6. Switch the ETC7 Transmission Engine Crank
through the “run” position to the “crank” position. Enable broadcast value to 11b.
Does the starter controller completely prevent
engine cranking? 7. Turn the key switch to the “crank” position. Does
the starter controller prevent engine cranking?
B.4.39.9.4. Starter Controller Doesn’t Receive
1. Clear any Allison DTCs and begin this sequence

with the key switch on and the engine not running.
2. Disconnect the TCM from the J1939 network by

open circuiting its J1939 connection. Is a
Communication Failure indicated due to loss of
ETC7 Transmission Engine Crank Enable?
3. Is the Communication Failure indicated ONLY by

method(s) OTHER than the Check Trans
Indicator?
B.4.40. OIL LEVEL DISPLAY [30500] J1939 BROADCAST: TRF1 Transmission
Oil Level 1 High / Low – Enable Continuous
WARNING: The following sections Broadcast
describe the intended use of a specific The default answer is CONTINUOUS BROADCAST
function which has been validated in the DISABLED; the shift selector must be in oil level
configuration(s) described. display mode in order for the oil level broadcast
Implementations or use of this feature parameters to be updated. This answer is required
which differ from that described could for implementation OPTION 1.
serious personal injury, or loss of life. Answer CONTINUOUS BROADCAST ENABLED
means oil level parameter data is updated regardless
Allison Transmission is not liable for as to whether or not the shift selector is in oil level
consequences associated with display mode. This answer is required for
incorrect implementation or unintended implementation OPTION 2 (Customer Designed).
[19100] SHIFT SELECTORS: J1939
B.4.40.1. OVERVIEW PROPRIETARY INTERFACE
When 3000/4000 Series or TC10 transmissions are Default answer is 5TH GEN FORMAT. OEMs whose
equipped with an oil level sensor, transmission oil systems determine oil level display mode via TCM
level can be read out on Allison shift selectors with Proprietary A broadcast content must set this to
built-in displays. The Oil Level Display function allows answer 4TH GEN COMPATIBLE; the 5th Generation
vehicle OEMs to convey oil level to the operator Proprietary A message no longer contains data
through a customer-supplied shift selector or auxiliary indicating the current shift selector display mode.
display.
B.4.40.4. IMPLEMENTATION OPTIONS
This function does not provide an oil level readout for Oil Level Display implementation options are tied to
continuous monitoring, but rather the equivalent of an the shift selector implementation chosen by the
“electronic dipstick”. vehicle OEM.
B.4.40.2. AVAILABILITY B.4.40.4.1. OPTION 1 (Allison 4th Gen Selector

The J1939-based implementation is standard in all or Duplicate)
3000/4000 Series and TC10 applications equipped Here the vehicle OEM is either using an Allison 4th
with an oil level sensor. Gen selector, or has duplicated the messaging and
operator interactions used with Allison 4th Gen shift
B.4.40.3. CONFIGURATION (VEPS / ACCT) selectors. Since an Allison proprietary message
controls the selector display, oil level data and
[18010] ON-VEHICLE PROTOCOL: CAN1 measurement status codes will already be shown
[18020] ON-VEHICLE PROTOCOL: CAN2 exactly as seen on Allison selectors. Oil level
Parameters must be received from the CAN port set parameter data is ONLY updated when the TCM and
to SAE J1939 FULL FUNCTIONALITY. selector are in Oil Level Display mode.
[15300] OIL LEVEL SENSOR For this option, implementation discussion consists of
Answer must be set to AUTODETECTED or YES. (1) how the TCM and selector enter and exit oil level
display mode, and (2) how TRF1 parameter data may
[30490] J1939 BROADCAST: TRF1 Transmission be shown on a separate auxiliary display.
Oil Level 1 High / Low
B.4.40.4.2. OPTION 2 (Customer Designed)
Answer must be set to ENABLED.
This method uses all standard SAE messages and
[30510] J1939 BROADCAST: TRF1 Transmission parameters, and does not require use of TC1
Oil Level 1 Measurement Status Transmission Shift Selector Display Mode Switch to
Answer must be set to ENABLED. request the oil display data. The same oil display
functionality as an Allison selector can be achieved.
[30480] J1939 BROADCAST: TRF1 Transmission When TRF1 Transmission Oil Level 1 High / Low
Oil Level 1 Countdown Timer continuous broadcast is enabled, oil level parameter
Answer must be set to ENABLED unless the vehicle data is updated regardless as to whether or not the
OEM does use of this parameter. TCM and selector are in Oil Level Display mode.
B.4.40.5. J1939 PARAMETER AND SA USE OPTION 1 (Allison 4th Gen Selector or Duplicate)
Parameter requirements are tied to the selector The Allison 4th Gen (or duplicate) selector interface
design path (OPTION 1 or 2) chosen by the vehicle satisfies the requirement that the operator purposely
OEM. Parameters marked (V) can be enabled or convey a desire to the TCM to read the oil level.
disabled via VEPS.
OPTION 2 (Customer Designed)
B.4.40.5.1. OPTION 1 (Allison 4th Gen Selector The oil level display may not be a continuous display;
or Duplicate) the customer-designed interface must require
physical operator input before any oil level data is
Required Support displayed. In addition, the vehicle OEM display and /
Allison-duplicate shift selectors are required to or documentation is required to convey the need for
broadcast TC1 Transmission Shift Selector Display parking the vehicle on level ground before attempting
Mode Switch from SA 05 (Shift Console, Primary) or an oil level reading.
SA 06 (Shift Console, Secondary) (as applicable) to
DA 03 (Transmission #1). B.4.40.7. NORMAL OPERATION
Optional Support B.4.40.7.1. Specific to OPTION 1 (Allison 4th

By design, Allison-duplicate shift selectors receive oil Gen Selector or Duplicate)
level information from the proprietary TCM message Measurement conditions are evaluated and oil level
which controls the selector display. If desired, an parameters are updated only occur when the shift
auxiliary display may receive and display any or all of selector is in oil level display mode. If not in oil level
the following from SA 03 (Transmission #1) while the display mode, the TCM continually conveys:
selector is in oil level display mode:
— TRF1 Transmission Oil Level 1 High / Low (V) Oil Level Parameter Value (Meaning)
— TRF1 Trans. Oil Level 1 Measurement Status (V) High / Low 251 (Conditions not valid)
— TRF1 Trans. Oil Level 1 Countdown Timer (V) Measurement Status 1101b (Other)
Countdown Timer 1110b (Error)
B.4.40.5.2. OPTION 2 (Customer Designed)
Required Support The TCM provides the shift selector with information
The Oil Level Display controller is required to receive for up to four display modes: Range, Oil Level,
the following from SA 03 (Transmission #1): Prognostic (when applicable) and Diagnostic.
— TRF1 Transmission Oil Level 1 High / Low (V) The display is in range display mode at power up.
— TRF1 Trans. Oil Level 1 Measurement Status (V). The TCM increments the display mode each time the
selector broadcast of Transmission Shift Selector
If continuous updating of the oil level parameters is Display Mode Switch is toggled from 00b (Off) to 01b
necessary, this must be specified via VEPS. (On). Toggling the parameter once puts the TCM in
Oil Level Display mode, regardless as to whether or
Display of Transmission Oil Level 1 Measurement not prognostics are enabled:
Status is required. This keeps the operator aware of
conditions which may prevent an oil level reading,
Selector Display Order, Display Order,
and allows him or her to take corrective action as
Display Prognostics Prognostics
necessary.
Toggle Disabled Enabled
Optional Support Initial Range Range
Reception and use of TRF1 Transmission Oil Level 1 1st Oil Level Oil Level
Countdown Timer (V) is optional. 2nd Diagnostic Oil Life
3rd (Back to Range) Filter Life
B.4.40.6. DRIVER INTERFACE 4th -- Transhealth
5th -- Diagnostics
B.4.40.6.1. Required Support 6th -- (Back to Range)
The vehicle must be on level ground for a valid oil
level reading to be taken. Since the TCM cannot
detect this, the operator interface is required to Oil Level Display mode is exited if the next display
indicate when this criterion is met. mode is toggled, the selector requests a non-Neutral
range, or the key switch is cycled.
B.4.40.7.2. Specific to OPTION 2 (Customer B.4.40.9. INSTALLATION CHECKLIST: OIL
Designed) LEVEL DISPLAY
The TCM continuously evaluates measurement Allison Application Engineering will review new
conditions and updates the oil level parameters. implementations for the following minimum
B.4.40.7.3. Operation Regardless of Design assist implementation development, it is not a
Option substitute for requirements described previously.
If measurement conditions are unacceptable,
Transmission Oil Level 1 High / Low indicates 251 Acceptable implementations will answer “yes” to all of
(Conditions not valid), and Transmission Oil Level 1 the following questions:
Measurement Status conveys the reason:
Transmission Oil Level Bit Allison  Does the display interface require operator input
1 Measurement Status Value Criteria before any oil level information is shown?
Transmission in gear 0010b <>Neutral  Does the display stop displaying oil level data
Transmission fluid 0011b < 40°C when Oil Level Display mode is exited?
Temperature too low
 For each Transmission Oil Level 1 Measurement
Transmission fluid 0100b > 104°C Status criteria listed, does the display correctly
temperature too high indicate that a reading cannot be taken when the
Vehicle moving; output 0101b > 60 rpm Oil Level Display mode is entered?
shaft speed too high
 When all criteria are met, does the Oil Level
Engine speed too low 0111b < 400 rpm Display indicate that the settling timer is counting
down? (Display of the minutes remaining is
Engine speed too high 1000b > 1000 rpm
optional.)
When conditions are acceptable, the TCM initiates a

settling timer. Transmission Oil Level 1 Measurement
Status indicates 0001b (Settling timer still counting
down), and Transmission Oil Level 1 Countdown
Timer reflects the minutes remaining.
When the timer expires, Transmission Oil Level 1

Measurement Status indicates 0000b (Conditions
valid for transmission oil level measurement), and
Transmission Oil Level 1 High / Low is populated with
oil level data.
B.4.40.8.1. Oil Level Sensor Failure

If the oil lever sensor fails, a DTC is set and TRF1
Transmission Oil Level 1 High / Low indicates 254
(Error).
B.4.41. POWER DIVIDER INPUT B.4.41.6. OTHER REQUIREMENTS /
RESTRICTIONS
WARNING: The following sections Allison Application Engineering review is required
describe the intended use of a specific before this function may be implemented.
NOTE: SAE J1939 datalink etiquette
dictates (and Allison requires) that
unsupported broadcast parameters be set
to their “Not Available” values. Failure to do
so may result in unintended activation of
Allison Transmission is not liable for other TC1-based Allison functions.
incorrect implementation or unintended B.4.41.7. NORMAL OPERATION
use of this feature. When TC1 Transmission Mode 3 is 01b, the TCM
adapts operation for conditions where the torque
B.4.41.1. OVERVIEW converter is no longer driven directly by the engine.
A power divider is a gearbox located between the
B.4.41.8. INSTALLATION CHECKLIST: POWER
engine and transmission torque converter that splits
DIVIDER INPUT
engine power off to a pump or other driven device.
The TCM must be aware of power divider operation Allison Application Engineering will review new
to properly adjust for this type of operation. implementations for the following minimum
B.4.41.2. AVAILABILITY assist implementation development, it is not a
This function is optional in 3000/4000 Series non- substitute for requirements described previously.
OFS applications. Allison Application Engineering
review is required.
the following questions:
 Is TC1 sent every 50 ms to the proper DA, from
one or more acceptable SAs?
Parameter must be provided to the CAN port set to
SAE J1939 FULL FUNCTIONALITY.  When the power divider is operating such that
torque converter input speed does not equal
[25360] POWER DIVIDER INPUT engine speed, is TC1 Transmission Mode 3 set
Set answer to ENABLED for TCM TC1 Transmission to 01b?
Mode 3 reception.
 When the power divider is operating such that
B.4.41.4. J1939 PARAMETER AND SA USE torque converter input speed equals engine
speed, is TC1 Transmission Mode 3 set to 00b?
The J1939 network is required to provide TC1
Transmission Mode 3 every 50 ms to DA 03
(Transmission #1) from one of the following SAs, in
order of TCM preference:
1. SA 00 (Engine #1) (V)


this function.
B.4.42. PRESELECT REQUEST INPUT VEPS requirements beyond this; J1939-based
Preselect Request logic and related J1939 parameter
WARNING: The following sections reception are enabled by default.
function which has been validated in the B.4.42.3.1. VEPS / ACCT Trims
Implementations or use of this feature [17130] PRESELECT STRATEGY
which differ from that described could Determines when preselects will occur relative to
result in damage to equipment or property, engine speed. When set to STANDARD, downshifts
serious personal injury, or loss of life. will occur 300 rpm above engine governed speed.
When set to LOW, downshifts will occur 150 rpm
Allison Transmission is not liable for above engine governed speed.
incorrect implementation or unintended OTHERS
use of this feature. The following trims impact function operation; see the
NORMAL OPERATION section:
B.4.42.1. OVERVIEW
— [17000] PRIMARY MODE: Gears
Preselecting involves selecting any forward gear — [17030] SECONDARY MODE: Gears
lower than “D” on the shift selector. When a range
has been “preselected” in this manner, shift points to B.4.42.3.2. Relation to GPI-based Preselect
and from gear ranges above the preselected range Request Functions
are higher than the normal shift points. Shifts below
J1939-based Preselect Requests may be used alone
the preselected range are not affected.
or in conjunction with GPI AR (OVERDRIVE
DISABLE, 1000/2000 Series only), and / or GPIs CB1
For a 1000/2000 Series transmission, this function
and CB2 (PRESELECT REQUEST 1 and 2).
also provides the capability to limit the transmission
to forward ranges that may not have physical B.4.42.4. J1939 PARAMETER AND SA USE
positions on the shift selector. For example, when
used in conjunction with a shift selector with positions B.4.42.4.1. Required Support
5-3-2-1, this function creates the provision to limit the
transmission to 4th range. The TCM initiates the
Transmission Requested Gear every 50 ms to DA 03
preselect electronically, eliminating any required
(Transmission #1), from one or more of the following
movement of the shift cable.
SAs:
In 3000/4000 Series and TC10 applications, this
1000/2000 Series
function is intended for requesting preselect ranges to
improve engine brake operation. 1. SA 42 (Headway Controller)
In addition to the J1939 interface described here,
3. SA 05 (Shift Console, Primary) (1)
preselect requests can be accomplished by the
following GPI functions:
(1) SA may only be used if the application does not
— AR (1000/2000 Series only)
employ an Allison J1939-based selector.
— CB1 (1000 – 4000 Series and TC10)
— CB2 (1000 – 4000 Series) 3000/4000 Series and TC10
GPI implementations are discussed in Allison 5th 1. SA 42 (Headway Controller)
Generation Controls Installation Manual Section D: 2. SA 33 (Body Controller)
“Vehicle Electrical System Interface”. 3. SA 23 (Instrument Cluster #1)
B.4.42.2. AVAILABILITY See NORMAL OPERATION for parameter values.

SAE J1939 FULL FUNCTIONALITY. There are no
PSR Unscaled Byte Unscaled
RESTRICTIONS
Range Value (Dec) Byte Value (Hex)
NOTE: SAE J1939 datalink etiquette
9 134 0x86
dictates that any unsupported parameters
8 133 0x85
broadcast in messages specifically be set
7 132 0x84
to their “Not Available” values.
6 131 0x83
Unused TC1 parameters are required to be 5 130 0x82
set to their appropriate “Not Available” 4 129 0x81
values. Failure to do so may result in 3 128 0x80
unintended activation of other TC1-based 2 127 0x7F
Allison functions. 1 126 0x7E
J1939-based Preselect Requests may not be used in When a preselect is not desired, Transmission
conjunction with the 1000/2000 Series J1939-based Requested Gear is required to indicate 0xE0 (Position
RANGE SELECTION MODE function. unknown and / or no buttons pressed).
B.4.42.6. NORMAL OPERATION B.4.42.6.4. Shift Mask Boundaries

If activated while in a forward drive range that is During operation, preselect range availability is
higher than the desired preselect range, the TCM will dependent upon the active shift mask. Shift masks
invoke preselect downshifts until the specified gear determine the forward ranges associated with the
range is attained. Function response is limited by physical positions of the shift selector lever, or the
various boundaries as discussed below. bounds placed on the ranges when a pushbutton unit
is in use.
J1939-based Preselect Request values are reflected
in the requested range digit of 3000/4000 Series and [17000] PRIMARY MODE: Gears defines the
TC10 J1939-based Allison shift selectors and ETC2 primary mode shift mask, and is applicable to all
Transmission Requested Range. transmissions. [17030] SECONDARY MODE:
Gears defines the secondary mode shift mask, and is
B.4.42.6.1. Accelerator Pedal Position only applicable to 3000/4000 Series and TC10
J1939-based preselect requests are honored transmissions.
regardless of accelerator pedal position. This is
different than GPI-based preselects, where VEPS / The maximum attainable preselect range is bounded
ACCT options define the accelerator pedal positions by the top range of the active (primary / secondary)
where preselects are honored. shift mask. In addition, 3000/4000 Series and TC10
preselect requests are bounded by the bottom range
B.4.42.6.2. Preselect Shift Schedule of the active shift mask; there is no lower limit on
When a preselect request is active, the TCM 1000/2000 Series transmissions. Preselects
commands downshifts at higher-than-normal engine requested beyond these boundaries are honored, but
speeds per [17130] PRESELECT STRATEGY. capped to the applicable shift mask boundary.
The calibrated preselect shift schedule is invoked 3000/4000 Series applications may be calibrated to
when the J1939-based Preselect Request function is have different shift masks in primary and secondary
active, regardless of other coinciding operations, e.g. mode operation.
active engine braking, the Reverse Inhibit with
B.4.42.6.5. Allison Function Interactions
Preselect Request function, etcetera.
If other internal TCM logic or Allison functions are
B.4.42.6.3. Preselect Request Values generating active preselect requests while a J1939-
Requests can only be made through “absolute” TC1 based preselect request is active, the TCM will invoke
Transmission Requested Gear range values as the lowest preselect range requested.
shown below, i.e. ranges 1 through 9:
During an active preselect, loss of Transmission
Requested Gear reception or reception of a state
outside those listed as acceptable will result in the
transmission reverting to normal operation (no
preselect) after a timeout period expires. No DTCs
are logged.
PRESELECT REQUEST


one or more acceptable SAs?
 When a J1939-based preselect is desired, is TC1

Transmission Requested Gear set to one of the
acceptable values?
 When a J1939-based preselect is not desired, is

TC1 Transmission Requested Gear set to 0xE0?
B.4.43. PROGRESSIVE SHIFTING B.4.43.5. NORMAL OPERATION
Progressive Shifting is only allowed when the
WARNING: The following sections transmission has attained a manually-preselected
describe the intended use of a specific forward range that is lower than the maximum forward
function which has been validated in the range of the active shift mask, and no shift is in
configuration(s) described. process. Under these conditions, ETC1 Progressive
Implementations or use of this feature Shift Disable will indicate 00b (Progressive shift is not
which differ from that described could disabled). Otherwise, it will indicate 01b (Progressive
result in damage to equipment or property, shift is disabled).
B.4.43.5.1. Allison Function Interactions
Allison Transmission is not liable for Depending on the configured shift schedule and the
consequences associated with engine’s progressive shifting configuration, scenarios
incorrect implementation or unintended may be possible where transmission output shaft
use of this feature. speed cannot reach the required threshold for
applying the torque converter lockup clutch. It is the
B.4.43.1. OVERVIEW responsibility of the system integrator to ensure that
lockup operation is not impacted by this function.
NEW FOR B/C192 RELEASES:
This function is new for the C192 release. B.4.43.6. TCM FAILURE MODES & RESPONSES
In situations where the TCM is unable to determine
Progressive shifting is an engine feature that limits that all required conditions for allowing progressive
engine speed versus transmission range. Such shifting are met, ETC1 Progressive Shift Disable will
features are normally incompatible with automatic indicate 01b (Progressive shift is disabled).
transmissions as they can prevent shift points from
being achieved. However, the TCM may allow B.4.43.7. INSTALLATION CHECKLIST:
Progressive Shift activation under certain conditions. PROGRESSIVE SHIFTING
B.4.43.2. AVAILABILITY implementations for the following minimum
Progressive Shifting is only available for 3000/4000 functionality. While vehicle OEMs may use this list to
Series transmissions. Application Engineering review assist implementation development, it is not a
is required. substitute for requirements described previously.
B.4.43.3. CONFIGURATION (VEPS / ACCT) Acceptable implementations will answer “yes” to all of
[18020] ON-VEHICLE PROTOCOL: CAN2  Is the TCM calibration configured properly?
SAE J1939 FULL FUNCTIONALITY.  Does the engine honor ETC1 Progressive Shift
Disable?
[30100] J1939 BROADCAST: ETC1 Progressive
Shift Disable  Is torque converter lockup engagement and
operation possible while progressive shifting is
Answer must be set to PARAMETER BROADCAST
active?
ENABLED - PROGRESSIVE SHIFTING
CONDITIONALLY ALLOWED in order to use the
 Is vehicle performance acceptable while
progressive shifting function of the engine. progressive shifting is active?

The engine is required to receive and honor ETC1
Progressive Shift Disable from the transmission if
progressive shifting is enabled in the engine.
B.4.44. PTO DRIVE INTERFACE 1 & 2 B.4.44.3.1. VEPS / ACCT Trims
The following trims impact function operation:
describe the intended use of a specific — [27040] PTO DRIVE INTERFACE 1: Maximum
function which has been validated in the Engine Speed for Engagement
Implementations or use of this feature — [27050] PTO DRIVE INTERFACE 1: Maximum
which differ from that described could Engine Speed for Operation
serious personal injury, or loss of life. — [27060] PTO DRIVE INTERFACE 1: Maximum
Output Speed for Engagement
consequences associated with — [27070] PTO DRIVE INTERFACE 1: Maximum
incorrect implementation or unintended Output Speed for Operation
— [27080] PTO DRIVE INTERFACE 1: Lockup
Engagement Speed (1K2K Series only)
B.4.44.1. OVERVIEW
PTO Drive Interface functions 1 & 2 allow vehicle — [27100] PTO DRIVE INTERFACE 2: Maximum
OEMs to integrate transmission operation with up to Engine Speed for Engagement
two PTO drives. Either interface instance can be
implemented via GPIO wires or J1939 parameters. — [27110] PTO DRIVE INTERFACE 2: Maximum
Regardless of implementation, each instance has a Engine Speed for Operation
unique set of programmable trims, allowing operation
and protection to be optimized separately for each — [27120] PTO DRIVE INTERFACE 2: Maximum
PTO drive. Output Speed for Engagement
To accomplish either instance via GPIO wires, refer — [27130] PTO DRIVE INTERFACE 2: Maximum
to Allison 5th Generation Controls Installation Manual Output Speed for Operation
Section D: “Vehicle Electrical System Interface”. The
— [27140] PTO DRIVE INTERFACE 2: Lockup
traditional GPIO-based functions have been renamed
Engagement Speed (1K2K Series only)
to reflect the availability of two instances: GPIs C1 /
C2 (PTO Request 1 / 2) and GPOs G1 / G2 (PTO B.4.44.4. J1939 PARAMETER AND SA USE
Enable 1 / 2).
B.4.44.2. AVAILABILITY value via VEPS. See AUTO-DETECTION for SA
J1939-based PTO Drive Interface 1 & 2 selection details.
implementations are optional in 1000 – 4000 Series B.4.44.4.1. Required Support
applications. PTO Drive Interface 1 is optional on
TC10 transmissions. J1939 PTO Drive Engagement (PTODE) parameter
pairs are location-specific. For troubleshooting ease,
B.4.44.3. CONFIGURATION (VEPS / ACCT) OEMs are required to use the correct set of PTODE
parameters for a given PTO drive location.
[18020] ON-VEHICLE PROTOCOL: CAN2 The J1939 network is required to support the PTO
Parameters are only exchanged on the CAN port set Drive Engagement parameter pair(s) enabled for use
to SAE J1939 FULL FUNCTIONALITY. in the VEPS options:
[27030] PTO DRIVE INTERFACE 1 Broadcast PTODE Enable Switch – Transmission

Input Shaft PTO 1 and receive PTODE Engagement
The corresponding J1939 parameter pair is enabled Consent – Transmission Input Shaft PTO 1.
for use when this option is set to J1939 PTODE
INTERFACE – Transmission Input Shaft PTO #1. AND / OR
[27090] PTO DRIVE INTERFACE 2 Broadcast PTODE Enable Switch – Transmission
The corresponding J1939 parameter pair is enabled Input Shaft PTO 2 and receive PTODE Engagement
for use when this option is set to J1939 PTODE Consent – Transmission Input Shaft PTO 2.
INTERFACE – Transmission Input Shaft PTO #2 or
J1939 PTODE INTERFACE – Transmission Output AND / OR
Shaft PTO.
Broadcast PTODE Enable Switch – Transmission During 1st gear PTO engagement, TC10 applications
Output Shaft PTO and receive PTODE Engagement invoke a 1st gear preselect to reduce the potential for
Consent – Transmission Output Shaft PTO. upshifts during PTO operation.
Enable Switch parameters are required to be B.4.44.7.2. Revoking Consent

provided from one of the following SAs, in order of The TCM revokes consent for an instance by setting
TCM preference: the associated Engagement Consent parameter to
00b (consent not given) when any programmed limits
1. SA 49 (Cab Controller) (V) for that instance are exceeded, or its Enable Switch
2. SA 23 (Instrument Cluster #1) parameter indicates 00b (enable switch off – PTO
3. SA 33 (Body Controller) operation not desired). Modulate main operation
resumed when consent is revoked for both instances.
All Consent parameters are broadcast from SA 03
(Transmission #1). B.4.44.8. NORMAL OPERATION: PTO
CONTROLLER
“PTO controller” refers to the device that is
A Communication Failure indication is optional; see
communicating with the TCM via J1939, and whose
FAILURE MODES AND RESPONSES – PTO outputs control physical engagement of the drive(s).
CONTROLLER.
For each PTO drive instance, the PTO controller is
B.4.44.6. OTHER REQUIREMENTS / required to monitor the corresponding PTODE
RESTRICTIONS Engagement Consent parameter from the TCM, and
WARNING: If the PTO drives high inertia only engage the drive when the parameter value is
equipment (e.g. alternator, blower, chain- 01b (Consent given – PTO drive may be engaged).
driven mechanical devices), then
‘Maximum Engine Speed for PTO If the Engagement Consent parameter from the TCM
Engagement’ should be set as close as indicates 00b (Consent not given – PTO drive
possible to engine idle speed. PTO should not be engaged), the PTO controller is
engagement at high speed may cause required to prevent PTO drive engagement, or if that
damage to the PTO system, whether at PTO drive is already engaged, disengage the drive as
initial engagement or automatic re- soon as possible.
engagement after an overspeed
disengagement. B.4.44.9. FAILURE MODES & RESPONSES:
TCM
B.4.44.7. NORMAL OPERATION: TCM B.4.44.9.1. TCM does not receive Enable
Switch parameter
B.4.44.7.1. Invoking Consent
If the TCM does not receive an Enable Switch
When the Enable Switch parameter associated with
parameter, or receives a value of 10b (Error) or 11b
any instance indicates 01b (enable switch on – PTO
(Not Available), consent will be revoked. When
operation desired), the TCM ceases to modulate main
reception of a valid value resumes, the appropriate
pressure to provide maximum clutch apply pressures
consent parameter(s) will be reset based on the
during the pending PTO operation.
Enable Switch parameter value and current operating
For each instance where PTO operation is desired, conditions. No DTCs are set.
the TCM evaluates operating conditions against the
B.4.44.9.2. TCM power interrupted
programmed limits for that instance:
If TCM power is interrupted, J1939 broadcasts will
— For all products, throttle position must be low, and stop, and the device controlling the PTO drive
engine speed and transmission output shaft engagement should respond as discussed below.
speeds acceptable.
When power is restored to the TCM, the appropriate
— In addition, TC10 PTO operation is only allowed in Engagement Consent parameter(s) will be reset
ranges R1, N and 1. based on enable switch parameter state(s) and
current operating conditions. No DTCs are set.
Consent for an instance is given when its associated
Engagement Consent parameter is set to 01b
(consent given).
B.4.44.10. FAILURE MODES & RESPONSES: PTO B.4.44.11.3. PTO Controller Disengages PTO
CONTROLLER Drive when TCM Consent Revoked
B.4.44.10.1. PTO engaged without consent or 1. Clear any Allison DTCs, and begin this sequence
not disengaged when consent with the key switch off.
revoked
2. Manipulate the vehicle inputs such that the PTO
WARNING: Engaging a PTO drive or controller broadcasts an Enable Switch request
continuing drive engagement when consent (01b) to engage the PTO drive.
is removed may result in damage to the
transmission and / or the PTO drive 3. While TCM Engagement Consent is being given
mechanism. (01b) increase throttle to the point where the TCM
revokes consent (00b).
B.4.44.10.2. PTO controller does not receive
Engagement Consent parameter 4. Does the PTO controller disengage the PTO drive
If the PTO controller fails to receive the applicable when the TCM revokes consent (00b)?
Engagement Consent parameter from the TCM, the
B.4.44.11.4. PTO Controller Disengages PTO
device is required to disengage that PTO drive as
Drive when TCM Consent
soon as possible.
Parameter Reception is Lost
In addition, vehicle OEMs may choose at their
discretion to inform the operator of communication
loss between the TCM and the PTO controller.
Methods of informing the operator are left to the 2. Manipulate the vehicle inputs such that the PTO
vehicle OEM. However, actuating the Check Trans controller broadcasts an Enable Switch request
Indicator is not an acceptable means to represent a (01b) to engage the PTO drive.
communication problem. If only the Check Trans
Indicator is active, service technicians may assume 3. While TCM Engagement Consent is being given
there is a transmission problem, when in fact it is most (01b) and the PTO drive is engaged, disconnect
likely a vehicle network or wiring issue. the TCM from the J1939 network.
B.4.44.11. INSTALLATION CHECKLIST: PTO 4. Does the PTO controller disengage the PTO drive
DRIVE INTERFACE when it loses reception of the Engagement
Allison Application Engineering will review new Consent parameter from the TCM?

the following questions.
B.4.44.11.1. General
 Are the Enable Switch parameter(s) sent every

100 ms from an acceptable SA?
B.4.44.11.2. Vehicle Preparation and Test Setup

Some testing below requires the ability to disconnect
or unplug the TCM from the J1939 network. Possible
methods include:
— a modified engineering vehicle wiring harness,

— a modified Allison service tool “T-Harness”, or
— a switch box between the TCM & vehicle harness.
B.4.45. RANGE DISPLAY – RANGE supplied selectors that use the Allison Proprietary A
ATTAINED message for display control.
WARNING: The following sections NOTE: All TC10 applications require use of
describe the intended use of a specific the 5TH GEN FORMAT.
configuration(s) described. B.4.45.4. J1939 PARAMETER AND SA USE
via VEPS. The display controller is required to
receive ETC2 Transmission Current Range (V) from
RESTRICTIONS
use of this feature. ETC2 Transmission Current Gear may not be used
for this display function as the data format does not
match that of Transmission Current Range.
B.4.45.1. OVERVIEW
A Range Attained display indicates the current ETC2 transmission range and gear parameter
operating range of the transmission. Such displays intended use is explained further under RANGE
are used with (but not limited to) functions SHIFT DISPLAYS – GENERAL INFORMATION.
SELECTOR, NON-ALLISON BASIC: 3000/4000
SERIES, or SHIFT SELECTOR, NON-ALLISON B.4.45.6. DRIVER INTERFACE
STANDARD: 3000/4000 SERIES. This same
functionality is referred to as the MONITOR display B.4.45.6.1. Required Support
on Allison J1939-based shift selectors. If Range Attained is to be displayed, a separate digit
other than that used for the Requested Range display
B.4.45.2. AVAILABILITY is required.
Standard in all 1000 – 4000 Series and TC10
applications. B.4.45.7. NORMAL OPERATION
Transmission Current Range is contained in ETC2
B.4.45.3. CONFIGURATION (VEPS / ACCT) bytes 7 and 8, and reflects the range attained by the
transmission. For 1000 – 4000 Series applications,
[18010] ON-VEHICLE PROTOCOL: CAN1 two content formats are available via [30210] J1939
[18020] ON-VEHICLE PROTOCOL: CAN2 BROADCAST: ETC2 Range Parameter Format:
SAE J1939 FULL FUNCTIONALITY. B.4.45.7.1. 4TH GEN COMPATIBLE FORMAT
Byte 7 conveys an ASCII value of the current range,
[30190] J1939 BROADCAST: ETC2 Transmission while byte 8 conveys an ASCII value of the torque
Current Range
converter clutch lockup status (“C” or “L”). The
Answer must be set to ENABLED. information in byte 8 is not required to be displayed
for this function.
[30210] J1939 BROADCAST: ETC2 Range
Parameter Format B.4.45.7.2. 5TH GEN FORMAT
NOTE: Beginning with Allison 5th Recent SAE J1939 committee clarification indicates
Generation Controls, the ETC2 that the Allison 4th Generation Controls byte order did
Transmission Current Range format has not adhere to the recommended practice. With
been revised; see NORMAL OPERATION. Allison 5th Generation Controls:
This VEPS option allows for backward
compatibility with 1000 – 4000 Series — Transmission lockup status is no longer conveyed
Allison 4th Generation Controls. in byte 8; vehicle OEMs seeking this information
should refer to function LOCKUP INDICATOR.
Default is 5TH GEN FORMAT; may be changed to 4TH — ETC2 content is now “right justified”, with single
GEN COMPATIBLE in 1000 – 4000 Series digit ranges only appearing in byte 8. Dual-digit
applications if necessary for backward compatibility ranges use both bytes.
with existing customer-supplied shift selector or range
attained displays. This VEPS answer does not
impact Allison shift selector displays or customer-
To properly implement a range display, both bytes B.4.45.9. INSTALLATION CHECKLIST: RANGE
must be utilized. Data examples are shown in the ATTAINED DISPLAY
following table: Allison Application Engineering will review new
Option Byte 7 Content Byte 8 Content functionality. While vehicle OEMs may use this list to
Example 1: Transmission Current Range = 5th: substitute for requirements described previously.
4th Gen ASCII 53 (“5”) ASCII 76 (“L”)
5th Gen ASCII 32 (space) ASCII 53 (“5”)
Example 2: Transmission Current Range = 10th:
B.4.45.9.1. General
4th Gen Not possible Not possible
5th Gen ASCII 49 (“1”) ASCII 48 (“0”)  Is the TCM calibration configured properly?

See ALLISON PARAMETER BROADCAST under
the ETC2 Transmission Current Range definition for
 With the selector in Neutral, start the engine;
more details.
does the Range Attained display indicate
Neutral?
B.4.45.8. RANGE DISPLAY FAILURE MODES
AND RESPONSES
 Drive the vehicle around such that the
Any vehicle system response, fault logging, transmission shifts into all possible ranges,
diagnostics or troubleshooting related to the loss of including reverse; does the Range Attained
Transmission Current Range reception is the display track properly?
parameter and the vehicle OEM. B.4.45.9.3. Loss of Transmission Current
Range Reception
B.4.45.8.1. Loss of ETC2 Transmission Current
Range  With the engine running and the transmission in
WARNING: If an Error (either byte = 0) or Neutral, disconnect the Range Attained display
controller from the J1939 network. Does the
Not Available indication (both bytes = 255)
display go blank, or at least not indicate a range?
is received, or parameter reception is lost,
the display controller must blank the (For example, some displays may show asterisks
display. or dashes under this condition.)
The display may not continue to indicate the  Reconnect the Range Attained display controller
last valid value of Transmission Current to the J1939 network; does the display indicate
Range received prior to encountering the Neutral?
communication problem.
This logic avoids display of misleading information

during communication problems between the TCM
and Range Attained display.
B.4.45.8.2. Heartbeat
indication are not required for this function, although
B.4.46. RANGE DISPLAY – REQUESTED with existing customer-supplied shift selector or range
RANGE attained displays. This VEPS answer does not
impact Allison shift selector displays or customer-
WARNING: The following sections supplied selectors that use the Allison Proprietary A
describe the intended use of a specific message for display control.
configuration(s) described. NOTE: All TC10 applications require use of
Implementations or use of this feature the 5TH GEN FORMAT.
[30280] J1939 BROADCAST: ETC7 Transmission
Range Requested Display Flash State
Allison Transmission is not liable for Answer must be set to ENABLED if parameter used
consequences associated with to meet function requirements.
use of this feature. [26223] RANGE INHIBIT INDICATOR
Must be set to ONLY ETC7 TRANSMISSION SHIFT
B.4.46.1. OVERVIEW INHIBIT INDICATOR or BOTH GPO AD AND J1939
TRANSMISSION SHIFT INHIBIT INDICATOR to use
A Requested Range display reflects the range
this function.
chosen by the vehicle operator via the shift selector,
and signals if conditions exist such that the operator [30270] J1939 BROADCAST: ETC7 Transmission
request may not be honored. Such displays are Range Requested Display Blank State
typically used with (but not limited to) functions
Answer must be set to ENABLED.
RANGE SELECTION MODE, or SHIFT SELECTOR,
NON-ALLISON BASIC: 3000/4000 SERIES, or B.4.46.4. J1939 PARAMETER AND SA USE
SHIFT SELECTOR, NON-ALLISON STANDARD:
3000/4000 SERIES. This same functionality is
via VEPS. The display controller is required to
referred to as the SELECT display on Allison J1939-
receive all of the following from SA 03 (Transmission
based shift selectors.
#1):
— ETC2 Transmission Requested Range (V)
Standard in all 1000 – 4000 Series and TC10
applications. — ETC7 Transmission Range Requested Display
Flash State (V) (preferred for displays) OR ETC7
B.4.46.3. CONFIGURATION (VEPS / ACCT) Transmission Shift Inhibit Indicator (V)
[18010] ON-VEHICLE PROTOCOL: CAN1 — ETC7 Transmission Range Requested Display
[18020] ON-VEHICLE PROTOCOL: CAN2 Blank State (V)
to SAE J1939 FULL FUNCTIONALITY. B.4.46.5. OTHER REQUIREMENTS /
RESTRICTIONS
[30200] J1939 BROADCAST: ETC2 Transmission ETC2 transmission range and gear parameter
Requested Range intended use is explained further under RANGE
Answer must be set to ENABLED. DISPLAYS – GENERAL INFORMATION,
[30210] J1939 BROADCAST: ETC2 Range B.4.46.6. DRIVER INTERFACE
Parameter Format
NOTE: Beginning with Allison 5th Gen
Controls, the ETC2 Transmission By choosing to implement their own Requested
Requested Range format has been revised; Range display, vehicles OEMs assume responsibility
see NORMAL OPERATION. This VEPS for meeting all associated FMVSS and other
option allows for backward compatibility regulatory requirements.
with 1000 – 4000 Series Allison 4th
To mimic Allison shift selector display operation,
Generation Controls.
vehicle OEM displays are required to:
Default answer 5TH GEN FORMAT may be changed — Indicate range inhibit conditions, and
to 4TH GEN COMPATIBLE in 1000 – 4000 Series — Blank the display when requested to do so.
applications if necessary for backward compatibility
Is Preselect Value Reflected in ETC2
Transmission Requested Range is contained in ETC2 Transmission Requested Range?
bytes 5 and 6, and reflects the range chosen by the
operator via the shift selector, as well as most Function or TCM 1000 3000
operator-initiated preselect requests. For 1000 – Logic Requesting a / 2000 / 4000
4000 Series applications, two content formats are Preselect Range Series Series TC10
available via [30210] J1939 BROADCAST: ETC2
Range Parameter Format: PSR via shift selector Yes Yes Yes
PSR via GPI CB1 or CB2 Yes Yes Yes
B.4.46.7.1. 4TH GEN COMPATIBLE FORMAT PSR via J1939 Yes Yes Yes
Byte 5 conveys an ASCII value of the requested
range, while byte 6 is always ASCII 32 (space). Engine Brake Preselects No Yes Yes
Grade Braking Preselects (1) No Yes Yes
B.4.46.7.2. 5TH GEN FORMAT PTO 1st Gear Preselect NA NA Yes
Recent SAE J1939 committee clarification indicates Reverse Inhibit w/PSR No Yes NA
that the Allison 4th Generation Controls byte order did BBAN (GPI CA) Preselect Yes Yes NA
not adhere to the recommended practice. With
Allison 5th Generation Controls, ETC2 content is now Transmission Sump Temp. No No No
“right justified”, with single digit ranges appearing in Engine Coolant Temp. No No No
byte 6. Dual-digit ranges use both bytes.
Overdrive Disable (GPI AR) Yes NA NA
To properly implement a range display, both bytes Wired 6-5-4 selection Yes NA NA
must be utilized. Data examples are shown in the Range Selection Mode Yes NA NA
following table:
Retarder operation NA No NA
Retarder Sump Temp. NA No NA
Option Byte 5 Content Byte 6 Content Retarder Coolant Temp. NA No NA
Example 1: Trans. Requested Range = 5th: Direct Hold (GPI CE) NA No NA
D1 Selection (GPI B) NA Yes NA
4th Gen ASCII 53 (“5”) ASCII 32 (space) Auto 2-1 Preselect (GPI BD) NA Yes NA
5th Gen ASCII 32 (space) ASCII 53 (“5”) Auxiliary Hold (GPI G) NA Yes NA
Example 2: Trans. Requested Range = 10th:
(1) Includes preselects associated with [22050]
4th Gen Not possible Not possible PRESELECTS: Automatic Level of
5th Gen ASCII 49 (“1”) ASCII 48 (“0”) Preselect Range during Cruise Control and
[17132] GRADE BRAKING /
See ALLISON PARAMETER BROADCAST under REGENERATION INPUT.
ETC2 Transmission Requested Range definition for
more details. B.4.46.7.4. Range Inhibit Indicator Options
Depending on the J1939 parameter used to meet the
B.4.46.7.3. Reflection of Preselect Operation
requirements of this function, either when:
Preselected ranges are reflected in ETC2
Transmission Requested Range per the table below: — ETC7 Transmission Requested Range Display
Flash State is 01b (Active; Transmission
Requested Range display should be flashing)
OR
— ETC7 Transmission Shift Inhibit Indicator is 01b

(Active; shift is inhibited)
…display controllers are required to blink and / or

activate a range inhibit indicator (see function
RANGE INHIBITED INDICATOR) to show that shifts
are either temporarily or permanently inhibited. The
inhibit may clear if its cause clears within 3 seconds
of the shift request. Otherwise, the operator must re-
select range.
B.4.46.7.5. Indicating Display Problems B.4.46.10.1. General
When ETC7 Transmission Requested Range Display
Blank State is 01b ( Active; Transmission Requested  Is the TCM calibration configured properly?
Range display should be blanked), display controllers
are required to turn off the Requested Range display.
Depending on the failure, selectors may still operate
 With the selector in Neutral, start the engine;
in certain ranges. does the Requested Range display indicate
B.4.46.8. TCM FAILURE MODES & RESPONSES Neutral?
In 3000/4000 Series and TC10 applications equipped  Apply the service brakes and systematically
with J1939-based shift selector(s), ETC2 select all possible ranges (forward & reverse);
Transmission Requested Range will indicate ASCII 0 does the Requested Range display track
(Error) if TC1 Transmission Requested Gear properly?
reception is not received from the active shift selector.
B.4.46.10.3. Indicate Inhibited Shifts
B.4.46.9. RANGE DISPLAY FAILURE MODES With the transmission in Neutral and the engine
RESPONSES running, raise engine speed to above 1000 rpm.
diagnostics or troubleshooting related to reception  Apply the service brakes and place the selector
loss of any required display parameter is the in Drive. Is the inhibited shift indicated by either
responsibility of the display controller monitoring the (1) the “Requested Range” digit blinking, or (2)
parameters and the vehicle OEM. the activation of a separate Range Inhibit
Indicator?
B.4.46.9.1. Loss of Parameter Reception
WARNING: If an Error (either byte = 0) or  Return the selector to the Neutral position; does
Not Available indication (both bytes = 255) the “Range Inhibit” indication cease?
is received, or parameter reception is lost, B.4.46.10.4. Blank Display on Command
the display controller must blank the
display.  Using a protocol analyzer (e.g. CANalyzer), send
ETC7 Transmission Requested Range Display
The display may not continue to indicate the Blank State = 01b; does the Requested Range
last value of Transmission Requested
display go blank?
Range received prior to encountering the
communication problem. B.4.46.10.5. Loss & Recovery of Transmission
Requested Range Reception
This logic avoids display of misleading information Begin this test with the engine running and the
during communication problems between the TCM transmission in Neutral.
and Requested Range display.
 Disconnect the TCM from the J1939 network;
B.4.46.9.2. Heartbeat does the Requested Range display go blank, or
Heartbeat monitoring and a Communication Failure at least not indicate a range? (For example,
indication are not required for this function, although some displays may show asterisks or dashes
vehicle OEMs may choose to implement such logic at under this condition.)
HEARTBEAT for recommendations on detecting and  Reconnect the TCM to the J1939 network; does
responding to J1939 communication failures. the Requested Range display indicate Neutral?

REQUESTED RANGE DISPLAY

B.4.47. RANGE INHIBIT INDICATOR (RII) B.4.47.4.1. Required Support
The display controller is required to receive ETC7
WARNING: The following sections Transmission Shift Inhibit Indicator (V) from SA 03
describe the intended use of a specific (Transmission #1).
configuration(s) described. B.4.47.5. DRIVER INTERFACE REQUIREMENTS
Implementations or use of this feature The indicator is supplied and installed by the vehicle
which differ from that described could builder, and is required to be:
serious personal injury, or loss of life. … In the normal forward field of view of the vehicle
operator (preferred), or readily viewable as part of
Allison Transmission is not liable for the shift selector assembly.
incorrect implementation or unintended … Clearly visible from both operator stations in dual
use of this feature. selector applications (may require two indicators).
B.4.47.1. OVERVIEW … Clearly visible under all vehicle lighting conditions,

both daytime and nighttime.
The Range Inhibit Indicator (RII) function alerts the
operator that range shifts requested by the operator
Acceptable interface options are discussed below.
may not be honored. The RII will also activate in
For other potential implementations, please contact
1000/2000 Series applications if the TCM detects
your Allison Application Engineer.
potentially damaging torque converter stall operation.
Refer to Allison 5th Generation Controls Installation B.4.47.5.1. Dedicated Lamp with Text
Manual Section B: “System Operation” for more
A lamp with appropriate wording for the country of
information on these features.
vehicle operation is acceptable. Examples include:
All 1000/2000 Series installations require an RII,
which may be controlled either via J1939 or by Country or Region Acceptable Wording
dedicated wire 124 (see the Allison 5th Generation
Controls Installation Manual). North America, United ...... RANGE INHIBIT or
Kingdom, Netherlands, RANGE INHIBITED
All 3000/4000 Series and TC10 applications require Sweden
an RII, however, this requirement is typically met with Germany ........................... GANG GESPERRT
the built-in capability of the Allison shift selectors. The
J1939 interface allows consistency among Allison Spain................................. RANGO INHIBIDO
product families at a given vehicle OEM, and / or the
ability to activate the RII in applications with Other wording may be acceptable upon review of an
customer-supplied shift selectors. appropriately qualified Application Engineer.
B.4.47.2. AVAILABILITY The preferred lamp color is yellow or amber, which is
J1939-based implementations are standard in all consistent with ISO symbol color conventions.
B.4.47.5.2. Icon or Graphical Symbol
B.4.47.3. CONFIGURATION (VEPS / ACCT) Per ISO 2575: “Road Vehicles –
Symbols for Controls, Indicators, and
Tell-Tales”, this symbol represents a
transmission gearshift, and is
Parameter must be received from the CAN port set to acceptable for Allison RII use.
SAE J1939 FULL FUNCTIONALITY. Preferred icon colors are yellow or amber.
[26223] RANGE INHIBIT INDICATOR B.4.47.5.3. Lamp or Icon Illumination
Must be set to ONLY ETC7 TRANSMISSION SHIFT The lamp or icon may illuminate continuously or flash
INHIBIT INDICATOR or BOTH GPO AD AND J1939 for the full duration of an active range inhibit condition.
TRANSMISSION SHIFT INHIBIT INDICATOR to use The vehicle OEM has full responsibility for
this function. implementing the mechanism(s) required to flash the
lamp or icon if this indication method is chosen, since
B.4.47.4. J1939 PARAMETER AND SA USE only an Active / Inactive signal is provided by the TCM
Parameters marked (V) can be enabled or disabled over J1939. Typical flash rates are 1 to 3 Hz, with a
via VEPS. 50% duty cycle.
B.4.47.5.4. Flashing Range Display Character B.4.47.7. NORMAL OPERATION
If a Transmission Range Selected / Range Attained When ETC7 Transmission Shift Inhibit Indicator = 01b
dashboard display is used, the Transmission Range (Active), the Range Inhibit Indicator should be
Selected character may be flashed in lieu of a activated. When this parameter is 00b (Inactive), the
dedicated lamp or Icon. Range Inhibit Indicator should be deactivated.
Typical flash rates are 1 to 3 Hz, with a 50% duty On 1000/2000 Series applications, wire 124 will
cycle. Flashing the Transmission Range Attained activate at the same time as the ETC7 parameter.
character is not allowed, as the Range Inhibit
Indicator conveys an issue with what the vehicle When the indicator is active, transmission operation
operator is asking for (Range Selected) not the is or will be inhibited in some fashion:
current state of the transmission (Range Attained).
— Operator-requested range shifts may not occur.
Due to the many potential implementations of this
function (flashing the character, flashing the character — 1000/2000 Series with Engine Management will
highlighting, alternating the color of the character, limit engine torque output if the TCM detects
etc.), Allison Application Engineering must review the potentially damaging torque converter stall
method and flash rate proposed to ensure that the operation.
“spirit and intent” of the Range Inhibit Indicator
function are met. The RII is not activated during engine start / stop
activity associated with the Auto-Neutral for Idle Start
B.4.47.5.5. Acceptable Additions / Stop function.
In addition to the above implementations, a tone may
optionally accompany the RII visual indication. WARNING: When the RII is active, the
transmission may not respond to shift
NOTE: An audible tone cannot be selector requests, since operating
limitations are being placed on the
substituted for the visual Range Inhibit
indication. transmission. Direction changes may not
occur.
The accompanying tone may sound continuously or
beep for the full duration of an active Range Inhibit B.4.47.8. RANGE INHIBIT INDICATOR FAILURE
MODES AND RESPONSES
condition, and must be distinguishable from and
heard in addition to all other required tones in the Vehicle system response, fault logging, diagnostics or
vehicle (Low Air Pressure alarm, Reverse Warning troubleshooting related to Transmission Shift Inhibit
tone, etc.). Indicator reception loss is the responsibility of the
controller monitoring the parameter and the vehicle
The vehicle OEM has full responsibility for OEM.
implementing the mechanism(s) required to sound
the accompanying tone if this method is chosen. B.4.47.8.1. Initialization or Response to Resets
Additionally, if a beeping tone and flashing lamp or The display controller may be powered down
icon is chosen, the tone and flash should be intentionally (key switch turned off) or unintentionally
synchronized to maximize the association of the (intermittent power source) while an active inhibit is
beeping tone with the flashing Lamp or Icon. present.
B.4.47.6. BULB CHECKS In either case, Allison recommends that the display
The display controller is responsible for performing controller default the indicator to an inactive state
and bulb or display checks at the beginning of each when it reinitializes -- If the inhibit is still present when
key switch cycle. power returns, TCM broadcast data will reflect this
and only then should the display controller reactivate
Allison recommends lamps or indicators remain on for the indicator.
2 seconds during the check. Slightly longer or shorter
time periods are acceptable. This recommendation is based on the fact that some
Allison inhibits self-clear during a power cycle.
NOTE: The TCM does not send any J1939- B.4.47.8.2. Loss of TCM Communication
based “bulb check” when powered up; If Transmission Shift Inhibit Indicator reception is lost,
Transmission Shift Inhibit Indicator is set to or 10b (Error) or 11b (Not Available) is received,
00b. display controller response is required as follows:
— If an active inhibit was the last valid indication 2. Disconnect the RII controller from the J1939
received, the RII should remain ON until a new network. Does the RII remain actuated?
valid signal is received.
3. Is the Check Trans Indicator inactive?
— If no inhibit was active when the last signal was
received, the RII should remain OFF until a new 4. Let the engine return to idle, and move the
valid signal is received. selector to Neutral. Reconnect the RII controller
to the J1939 network. Does the RII go inactive?
This logic maintains operator awareness of an active
shift inhibit if communication is lost after the TCM has 5. Disconnect the RII controller from the J1939
begun to indicate an inhibit. network. Does the RII remain inactive?
B.4.47.8.3. Heartbeat 6. Is the Check Trans Indicator inactive?

This function does not require heartbeat monitoring or
B.4.47.9.5. Optional Tone Accompaniment
a Communication Failure indication, although vehicle
OEMs may choose to implement such logic at their
 When the RII is active, is the beep synchronized
discretion. See USING A COMMUNICATION
with the flashing?
B.4.47.9. INSTALLATION CHECKLIST: RANGE

INHIBIT INDICATOR

B.4.47.9.1. General
B.4.47.9.2. Bulb Check / Text Display Check
 Turn the key switch on. Is an RII bulb check or

text display check performed at power up?
1. Clear any Allison DTCs. Start engine.
2. Increase engine speed to high idle. Move the

shift selector to Drive. Is the RII actuated?
(Note some 1000/2000 Series applications use

J1939 TSC1 commands to reduce engine speed
such that the shift can be made; however, the RII
should be active until engine speed lowers
enough to make the shift.)
3. Move the selector back to Neutral. Does the RII

deactivate?
B.4.47.9.4. Loss of Shift Inhibit Indicator

Reception
1. With engine speed still above 1000 rpm, shift the

selector to Drive. The RII should actuate.
B.4.48. RANGE SELECTION MODE B.4.48.4.1. Required Support
(“TAP UP, TAP DOWN”’) The J1939 network is required to provide TC1
Transmission Requested Gear every 50 ms to DA 03
WARNING: The following sections (Transmission #1) from one of the following SAs, in
describe the intended use of a specific order of TCM preference:
configuration(s) described. 1. SA 33 (Body Controller)
Implementations or use of this feature 2. SA 05 (Shift Console, Primary) (1)
which differ from that described could 3. SA 23 (Instrument Cluster #1)
consequences associated with See NORMAL OPERATION for required parameter
incorrect implementation or unintended specific indicator support.
B.4.48.5. DRIVER INTERFACE REQUIREMENTS
B.4.48.1. OVERVIEW — The selector pattern or “shift mask” chosen in

To facilitate different driving, towing and hauling VEPS is required to contain a Manual position (M),
needs, a J1939-based Range Selection Mode feature such as PRNDM1. Regardless of the shift mask,
is available to supplement the 1000/2000 Series the “M” position is always the next selector location
mechanical shift linkage. This is sometimes referred beyond the normal Drive position.
to as “Tap Up, Tap Down” functionality.
— Momentary inputs are required to trigger the range
By using momentary inputs provided by the vehicle commands in this function.
OEM, the operator can select the range of gears they
desire for current driving conditions. Range Selection Response to sustained momentary inputs -- such
Mode also allows control of engine and vehicle speed as when the “tap down” button is depressed and
while going down a hill by enabling selection of a held for a period of time -- is left to the discretion of
preferred range. the vehicle manufacturer. For example, an OEM
may elect to broadcast a single “tap down”
The required Requested Range display will show the command sequence per depression / release cycle
range selected by the operator. This range is the of the momentary input, or they may choose to
highest attainable range, with all gears below issue a series of “tap down” command sequences
accessible (i.e. when 4th is selected, ranges 1st if the input is depressed for some period of time.
through 4th are available). TCM response to a continuous sequence of “tap
down” commands is illustrated under NORMAL
B.4.48.2. AVAILABILITY OPERATION.
Function is optional in 1000/2000 Series applications.
— A J1939-based display as described under RANGE
B.4.48.3. CONFIGURATION (VEPS / ACCT) DISPLAY – REQUESTED RANGE is required to
convey the manually selected range to the vehicle
[18010] ON-VEHICLE PROTOCOL: CAN1 operator.
Parameter is only received on the CAN port set to B.4.48.6. OTHER REQUIREMENTS /
SAE J1939 FULL FUNCTIONALITY. RESTRICTIONS
— Range Selection Mode cannot be used in
[17000] PRIMARY MODE: Gears 1000/2000 Series applications with an Allison
The selected shift mask must contain a manual J1939-based shift selector.
position (“M”, e.g. 6M1) to enable this function.
— Range Selection Mode may not be used with
B.4.48.4. J1939 PARAMETER AND SA USE function PRESELECT REQUEST INPUT.
See AUTO-DETECTION for SA selection details.
— Range Selection Mode may not be used in
conjunction with the wired “3-Position Hold Switch”
as described in Allison 5th Generation Controls
Installation Manual Section D: “Vehicle Electrical
System Interface”.
— Per SAE recommended practice, unsupported TC1  Does TC1 Transmission Requested Gear
parameters must be set to Not Available. indicate 0xF7 when the decrement or “tap down”
input is activated?
— The TCM performs no diagnostics specific to the
TC1 reception for this function. As such, Range  When Range Selection Mode is not desired, is
Selection Mode cannot be used in OBD II TC1 Transmission Requested Gear set to 0xE0?
applications below 14,000 lbs. GVW.
Response to command
The TCM only responds to Range Selection Mode
6
requests while the selector is in the “M” position.
ETC2 5
When a higher range is available, the TCM will Transmission
Requested 4
increment to it when Transmission Requested Gear Range
transitions from 0xE0 (224 decimal, Position unknown 3
and / or no buttons pressed) to 0xF9 (249 decimal, (100 ms
Upshift 1 gear from current position). broadcast) 2
1
When a lower range is available, the TCM will
decrement to it when Transmission Requested Gear
First ‘tap down’ command
transitions from 0xE0 to 0xF7 (247 decimal,
Downshift 1 gear from current position). TC1
0xF7
Transmission
When Range Selection Mode is no longer desired, Requested
Transmission Requested Gear is required to indicate Gear
0xE0 (Position unknown and / or no buttons pressed).
(50 ms
0xE0
broadcast)
As shown in the figure below, the TCM will respond to
Transmission Requested Gear transitions as quickly
as they can be sent via TC1.
Time, in 50 ms increments
If TC1 Transmission Requested Gear reception is lost
0xE0 = Position Unknown / ‘No Buttons Pushed’
while the TCM is in Range Selection Mode, the 0xF7 = Downshift 1 Gear From Current Position
transmission will retain the current selected range
until the selector is moved from the “M” position. TCM responds to the downshift command as soon
as the parameter transitions from 0xE0 to 0xF7.
B.4.48.9. INSTALLATION CHECKLIST: RANGE
SELECTION MODE TCM RESPONSE TO CONSECUTIVE TAP DOWN
Allison Application Engineering will review new COMMANDS

 Does the selector pattern have an “M” position?
 Does the Requested Range display show the

selected range when the selector is in “M”?

an acceptable SA?
 Does TC1 Transmission Requested Gear

indicate 0xF9 when the increment or “tap up”
input is activated?
B.4.49. RETARDER ACTIVE INDICATOR B.4.49.4. J1939 PARAMETER AND SA USE
Parameter marked (V) can be enabled or disabled via
WARNING: The following sections VEPS.
function which has been validated in the B.4.49.4.1. Required Support
configuration(s) described. The component detecting retarder activation is
Implementations or use of this feature required to receive either ERC1 Actual Retarder –
which differ from that described could Percent Torque (V) OR ERC1 Retarder Requesting
result in damage to equipment or property, Brake Light (V) from SA 16 (Retarder – Driveline).
B.4.49.5. DRIVER & VEHICLE INTERFACES
consequences associated with B.4.49.5.1. Required Support – Brake Light
incorrect implementation or unintended Activation
use of this feature. Activation of the vehicle brake lights is required during
active retardation.
B.4.49.1. OVERVIEW
B.4.49.5.2. Optional Driver Indication
All Allison driveline retarder installations are required
to activate vehicle brake lights when the retarder is Installing a Retarder Active Indicator for the vehicle
active. GPO Q – RETARDER ACTIVE INDICATOR operator is left to the vehicle builder’s discretion.
is often used for this purpose (See Allison 5th Often a dash lamp is installed.
Generation Controls Installation Manual).
B.4.49.5.3.Optional Communication Failure
While the J1939 implementation can replace the Indication
brake light activation functionality of GPO Q, it does See FAILURE MODES & OPTIONAL RESPONSES.
not support all GPO Q functionality; see OTHER
REQUIREMENTS / RESTRICTIONS below. B.4.49.6. OTHER REQUIREMENTS /
RESTRICTIONS
B.4.49.2. AVAILABILITY When [20060] RETARDER: Cancel Cruise Control
The J1939-based implementation is standard in all upon Rapid Modulation Request Increase is
3000/4000 Series applications equipped with enabled, GPO Q provides a short “flash” when
driveline retarders. requested retarder level is increased. Coupled with
vehicle service brake wiring, it will cancel cruise
B.4.49.3. CONFIGURATION (VEPS / ACCT) control operation. See Allison 5th Generation
Controls Section B: “System Operation” for more
[18010] ON-VEHICLE PROTOCOL: CAN1 information.
Parameters must be received from the CAN port set NOTE: The “Retarder Cancel Cruise
to SAE J1939 FULL FUNCTIONALITY. Control upon Rapid Modulation Request
Increase” feature cannot be accomplished
[20000] RETARDER
through the J1939 implementation of the
Answer must be set to AUTODETECTED or YES. Retarder Active Indicator.
[30030] J1939 BROADCAST: ERC1 Actual
Retarder – Percent Torque B.4.49.7. NORMAL OPERATION
Answer must be set to ENABLED if the parameter is The receiver may assume the Allison retarder
used to meet function requirements. hardware is generating negative torque at any time
ERC1 Actual Retarder – Percent Torque < 0% (a
[30060] J1939 BROADCAST: ERC1 Retarder negative value) or ERC1 Retarder Requesting Brake
Requesting Brake Light Light = 01b.
Answer must be set to ENABLED if the parameter is
used to meet function requirements. Retarder Requesting Brake Light will indicate 01b
whenever Actual Retarder Percent Torque is < 0%.
B.4.49.8. FAILURE MODES AND OPTIONAL

RESPONSES
Fault logging, diagnostics, and troubleshooting
related to the loss of ERC1 reception are the
parameter(s) and the vehicle OEM.
B.4.49.8.1. Loss of Parameter Reception

Failure to receive ERC1 Actual Retarder – Percent
Torque or ERC1 Retarder Requesting Brake Light
may be the result of bus loading, wiring integrity
failures, electrical noise, or improper function

RETARDER ACTIVE INDICATOR
The vehicle OEM implementing the Retarder Active
Indicator function is responsible for all testing.
B.4.50. RETARDER CAPACITY B.4.50.3.1. VEPS / ACCT Trims
REDUCTION The following trims influence function operation:
WARNING: The following sections — [20080] RETARDER: Engine Coolant

describe the intended use of a specific Temperature (ECT) Based Capacity Threshold
configuration(s) described. — [20090] RETARDER: Engine Coolant
Implementations or use of this feature Temperature (ECT) Based Capacity Slope
— [20150] RETARDER: Override Capacity
Reduction when Output Speed Increases
consequences associated with B.4.50.4.1. Required Support
The engine is required to provide ET1 Engine Coolant
Temperature from SA 00 (Engine #1).
B.4.50.1. OVERVIEW B.4.50.5. NORMAL OPERATION

Retarder capacity is automatically reduced if the Capacity reduction operation is described in Allison
transmission retarder or sump fluid temperatures 5th Generation Controls Installation Manual Section B:
exceed specified limits as detected by integral “System Operation – 3000 & 4000 Product Families”.
transmission temperature sensors.
Retarder capacity can also be reduced based on Failure of inputs to reach the TCM may be the result
engine coolant temperature, as indicated by either: of – but not limited to – bus loading, wiring integrity
failures, electrical noise, or improper function
— Analog sensor via wire 135 (see Allison 5th implementation. Vehicle OEMs should consider such
Generation Controls Installation Manual) failures during their design process.
— J1939 ET1 Engine Coolant Temperature. Regardless of ET1 Engine Coolant Temperature
value or reception, the retarder may commence or
continue capacity reduction based on transmission
The J1939-based implementation is optional in retarder and / or sump fluid temperature.
3000/4000 Series applications equipped with
driveline retarders. B.4.50.6.1. TCM Receives Engine Coolant
Temperature Error Value
If retarder capacity reduction is active based on ET1
[18010] ON-VEHICLE PROTOCOL: CAN1 Engine Coolant Temperature and 254 (Error) is
[18020] ON-VEHICLE PROTOCOL: CAN2 received, the TCM will immediately cease capacity
reduction based on engine coolant temperature.
Parameter is only received on the CAN port set to
SAE J1939 FULL FUNCTIONALITY. B.4.50.6.2. TCM Loss of Engine Coolant
Temperature Reception
[20000] RETARDER
If retarder capacity reduction is active based on ET1
Answer must be set to AUTODETECTED or YES.
Engine Coolant Temperature and reception ceases,
[20070] RETARDER: Engine Coolant capacity reduction will cease after a 5 second time-
Temperature (ECT) Based Capacity Reduction out period. Capacity reduction will reactivate when a
valid value indicating the need for capacity reduction
Answer must be set to ENABLED for this function.
is once again received.
[11010] ENGINE COOLANT TEMPERATURE
(ECT) SOURCE
B.4.51. RETARDER CONTROL NOTE: VEPS options that use the GPIO
interface require the analog RMR to be
WARNING: The following sections connected. If not connected, the TCM will
describe the intended use of a specific log DTCs associated with the RMR input.
— ONLY GPIO INTERFACE [ANALOG RMR, GPI Z
OR GPI BV, AND GPO Q IF DEFINED IN
SELECTED GPIO PACKAGE] is intended for
traditional analog installations where the TCM
receives operator requests via the retarder enable
Allison Transmission is not liable for switch and RMR lever.
— ONLY J1939 INTERFACE [INPUT VIA ERC1
Retarder Selection, Non-Engine] is intended for
installations where the TCM only receives operator
input via the dedicated J1939 parameter. This
B.4.51.1. OVERVIEW option should be selected when the analog inputs
NEW FOR C194 RELEASE: are not being used for retarder control. Diagnostics
Added new optional J1939 retarder are not run on the analog RMR input, and the
broadcast signals ERC2 Transmission analog inputs are ignored by the TCM.
Output Retarder and ERC2 Transmission
Retarder Enable Switch. — BOTH GPIO AND J1939 INTERFACES (default) is
intended for use with traditional analog
installations, or EBS installations requiring both
Allison driveline retarders can be controlled via: analog and J1939-based operator inputs.
— GPI Z, which includes a retarder enable switch and J1939 BROADCAST Items
analog RMR input, or The following items are defaulted on, and must
remain so unless they are not needed by the vehicle’s
— a J1939 parameter that reflects operator desire for
retarder control system.
retarding, or
— [30020] J1939 BROADCAST: ERC1 Actual
— a combination of both.
Maximum Available Retarder - Percent Torque
In addition, the retarder will respond to J1939 TSC1
— [30030] J1939 BROADCAST: ERC1 Actual
commands.
Retarder - Percent Torque
— [30050] J1939 BROADCAST: ERC1 Intended
The J1939-based implementation is standard in Retarder - Percent Torque
driveline retarders. — [30060] J1939 BROADCAST: ERC1 Retarder
Requesting Brake Light
— [30070] J1939 BROADCAST: ERC1 Retarder
[18010] ON-VEHICLE PROTOCOL: CAN1 Selection, Non-Engine (Analog RMR)
Parameters are only supported on the CAN port set — [30080] J1939 BROADCAST: ERC1 Retarder
to SAE J1939 FULL FUNCTIONALITY. Torque Mode
[20000] RETARDER — [30090] J1939 BROADCAST: ERC1 SA of

Answer must be set to AUTODETECTED or Controlling Device for Retarder Control
PRESENT.
— [30320] J1939 BROADCAST: RC Retarder
[20020] RETARDER INTERFACE Reference Torque
Specifies the operator’s retarder control interface:
Control Method

Location
— [30350] J1939 BROADCAST: RC Retarder Type In addition, all parameters listed under section
OPTIONAL DATA PROVIDED BY THE TCM can be
— [30360] J1939 BROADCAST: RC Torque and disabled via VEPS if desired.
Speed Map
The following items are defaulted off, but may be See AUTO-DETECTION for SA selection details.
enabled if desired.
— [29091] J1939 BROADCAST: ERC2
To request retarder activation via J1939, the TCM
Transmission Output Retarder
requires at least one of the following inputs from the
— [29092] J1939 BROADCAST: ERC2 J1939 component requesting retarder activation:
Transmission Retarder Enable Switch
ERC1 Retarder Selection, Non-Engine
B.4.51.3.1. VEPS / ACCT Trims ERC1 Retarder Selection, Non-Engine is the
The following trims will influence the J1939 interface: preferred method of conveying desire for retarder
activation to the TCM. If used, it is required to come
[20010] RETARDER: Retarder Capacity Level from one of the following SAs, in order of TCM
Determines the maximum retarding capability, and preference:
therefore impacts data broadcast in the retarder
configuration message.
[20040] RETARDER: Use Pressure Sensor for
EBS TSC1 Commands
Default answer is NO. Only switch to YES if the
TSC1 commands are preferred for conveying vehicle
sensor is installed, as this controls retarder pressure
system desire for restricting retarder operation, and
feedback sensor signal processing and diagnostics.
are expressed in terms of 0% to –100% of RC
Retarder Reference Torque. The TCM will arbitrate
[20050] RETARDER: Cancel Retarder when
Cruise Control is Active and respond to TSC1 torque control and torque limit
commands issued to DA 16 (Retarder – Driveline)
Default answer is NO. When set to YES, retarder from one or more of the following SAs:
operation is prohibited / canceled when cruise control
is active; see CRUISE CONTROL, STANDARD. — SA 00 (Engine #1)
— SA 11 (Brakes – System Controller)
[20100] RETARDER: Cancel Retarder when ABS — SA 33 (Body Controller)
Input is Active — SA 17 (Cruise Control)
Default answer is YES. Retarder operation is — SA 39 (Management Computer #1)
prohibited / canceled when ABS is active. When — SA 42 (Headway Controller)
answered NO, retarder operation is not canceled
when ABS is active. See ANTI LOCK BRAKE When a TSC1 transmitter is not controlling retarder
SYSTEM (ABS) INPUT. operation, the transmitter is required to cease TSC1
broadcasts to DA 16. SAE requires that TSC1 control
WARNING: If retarder response to discrete sequences be terminated with a single, final TSC1
ABS input(s) is disabled, the OEM is message containing Engine Override Control Mode =
responsible for ensuring appropriate 00b (Override Disabled).
retarder deactivation (via TSC1 commands)
during qualified ABS events. NOTE: Incorrect or lack of TSC1 command
sequence termination can interfere with the
Others SAE-defined TSC1 arbitration process.
The following trims impact retarder operation:
When [20100] RETARDER: Cancel Retarder when
— [20110] RETARDER: Engine Coolant ABS input is Active = NO, the ABS controller is
Temperature (ECT) Based Preselects required to support TSC1 torque limits to restrict and
/ or cancel driveline retarder operation during ABS
— [20080] RETARDER: Engine Coolant events.
Temperature (ECT) Based Preselect Threshold
— [20060] RETARDER: Cancel Cruise Control

upon Rapid Modulation Request Increase
B.4.51.4.2. Optional Data Provided by the TCM will not respond to analog RMR requests without
The TCM broadcasts the parameters below for switch presence and activation. For more information
discretionary use by the retarder control system. on installation and operation, see Controls Installation
Parameters marked (V) can be enabled or disabled Manual Section E: “Using Input / Output (I/O)
via VEPS: Functions, Packages, & Groups”.
— ERC1 Actual Maximum Available Retarder – NOTE: GPI Z is only associated with the
Percent Torque (V) analog RMR signal; it has no impact on
TCM response to ERC1 Retarder
— ERC1 Actual Retarder – Percent Torque (V)
Selection, Non-Engine or TSC1 torque
— ERC1 Engine Coolant Load Increase (V) control commands.
— ERC1 Intended Retarder – Percent Torque (V) B.4.51.5.2. J1939 Input(s)

When ERC1 Retarder Selection, Non-Engine and / or
— ERC1 Retarder Requesting Brake Light (V) TSC1 commands are used to request retarder
activation, a retarder enable switch does not need to
— ERC1 Retarder Selection, Non-Engine (1) (V)
be wired directly to the TCM. The switch input is now
— ERC1 Retarder Torque Mode (V) the responsibility of the vehicle OEM or components
actuating the retarder via J1939:
— ERC1 SA of Controlling Device for Retarder
Control (V) — For any device that can activate the retarder via
J1939, the vehicle OEM is required to provide a
— ERC2 Transmission Output Retarder (2) (V) method by which the vehicle operator can override
said device and disable operation of the Allison
— ERC2 Transmission Retarder Enable Switch (V) driveline retarder.
— RC Retarder Type (V) — This disable switch is required to function even

during operator service brake application.
— RC Retarder Location (V)
These requirements ensure the operator has final
— RC Retarder Control Method (V) authority in whether or not the retarder is activated.
— RC Retarder Reference Torque (V) B.4.51.6. RETARDER INPUT OPTIONS

There are two methods of retarder control: (a)
— RC Full Retarder Configuration Map (V) Retarder activation / deactivation requested by the
vehicle operator, and (b) retarder activation and / or
(1) Only broadcast when the TCM analog RMR input restriction by vehicle systems (e.g. ABS or ACC).
is connected and enabled. Parameter reflects
status of both GPI Z and the analog RMR input. The 3 possible retarder activation inputs (TSC1
torque control command, ERC1 Retarder Selection,
(2) Only broadcast when the TCM GPI Z Retarder Non-Engine, and the traditional analog inputs) each
Enable Switch is connected and enabled. have their own activation / deactivation hysteresis;
Parameter reflects the status of GPI Z. see RETARDER INPUT PROCESSING.
B.4.51.5. DRIVER INTERFACE REQUIREMENTS If any J1939 inputs are used for retarder activation,
The vehicle OEM is required to provide a retarder the vehicle OEM and the device activating the
enable / disable switch for all Allison retarder retarder are responsible for enabling & modulation.
installations, and must locate it within easy access of See DRIVER INTERFACE REQUIRMENTS.
the operator.
WARNING: Failure to provide a full

authority retarder disable switch may result
in retarder operation unexpected or
undesired by the operator.
B.4.51.5.1. TCM GPI Z

When the analog RMR input is used, the retarder
enable switch must be wired to the TCM. A jumper
wire may not be substituted for the switch. The TCM
B.4.51.6.1. J11939 TSC1 Inputs – All … Activated or deactivated via J1939 ERC1 Retarder
Implementations Selection, Non-Engine.
The TCM processes TSC1 commands sent to the
retarder regardless of the answer to VEPS option … Activated or limited by one or more J1939 TSC1
RETARDER REQUEST INPUTS. torque commands.
B.4.51.6.3. Example Schematic

NOTE: In applications where the retarder
The figure below illustrates communication flow for all
may receive TSC1 commands from multiple
3 types of retarder control inputs:
devices, Allison recommends avoiding
retarder activation via TSC1 torque control
commands (Engine Override Control Mode If a device can activate the retarder, the
= 10b). operator must have the ability to override it
and turn the retarder OFF under any
Per SAE-defined TSC1 arbitration logic, if a conditions (see text).
torque control command and torque limit
command of the same priority are received, OTHER
the control command is processed and the DEVICES
limit ignored. If the torque limit command (e.g. ABS)
has a higher priority than the torque control
command, the control command is ignored; TSC1 torque control or torque limit commands
if this is the only input activating the
retarder, retarder operation is effectively Retarder 0% OPERATOR
canceled. enable and INPUT
RMR Input 100% MODULE
B.4.51.6.2. RETARDER REQUEST INPUTS
ERC1 Retarder Selection, Non-Engine
[20020] RETARDER INTERFACE = ONLY GPIO
INTERFACE [ANALOG RMR OR GPI Z OR GPI BV
ERC1 Retarder Selection, Non-Engine, and other
WITH GPO Q IF DEFINED IN SELECTED GPIO optional parameters as specified via VEPS
PACKAGE]
With this VEPS option, the retarder can be: RMR 0%
Input ALLISON
… Activated or deactivated via the traditional TCM Retarder
100%
On TCM GLOBAL
analog RMR and Retarder Enable Switch inputs. Enable Off
Switch
… Activated or deactivated via J1939 ERC1 Retarder
Selection, Non-Engine.
EXAMPLES OF RETARDER CONTROL INPUTS
… Activated or limited by one or more J1939 TSC1
torque commands. B.4.51.7. RETARDER INPUT PROCESSING
[20020] RETARDER INTERFACE = Only J1939 WARNING: Regardless of retarder control
ERC1 Retarder Selection, Non-Engine input (analog or J1939), the retarder will not
With this VEPS option, the retarder can be: activate when Neutral or Reverse is
selected or attained.
… Activated or deactivated via J1939 ERC1 Retarder
Selection, Non-Engine. The retarder control inputs each have activation and
deactivation hysteresis windows associated with
… Activated or limited by one or more J1939 TSC1 them. In the absence of physical limitations, system
torque commands. faults or other restrictions, the retarder will activate
when (where applicable based on the input
[20020] RETARDER INTERFACE = Both Analog
configuration):
Inputs and ERC1 Retarder Selection, Non-Engine
With this VEPS option, the retarder can be: … analog RMR input > 9% AND the retarder enable
switch is on, OR
… Activated or deactivated via the traditional TCM
analog RMR and Retarder Enable Switch inputs. … ERC1 Retarder Selection, Non-Engine > 9%, OR
… TSC1 torque control command less than or equal B.4.51.9. IMPLEMENTATION ERRORS AND
to between -8% and -22%, depending on IMPACTS
configuration. The following items pertain to the J1939 component
requesting retarder activation (the transmitter):
The retarder will deactivate when:
B.4.51.9.1. Failure to send Override Disable at
… analog RMR input < 7% OR the retarder enable end of TSC1 sequence
switch is off, AND The TCM relies on TSC1 time-outs to deactivate the
retarder if an Override Disable command is not sent
… ERC1 Retarder Selection, Non-Engine < 7%, AND
at the end of a TSC1 sequence. This may cause
interaction problems and poor control transitions
… TSC1 torque control command greater than
when multiple J1939 devices are sending TSC1
between -9% and -4%, depending on
messages to the driveline retarder.
configuration.
B.4.51.9.2. Failure to cease TSC1 broadcast
When multiple TSC1 commands are sent to the
when no operator request present
retarder, the TCM determines the winning command
(torque control or torque limit) via the TSC1 arbitration While not strictly forbidden by SAE, it is ill-advised to
process defined in J1939-71. continually broadcast 0% TSC1 torque control
messages to the retarder when no operator request
Unless limited by a TSC1 torque limit, the retarder will is present. Other J1939 devices on the vehicle may
act on the largest request. not be able to control the retarder as needed. Also,
this creates unnecessary bus loading.
B.4.51.8. RETARDER ABS RESPONSE
B.4.51.8.1. TSC1 vs. Anti-Lock Braking (ABS) Failure of inputs to reach the TCM may be the result
Active of -- but not limited to -- bus loading, wiring integrity
A properly formatted TSC1 Torque Limit or Torque failures, electrical noise, or improper function
Command of 0% will cause the TCM to drop retarder implementation. Vehicle OEMs should consider such
operation, provided a TSC1 command of equal failures during their design process.
priority is not already active. TSC1 messages may
cause the retarder to drop out slightly sooner than B.4.51.10.1. Loss of TSC1 Reception
Anti-Lock Braking (ABS) Active, as TSC1s to the If a TSC1 sequence terminates unexpectedly during
retarder use a faster 50 ms rate versus the EBC1 100 retarder torque control (i.e. a TSC1 Override Disable
ms broadcast rate. does not conclude the sequence), the last valid TSC1
value is honored until a timeout of approximately 150
TSC1 messages allow ABS to “stage” its control over ms is reached. The retarder will then remain off until
the vehicle braking system(s) when wheel slip is great a valid command from any valid source is received.
enough to take action, but not enough to begin
actively modulating brake pressure. This situation
WARNING: Loss of retarder-activating
may or may not precede an actual ABS event where
TSC1 messages during retarder operation
Anti-Lock Braking (ABS) Active indicates “Active”.
may result in retarder deactivation after a
B.4.51.8.2. [20100] RETARDER: Cancel time limit of approximately 150 ms is
Retarder when ABS Input is Active reached.
When [20100] RETARDER: Cancel Retarder when
ABS Input is Active = NO, retarder operation is not B.4.51.10.2. Loss of ERC1 Retarder Selection,
canceled when the TCM receives a discrete ABS Non-Engine Reception
Active indication. In this case, the ABS controller is If reception of Retarder Selection, Non-Engine is lost
required to support TSC1 messaging to restrict and / during active retarder control, the last valid value is
or cancel driveline retarder operation during ABS honored until a timeout of approximately 500 ms is
events. reached. The retarder then remains off until a valid
input is received.
WARNING: If retarder response to discrete
ABS input(s) is disabled, the OEM is WARNING: Loss of ERC1 Retarder
responsible for ensuring appropriate Selection, Non-Engine during retarder
retarder deactivation (via TSC1 commands) operation may result in retarder
during qualified ABS events. deactivation after a time limit of
approximately 500 ms is reached.
B.4.51.10.3. Retarder Solenoid Failure  Bring the vehicle up to speed, release the
If the retarder solenoid fails, DTC(s) are set and the accelerator pedal, activate the retarder at a very
retarder will not operate. The inability of the retarder low setting, and then lightly apply the service
to operate is also reflected in these parameters: brakes. Using the appropriate driver interface,
disable the driveline retarder while continuing to
— ERC1 Actual Retarder – Percent Torque = 0% apply the service brakes. Does the retarder
deactivate completely?
— ERC1 Actual Maximum Available Retarder –
Percent Torque = 0% B.4.51.11.3. TSC1 Operation (if applicable)
These tests require a protocol analyzer (such as
— ERC1 Intended Retarder – Percent Torque = 0% CANalyzer) or the Allison DOC® Data Bus Viewer to
monitor TSC1 messages.
— ERC2 Transmission Output Retarder = Off
 With the engine running, vehicle stationary, and
— The RC “retarder map” is broadcast as zero. no operator input requesting retarder activity, is
there a total absence of TSC1 messages (to DA
B.4.51.10.4. Retarder Enable Switch GPI Z or
16) from the component that conveys operator
RMR Input Failure
driveline retarder requests over J1939?
When enabled for use via VEPS, electrical failures in
the analog input circuits will set DTCs, and the  Bring the vehicle up to speed, release the
retarder will no longer respond to the analog inputs. accelerator pedal, and activate the retarder at a
ERC1 Retarder Selection, Non-Engine will indicate very low setting. Now reduce the operator input
254 (Error). The retarder will still respond to J1939 such that no retarder operation is requested, and
inputs. the retarder deactivates. Did the last TSC1
message in the retarder activation / deactivation
B.4.51.10.5. Accelerator Pedal Input Failure sequence indicate “override disabled”?
If an accelerator pedal input failure is detected, the
Service Brake Status input function will allow the If RETARDER: Cancel Retarder when ABS Input is
operator to manually engage the retarder by Active = NO:
depressing the brake pedal.
 When an ABS event occurs, does the ABS
B.4.51.10.6. Retarder Pressure Sensor Failure controller restrict retarder operation via TSC1
(EBS only) commands?
Enabling the retarder pressure sensor via VEPS also
enables its diagnostics. If the sensor fails, ERC1
Actual Retarder – Percent Torque accuracy cannot
be held to the levels required by EBS. As a result,
Actual Retarder – Percent Torque indicates 254
(Error) and a DTC is set. The Check Trans Indicator
is not activated.

RETARDER CONTROL

B.4.51.11.2. Driver Interface
 Does the vehicle operator have a method by

which the Allison retarder can be fully disabled?
B.4.52. RETARDER TEMPERATURE B.4.52.4. CONFIGURATION (VEPS / ACCT)
INDICATOR [18010] ON-VEHICLE PROTOCOL: CAN1
describe the intended use of a specific Parameters must be received from the CAN port set
function which has been validated in the to SAE J1939 FULL FUNCTIONALITY.
Implementations or use of this feature [20000] RETARDER
which differ from that described could Answer must be set to AUTODETECTED or
result in damage to equipment or property, PRESENT.
[26250] J1939 BROADCAST: RF DRIVELINE
Allison Transmission is not liable for RETARDER OVERHEAT INDICATOR
consequences associated with Answer must be set to ENABLED IF HARDWARE
incorrect implementation or PRESENT if parameter used to meet function
unintended use of this feature. requirements
[30015] J1939 BROADCAST: DM1

B.4.52.1. OVERVIEW
Answer must be set to ENABLED if DM1 is used to
The Retarder Temperature Indicator notifies the
meet the function requirements.
operator that transmission temperatures are above
the normal operating range. With the exception of B.4.52.5. J1939 PARAMETER AND SA USE
transit buses, all Allison retarder applications are
required to provide a Retarder Temperature Indicator. B.4.52.5.1. DM1 Trigger – Required Support
Driver interface options for this function include a text
The display controller is required to receive ALL of
display or a dedicated lamp w/text or icon. Available
the following from SA 16 (Retarder – Driveline):
TCM outputs for this function include:
— DM1 Suspect Parameter Number, and
— GPO B (SUMP / RETARDER TEMPERATURE
— DM1 Amber Warning Lamp, and
INDICATOR); see Allison 5th Generation Controls
— DM1 Failure Mode Identifier
Installation Manual for details.
— J1939 DM1 message content NOTE: Specific data values conveyed in

these three parameters are directly tied to
— J1939 RF Driveline Retarder Overheat Indicator the J1939 activation of a Retarder
Temperature indication.
Allison recommends DM1-based implementation for
Amber Warning Lamp alone cannot be used to
parameter implementation for dedicated lamps.
activate the Retarder Temperature Indicator; the
However, either output can be used to control either
content of all three DM1 parameters must be
indication type.
considered.
B.4.52.2. DIFFERENCES BETWEEN GPO AND
Other SPN, Amber Warning Lamp and FMI
DATALINK IMPLEMENTATIONS
combinations may define other Allison indications or
Allison retarder applications encompass two fault conditions. Users should not assume that any
indications in the single GPO B wire output. other combinations of SPN, Amber Warning Lamp,
and FMI values from SA 16 are indicative of a
The Sump Temperature and Retarder Temperature
Retarder Temperature indication.
indications are two separate functions when
implemented via J1939. One or both J1939-based B.4.52.5.2. RF Trigger – Required Support
indications may be used to activate a single
When triggering this indicator via the J1939 discrete
temperature Indicator or alarm as with GPO B.
parameter, the display controller is required to receive
B.4.52.3. AVAILABILITY RF Driveline Retarder Overheat Indicator (V) from SA
16 (Retarder – Driveline). Support of all parameter
The J1939-based implementation is standard in
states is required.
driveline retarders.
B.4.52.6. DRIVER INTERFACE (Amber Warning Lamp) to be illuminated at the same
RECOMMENDATIONS time. Per J1939-73, the RSL is higher priority:
The indicator is supplied and installed by the vehicle
builder. While there are no specific physical — An RSL indicates a problem severe enough to
implementation requirements, Allison recommends warrant stopping the vehicle.
the indicator be:
— An AWL indicates the presence of a problem, but
… In the normal forward field of view of the vehicle the vehicle need not be immediately stopped.
the shift selector assembly.
that Retarder Temperature Indicator text is not visible
… Clearly visible from both operator stations in dual when the RSL is lit. The Retarder Temperature
selector applications (may require two indicators). Indicator text should be out-prioritized by text linked
to the RSL. The display system should allow the
… Clearly visible under all vehicle lighting conditions, vehicle operator to scroll through the list of items
both daytime and nighttime. associated with the lamps such that the Retarder
Temperature Indicator can be read.
B.4.52.6.1. Dedicated Lamp with Text
Exception 2 – Text Prioritization during
When a dedicated lamp is used, recommended
Simultaneous AWL Events
wording is “TRANS TEMP”. Yellow or amber lamp
color is recommended, as retarder overheating does When a generic AWL is employed, multiple events
not warrant use of a red color. may simultaneously cause it to illuminate.
B.4.52.6.2. Audible Alarm When text display capacity is limited, it is acceptable

that Retarder Temperature Indicator text is not
An audible alarm may be used to signal the
immediately visible when the AWL is lit due to these
overheating condition. It is recommended that a lamp
multiple situations. The display system should allow
or text display be used in conjunction so the vehicle
the vehicle operator to scroll through the list of items
operator understands the cause of the alarm.
associated with the lamp such that the Retarder
B.4.52.6.3. Icon or Graphical Symbol Temperature Indicator can be read.
Per ISO 2575: “Road Vehicles – In this situation, the operator knows a problem exists,
Symbols for Controls, Indicators, and but may not know it is transmission-related until the
Tell-Tales”, this symbol represents a operator scrolls through the text.
transmission fluid temperature
condition, and is acceptable for Allison Exception 3 – Text Suppression
Retarder Temperature Indicator use. Preferred icon In some applications, Allison indicator text may
colors are yellow or amber. appear in a display area normally used to convey
B.4.52.6.4. Text Displays
acceptable to employ an operator input (e.g. button
While a dedicated lamp or icon is preferred, a driver push) to temporarily suppress the Allison indicator
text display used alone or in conjunction with generic text so normal display operation may resume.
data. operator may then opt to suppress the text for that
drive cycle.
visible content may change due to operating The key points are that (a) the vehicle operator must
conditions or driver selection. In general, Allison recognize and take physical action to suppress the
requires that Retarder Temperature Indicator text is indicator, and (b) the operator is informed of any
visible whenever active. However, there are three active indications again at the next key switch cycle.
exceptions for installations with generic lamps and /
or limited text display capacity: B.4.52.6.5. Bulb Checks
The device that physically actuates the indicator(s) is
Exception 1 – Text Prioritization during responsible for performing bulb and / or display
Simultaneous RSL and AWL Events checks at the beginning of each key switch cycle.
When multiple generic lamps are employed, it is
possible for the RSL (Red Stop Lamp) and AWL
NOTE: The TCM does not broadcast a DM1 — SPN 120 appears AND the value of Failure Mode
“bulb check” message at power-up. There Indicator associated with this SPN is not 15, OR
is no DM1 content that allows a receiver to
— No faults are indicated, i.e. SPN = 0 and Amber
distinguish a momentary “bulb check” from
Warning Lamp = 00b (Off)
…then the display controller is required to deactivate
The TCM also does not send a “bulb check”
the Retarder Temperature Indicator. See DM1 under
in the discrete parameter at power up; RF
J1939 MESSAGE AND PARAMETER USE for data
Driveline Retarder Overheat Indicator is set
string examples.
to 00b.
B.4.52.7.2. RF Trigger – Required Support
Allison recommends lamps or indicators remain on for
2 seconds during the check. Slightly longer or shorter Activating the Indicator
time periods are acceptable. The display controller is required to steadily illuminate
the Retarder Temperature Indicator when it receives
B.4.52.6.6.
Optional Communication Failure RF Driveline Retarder Overheat Indicator = 01b
Indication (Driveline Overheat Indicator on continuously).
See VEHICLE SYSTEM FAILURE MODES AND
OPTIONAL RESPONSE. Deactivating the Indicator
If the display controller receives RF Driveline
B.4.52.7. NORMAL OPERATION Retarder Overheat Indicator = 00b (Driveline
The DM1-based Retarder Temperature indication Retarder Overheat Indicator is off), then the display
and RF Driveline Retarder Overheat Indicator are controller is required to deactivate the Retarder
both triggered at the same time as the retarder portion Temperature Indicator.
of GPO B.
B.4.52.8. VEHICLE SYSTEM FAILURE MODES
When the indication is triggered, the TCM may AND OPTIONAL RESPONSES
increase engine speeds associated with closed
throttle downshift points by invoking a preselect B.4.52.8.1. Initialization or Response to Resets
downshift schedule. Downshifting at higher engine The J1939 device that actuates the indicator may be
speeds increases fan speed and coolant flow through powered down intentionally (key switch turned off) or
the transmission cooler and engine radiator. unintentionally (intermittent power source) while an
active indication is present.
DM1 may fluctuate between single and multi-frame In either case, Allison recommends that the display
formats, depending on how many fault indications are controller default the indicator to an inactive state
present. If only one indication is active, DM1 will be when it reinitializes -- If the cause of the indication is
sent in a single frame. If two or more indications are still present when power returns, TCM broadcast data
active, DM1 will be sent via Transport Protocol. will reflect this and only then should the display
controller reactivate the indicator.
Activating the Indicator
If the display controller receives DM1 from SA 16 This recommendation is based on the fact that some
(Retarder – Driveline) with: Allison indications self-clear during a power cycle.
— SPN = 120 (Hydraulic Retarder Oil Temperature), B.4.52.8.2. Heartbeat

AND Heartbeat monitoring and a Communication Failure
— Amber Warning Lamp = 01b (On), AND vehicle OEMs may choose to implement such logic at
— Failure Mode Identifier = 15 (Data Valid but Above HEARTBEAT for further information on detecting and
Normal Operating Range – Least Severe Level) responding to J1939 communication failures.
…then the Retarder Temperature Indicator is B.4.52.9. TCM FAILURE MODES & RESPONSES
required to be activated. In the event of a retarder temperature sensor failure,
broadcast of the DM1-based Retarder Temperature
Deactivating the Indicator
Indicator will cease and RF Driveline Retarder
If the display controller receives DM1 from SA 16 Overheat Indicator will indicate 00b (Driveline
where: Retarder Overheat Indicator is off).
— SPN 120 no longer appears, OR
In either case, a DTC will be set and a Check Trans
Indicator will become active.

RETARDER TEMPERATURE
INDICATOR

following questions, as applicable:
 Turn the key switch on. Is a Retarder

Temperature Indicator bulb check or text display
check performed at power up?
B.4.52.10.2. DM1-based Implementation
 Does the indicator only activate when all three

activation criteria are met?
 Does the indicator deactivate when any of the

deactivation criteria are met?
B.4.52.10.3. Discrete Parameter Implementation
 Does the indicator activate when RF Driveline

Retarder Overheat Indicator = 01b?
 Does the indicator deactivate when RF Driveline

Retarder Overheat Indicator = 00b?
B.4.53. REVERSE INHIBIT WITH B.4.53.4. J1939 PARAMETER AND SA USE
PRESELECT REQUEST SAs marked (V) may be set to an OEM-specified
INTERFACE value via VEPS. See AUTO-DETECTION for SA
selection details.
function which has been validated in the The J1939 network is required to provide TC1
configuration(s) described. Transmission Reverse Gear Shift Inhibit Request
Implementations or use of this feature every 50 ms to DA 03 (Transmission #1), from one of
which differ from that described could the following SAs in order of TCM preference:
Allison Transmission is not liable for 3. SA 05 (Shift Console, Primary) (1)
consequences associated with 4. SA 33 (Body Controller)
B.4.53.1. OVERVIEW B.4.53.4.2. Required Reception Support
This function is primarily used to meet European The vehicle system is required to receive ETC7
legislation for refuse vehicle operation, and can be Transmission Reverse Gear Shift Inhibit Status from
accomplished by GPI AM, or J1939 as described SA 03 (Transmission #1).
here. GPI implementation is discussed in Controls
Installation Manual Section D: “Vehicle Electrical B.4.53.5. GPI VS. DATALINK IMPLEMENTATION
System Interface”.
When active, Reverse is inhibited when personnel TC1 Transmission Reverse Gear Shift Inhibit
ride at the rear of the vehicle. This function may also Request is processed in the same manner as GPI
be used for other applications, such as a dump truck AM. When a reverse inhibit request is received, the
“hoist bed interlock” which restricts vehicle movement reverse inhibit is invoked, and the calibrated preselect
while the dump bed is in the raised position. range is invoked.
B.4.53.2. AVAILABILITY B.4.53.5.2. Failure Responses
The J1939-based implementation is optional in 1000 TCM response to detectable system failures is the
– 4000 Series applications. same in both implementations; the function will
activate, prohibiting reverse operation. With J1939,
B.4.53.3. CONFIGURATION (VEPS / ACCT) additional requirements are in place such that the
operator is also informed of a failure condition through
an OEM-installed indication mechanism.
Parameters are only exchanged on the CAN port set B.4.53.6. DRIVER INTERFACE
B.4.53.6.1. Required Support –
[27150] REVERSE INHIBIT WITH PRESELECT Communication Failure Indication
REQUEST INTERFACE If the OEM controller or vehicle system detects a TCM
Answer must be set to J1939 INTERFACE to enable communication problem, operator notification is
TCM J1939 parameter broadcast and reception for required. See OEM CONTROLLER FAILURE
this function. MODES AND RESPONSES.
[27160] REVERSE INHIBIT WITH PRESELECT Physical implementation of this Communication
REQUEST: Preselect Range Failure indication is left to the discretion of the vehicle
Specifies the range preselected when the function is OEM. Acceptable examples include a lamp or text
active. If set equal to the transmission’s top range, the display with phrasing such as “Vehicle Electrical
pre-select request portion of this function is effectively Fault” or “Vehicle Electronic Fault”. No specific
disabled. wording is defined, as Allison realizes vehicle OEMs
may already have a method to communicate these
types of problems to the operator. Your Allison
Application Engineer must review all
implementations.
Check Trans Indicator actuation is not an acceptable Once the failure response is invoked, the reverse
means of representing the communication problem. inhibit and preselect request will both remain active
If only the Check Trans Indicator is active, service until 00b (Allow shifts into Reverse gear) is received.
technicians may assume there is a transmission No DTCs are logged.
problem, when in fact it is most likely a vehicle
network or wiring issue. The TCM will never indicate 10b (Error) in ETC7
Transmission Reverse Gear Shift Inhibit Status; it
B.4.53.7. NORMAL OPERATION always knows the commanded state of the function.
B.4.53.7.1. Activation and TCM Response B.4.53.9. OEM CONTROLLER FAILURE MODES
To activate the function, the OEM controller is & RESPONSES
required to set TC1 Transmission Reverse Gear Shift Fault logging, diagnostics and troubleshooting related
Inhibit Request = 01b (Inhibit shifts into Reverse gear, to the loss or incorrect reception of ETC7
and shift transmission to Neutral if already in Reverse Transmission Reverse Gear Shift Inhibit Status are
or attempting to shift to Reverse). the responsibility of the controller monitoring the
The TCM reflects function activation by setting ETC7
Transmission Reverse Gear Shift Inhibit Status = 01b The OEM controller is required to continuously
(Reverse gear shifts are currently inhibited). monitor and compare the received value of ETC7
Transmission Reverse Gear Shift Inhibit Status
If the transmission is in Reverse or attempting to shift against its own TC1 Transmission Reverse Gear Shift
into Reverse at the moment the active inhibit request Inhibit Request broadcast.
is received by the TCM, the transmission will shift to
Neutral and remain there until commanded otherwise If the parameter states fail to mirror each other for a
through the shift selector. An active range inhibit is period of > 10 seconds, the OEM controller is required
conveyed as discussed under RANGE INHIBITED to indicate the presence of a “vehicle electronic
INDICATOR (RII). communication” failure to the operator.
While the function is active, the TCM ignores operator If the OEM controller detects a problem within its own
requests for Reverse, and invokes the calibrated system and cannot determine the TC1 Transmission
preselect range. A calibrated preselect range of 1st Reverse Gear Shift Inhibit Request state to
will not be achieved if a 2nd gear start shift mask is broadcast, it is required to indicate 10b (Error) and
active, or cold sump temperatures dictate use of a indicate the presence of a “vehicle electronic
higher gear. communication” failure to the operator.
B.4.53.7.2. Deactivation and TCM Response This indication is required to remain on until either the
To deactivate the function, the OEM controller is parameters once again mirror each other, OR cycling
required to set TC1 Transmission Reverse Gear Shift the key switch resets the OEM controller. This logic
Inhibit Request = 00b (Allow shifts into Reverse gear). informs the operator of a vehicle system problem that
may not allow the Reverse Inhibit with Preselect
The TCM revokes both the reverse inhibit and Request function to operate properly. The potential
preselect request. Function deactivation is conveyed state combinations and required responses are
by setting ETC7 Transmission Reverse Gear Shift summarized in the table below.
Inhibit Status = 00b (Reverse gear shifts are currently
allowed).

Like GPI AM, the J1939-based function failure modes
are very conservative. Any failure detected by the
TCM results in an active reverse inhibit and preselect
request, so the vehicle cannot be driven in Reverse.
Loss of parameter reception, or reception of values

10b (Reserved) or 11b (Take no action) result in an
active reverse inhibit and preselect request. This is
true regardless as to whether or not the vehicle
system was requesting an active Reverse Inhibit with
Preselect Request at the time the TCM detected a
communciation failure.
 After the above communication problem is
TC1 ETC7 Must trigger
indicated, does the indication self-clear when the
Transmission Transmission a failure
TCM broadcast of ETC7 Transmission Reverse
Reverse Gear Reverse Gear indication
Gear Shift Inhibit Status switches to 00b (i.e.
Shift Inhibit Shift Inhibit if states exist
matches the request)?
Request Value Status Value for > 10 sec?
00b 00b No  When the OEM controller is sending TC1
00b 01b Yes Transmission Reverse Gear Shift Inhibit Request
00b 10b (1) Yes = 00b and the TCM stops sending Transmission
00b 11b Yes Reverse Gear Shift Inhibit Status, does the OEM
00b Signal Lost Yes controller indicate a communication problem
within 10 seconds?
01b 00b Yes
01b 01b No  After the above communication problem is
01b 10b (1) Yes indicated, does the indication self-clear when the
01b 11b Yes TCM broadcast of ETC7 Transmission Reverse
01b Signal Lost Yes Gear Shift Inhibit Status returns with a value of
00b (i.e. matches the request)?
10b (2) ANY Yes
 When the OEM controller is sending TC1
Transmission Reverse Gear Shift Inhibit Request
11b 00b Yes
= 00b and the TCM is sending Transmission
11b 01b Yes
Reverse Gear Shift Inhibit Status = 11b, does the
11b 10b (1) Yes
OEM controller indicate a communication
11b 11b No
problem within 10 seconds?
11b Signal Lost Yes
B.4.53.10.2. OEM Controller Responses While
(1) TCM currently does not support state 10b.
Sending 01b
(2) OEM controller should only broadcast “Error” if
it has a problem and must notify the vehicle
Transmission Reverse Gear Shift Inhibit Request
operator that a problem exists when it does.
= 01b and the TCM is sending ETC7
Transmission Reverse Gear Shift Inhibit Status =
B.4.53.10. INSTALLATION CHECKLIST: 00b, does the OEM controller indicate a
REVERSE INHIBIT WITH PRESELECT communication problem within 10 seconds?
REQUEST
Allison Application Engineering will review new  After the above communication problem is
implementations for the following minimum indicated, does the indication self-clear when the
functionality. While vehicle OEMs may use this list to TCM broadcast of ETC7 Transmission Reverse
assist implementation development, it is not a Gear Shift Inhibit Status switches to 01b (i.e.
substitute for requirements described previously. matches the request)?
Acceptable implementations will answer “yes” to all of  When the OEM controller is sending TC1
the following questions: Transmission Reverse Gear Shift Inhibit Request
= 01b and the TCM stops sending Transmission
 Is the TCM calibration configured properly? Reverse Gear Shift Inhibit Status, does the OEM
controller indicate a communication problem
 Is TC1 Transmission Reverse Gear Shift Inhibit within 10 seconds?
Request sent every 50 ms to DA 03, from an
acceptable SA?  After the above communication problem is
indicated, does the indication self-clear when the
B.4.53.10.1. OEM Controller Responses While TCM broadcast of ETC7 Transmission Reverse
Sending 00b Gear Shift Inhibit Status returns with a value of
01b (i.e. matches the request)?
Transmission Reverse Gear Shift Inhibit Request  When the OEM controller is sending TC1
= 00b and the TCM is sending Transmission Transmission Reverse Gear Shift Inhibit Request
Reverse Gear Shift Inhibit Status = 01b, does the = 01b and the TCM is sending Transmission
OEM controller indicate a communication Reverse Gear Shift Inhibit Status = 11b, does the
problem within 10 seconds? OEM controller indicate a communication
problem within 10 seconds?
B.4.53.10.3. OEM Controller Responses While
Sending 10b and 11b
 If the OEM controller supports the 10b (Error)

state of TC1 Transmission Reverse Gear Shift
Inhibit Request, is the presence of a problem
indicated to the vehicle operator whenever Error
is indicated?
 If the OEM controller supports TC1 Transmission

Reverse Gear Shift Inhibit Request state 11b
(Take no action) is the presence of a problem
indicated to the vehicle operator whenever 11b is
sent after the TCM has detected a valid signal
(00b or 01b)?
B.4.54. REVERSE WARNING B.4.54.5. DRIVER INTERFACE
INDICATOR B.4.54.5.1. Optional Support
WARNING: The following sections Allison does not require any operator indications for
describe the intended use of a specific this function; however, the vehicle OEM may opt to
function which has been validated in the provide an operator indication during certain failure
configuration(s) described. modes. See FAILURE MODES AND RESPONSES.
which differ from that described could B.4.54.6. NORMAL OPERATION
result in damage to equipment or property, The receiving controller may assume Reverse is
serious personal injury, or loss of life. being commanded any time ETC2 Transmission
Selected Gear indicates a negative range, or the raw
Allison Transmission is not liable for byte value is 124 or less.
incorrect implementation or unintended B.4.54.7. FAILURE MODES AND RESPONSES
use of this feature. Any vehicle system response, fault logging,
B.4.54.1. OVERVIEW ETC2 Transmission Selected Gear reception is the
If a reverse warning indicator (audible alarm, back up
lights, etcetera) is incorporated into a vehicle, either a
dedicated wire or J1939-based TCM output can be B.4.54.7.1. Loss of ETC2 Transmission
used to trigger the warning. Dedicated wire Selected Gear Reception
implementation is discussed in Controls Installation
Manual Section D: “Vehicle Electrical System WARNING: In the event 254 (Error) or 255
Interface”. (Not Available) is received, or ETC2
Transmission Selected Gear reception is
B.4.54.2. AVAILABILITY lost, the controller monitoring Transmission
The J1939-based implementation is standard in all Selected Gear and the vehicle OEM
1000 – 4000 Series and TC10 applications. utilizing this information must have planned,
accepted responses.
For example, if “Reverse” was the last valid
[18010] ON-VEHICLE PROTOCOL: CAN1 indication received, the vehicle OEM may
[18020] ON-VEHICLE PROTOCOL: CAN2 choose to leave the reverse warning
Parameter must be received from the CAN port set to device(s) on until a new valid direction or
SAE J1939 FULL FUNCTIONALITY. range is received.
[30220] J1939 BROADCAST: ETC2 Transmission B.4.54.7.2. Heartbeat

Selected Gear Heartbeat monitoring and a Communication Failure
Answer must be set to ENABLED. indication are not required for this function, although
B.4.54.4. J1939 PARAMETER AND SA USE their discretion. See USING A COMMUNICATION
The component controlling the Reverse Warning
Indicator is required to receive ETC2 Transmission B.4.54.8. INSTALLATION CHECKLIST:
Selected Gear (V) from SA 03 (Transmission #1). REVERSE WARNING INDICATOR
The vehicle OEM implementing the Reverse Warning
system is responsible for all testing. Vehicle system
responses to the scenarios mentioned under
FAILURE MODES AND RESPONSES above should
be evaluated.
B.4.55. ROAD SPEED LIMITING [28190] J1939 RECEPTION: EEC2 Road Speed
Limit Status Polarity
WARNING: The following sections Defines the value representing the active state of
describe the intended use of a specific EEC2 Road Speed Limit Status. Answer should
function which has been validated in the remain at the default AUTODETECT choice, unless
configuration(s) described. the signal behavior of the engine is known. An
Implementations or use of this feature incorrect setting may lead to poor shifting behavior.
result in damage to equipment or property, B.4.55.4. J1939 PARAMETER AND SA USE
serious personal injury, or loss of life. If road speed limiting is employed and TCM
accelerator pedal information is provided via J1939,
Allison Transmission is not liable for then SA 00 (Engine #1) is required to provide:
incorrect implementation or unintended — EEC2 Engine Percent Load at Current Speed
use of this feature. AND either:
B.4.55.1. OVERVIEW — EEC2 Road Speed Limit Status OR EEC1 Engine

Torque Mode state 0100b (Road Speed
NEW FOR B/C192 RELEASES: Governor).
 Auto-detect logic for EEC2 Road Speed If both EEC2 Road Speed Limit Status and EEC1
Limit Status polarity has been revised. Engine Torque Mode are present on the J1939
Detection only occurs when a forward network, the TCM will use Road Speed Limit Status
range is attained and all previously for this function and ignore state 0100b (Road Speed
required criteria are met. Re-detection Governor) from Engine Torque Mode.
may occur during the same key switch
cycle.
NOTE: EEC2 Road Speed Limit Status is
the preferred source for road speed limit
 New VEPS option to disable the EEC2
indications. New J1939 implementations
Road Speed Limit Status auto-detect
are encouraged to support this parameter,
logic.
as it is a more robust indication of road
speed governor operation.
During “road speed limiting” or “road speed governor”
operation, throttle pedal position is no longer While SAE J1939 defines Road Speed Limit Status
representative of operator input or load on the engine. 00b as the “Active” state, this unorthodox definition
If a vehicle employs a road speed limiting function, has led to incorrect implementations in some
the TCM MUST know when road speed limiting is vehicles. As a result, the TCM has auto-detection
active so it uses the correct information for shift logic to determine the state combination used in a
modulation and clutch control. This function is only given vehicle:
available via datalink; there is no wired equivalent.
— 00b = RSL active and 01b = RSL inactive, or
B.4.55.2. AVAILABILITY — 01b = RSL active and 00b = RSL inactive.
This function is standard in all 1000 – 4000 Series and
TC10 applications. The parameter state is evaluated when the following
criteria are met:
— A Road Speed Limit Status value other than 10b
[18010] ON-VEHICLE PROTOCOL: CAN1 (Error) or 11b (Not Available) is being received.
Parameters must be provided to the CAN port set to — Engine is running, and below a calibrated speed
SAE J1939 FULL FUNCTIONALITY. (typically 1000 rpm),
[18000] THROTTLE AND LOAD SOURCE — A forward range is attained,

Answer must be set to PRIMARY ON-VEHICLE
PROTOCOL to enable use of J1939 EEC2 Percent — Transmission output shaft speed is below a
Load at Current Speed and EEC1 Engine Torque calibrated threshold (typically 60 rpm), and
Mode with this function.
— A throttle signal is being received, and is below a
calibrated level (typically 3.5%).
Until the evaluation criteria are met, the TCM will
utilize the state definitions from the last key switch
cycle where the criteria were met. If the active state
cannot be determined, EEC2 Road Speed Limit
Status is not used by the TCM in any algorithms.

When the input indicates active road speed limiting,
the TCM substitutes EEC2 Percent Load at Current
Speed for its accelerator pedal input.

If the Road Speed Limiting input is lost during Road
Speed Limiting operation, the TCM assumes Road
Speed Limiting is active until vehicle speed drops by
a certain amount. Subsequent shifts may be harsh.
B.4.55.7. INSTALLATION CHECKLIST: ROAD

SPEED LIMITING
J1939-based implementations.
B.4.56. SECONDARY MODE INDICATOR B.4.56.5.1. Required Support
The component controlling the Secondary Mode
WARNING: The following sections Indicator is required to receive ETC7 Transmission
describe the intended use of a specific Mode 2 Indicator from SA 03 (Transmission #1).
configuration(s) described. B.4.56.5.2. Optional Support
Implementations or use of this feature In addition, displays have the option to request PGN
which differ from that described could 64839 – Transmission Mode Labels (V) to obtain text
result in damage to equipment or property, strings identifying the functionality associated with
serious personal injury, or loss of life. Primary and Secondary Mode operation.
Allison Transmission is not liable for B.4.56.6. DRIVER INTERFACE

consequences associated with There are no specific physical requirements for
incorrect implementation or unintended Secondary Mode Indicator implementation. It may be
use of this feature. a lamp or alarm, for example.
B.4.56.1. OVERVIEW B.4.56.6.1. Bulb Checks

This function provides indication that Secondary The device that physically actuates the indicator is
Mode is active, and can be accomplished by GPO responsible for performing bulb and / or display
function N and / or J1939 as discussed here. GPO checks at the beginning of each key switch cycle.
implementation is discussed in Allison 5th Generation
Controls Installation Manual Section E: “Using Input / Allison recommends lamps or indicators remain on for
Output (I/O) Functions, Packages, & Groups”. 2 seconds during the check. Slightly longer or shorter
time periods are acceptable.
This function may be used in conjunction with (but is
not restricted to) functions SHIFT SELECTOR, NON- NOTE: The TCM does not send any J1939-
ALLISON BASIC: 3000/4000 SERIES, or SHIFT based “bulb check” when powered up;
SELECTOR, NON-ALLISON STANDARD: ETC7 Transmission Mode 2 Indicator is set
3000/4000 SERIES. to 00b.
1000 – 4000 Series and TC10 applications. When ETC7 Transmission Mode 2 Indicator = 01b
(active), the transmission is operating in Secondary
B.4.56.3. CONFIGURATION (VEPS / ACCT) Mode. Depending on the vocational package in use,
this may indicate “Economy” mode, etc.
[18020] ON-VEHICLE PROTOCOL: CAN2 When Transmission Mode 2 Indicator = 00b
Parameters must be received from the CAN port set (inactive), the transmission is not operating in
to SAE J1939 FULL FUNCTIONALITY. Secondary shift mode.
[26230] SECONDARY MODE INDICATOR DSS Interaction

Set to BOTH GPO N AND J1939 PARAMETERS or In most applications, the Transmission Mode
ONLY J1939 ETC7 TRANSMISSION MODE 1 AND Indicator parameters only reflect secondary mode
2 INDICATOR in order to use the J1939 function. status changes initiated via the designated discrete
Secondary Mode Input. This establishes a direct
B.4.56.4. VEPS / ACCT TRIMS correlation between the operator or other discrete
request and the indicator.
[26232] SECONDARY MODE INDICATOR:
Indicate Automatic Mode Selection If [26232] SECONDARY MODE INDICATOR:
This trim impacts ETC7 parameter content during Indicate Automatic Mode Selection is set to
DSS operation, and is only available in special ENABLED, the Transmission Mode Parameters
applications. Contact your Allison Transmission reflect true secondary mode status regardless of how
Application Engineer for more information. it is set. In this case, if [25290] SECONDARY MODE
INPUT is set to DISABLED, the Transmission Mode
B.4.56.5. J1939 PARAMETER AND SA USE parameters become a direct indication of DSS
activity.
Parameters marked (V) can be enabled / disabled via
VEPS.
B.4.56.8. SECONDARY MODE INDICATOR
FAILURE MODES AND RESPONSES
Transmission Mode 2 Indicator reception is the
B.4.56.8.1. Optional Heartbeat


SECONDARY MODE INDICATOR

the questions in the following sequence:
B.4.56.9.1. General
B.4.56.9.2. Indicator Test
1. Monitor ETC7 Transmission Mode 2 Indicator

from SA 03 in the Allison DOC® Data Bus Viewer.
2. Activate the Secondary Mode Input.
3. Does the Secondary Mode Indicator activate

when Transmission Mode 2 Indicator = 01b?
4. Deactivate the Secondary Mode Input.
5. Does the Secondary Mode Indicator deactivate

when Transmission Mode 2 Indicator = 00b?
B.4.57. SECONDARY MODE INPUT B.4.57.4.1. Required Support
WARNING: The following sections Transmission Mode 2 every 50 ms to DA 03
describe the intended use of a specific (Transmission #1) from one of the following SAs, in
function which has been validated in the order of TCM preference:
Implementations or use of this feature 1. SA 49 (Cab Controller) (V)
which differ from that described could 2. SA 05 (Shift Console, Primary) (1)
result in damage to equipment or property, 3. SA 33 (Body Controller)
serious personal injury, or loss of life. 4. SA 00 (Engine #1)
Allison Transmission is not liable for (1) SA may only be used if the application does not
consequences associated with employ an Allison J1939-based selector.
use of this feature. B.4.57.5. OTHER REQUIREMENTS /
RESTRICTIONS
B.4.57.1. OVERVIEW B.4.57.5.1. One Input Per Application
This function triggers transmission Secondary Mode Only one secondary mode input is allowed in a given
operation, and can be accomplished by the MODE application. As such, the J1939-based Secondary
button, GPI A, or J1939. The MODE button and GPI Mode Input function may not be used if either of these
implementations are discussed in Allison 5th VEPS options is set to ENABLED:
Generation Controls Installation Manual Section E:
“Using Input / Output (I/O) Functions, Packages, & — SHIFT SELECTOR TRANSITION AND
Groups”. SECONDARY SHIFT SCHEDULE INPUT
This function may be used in conjunction with (but is — SHIFT SELECTOR TRANSITION AND OIL
not restricted to) function SHIFT SELECTOR, NON- FIELD PUMPING INPUT
ALLISON BASIC: 3000/4000 SERIES, or SHIFT
SELECTOR, NON-ALLISON STANDARD: B.4.57.5.2. Unused TC1 Parameter Settings
3000/4000 SERIES. SAE J1939 datalink etiquette dictates that any
unsupported broadcast parameters be set to “Not
Available”.
– 4000 Series and TC10 applications. TC1 messages that are only used for J1939-based
Secondary Mode Input are required to set
B.4.57.3. CONFIGURATION (VEPS / ACCT) Transmission Requested Gear to 255 (Not Available).
Failure to do so may result in unintended activation of
[18010] ON-VEHICLE PROTOCOL: CAN1 other range-based functions such as Preselect
[18020] ON-VEHICLE PROTOCOL: CAN2 Request or Range Selection Mode.
Parameter is only received on the CAN port set to
SAE J1939 FULL FUNCTIONALITY. B.4.57.5.3. 3000/4000 Series Dual Selector
System – Both Customer-Supplied
[25290] SECONDARY MODE INPUT When a customer-supplied dual selector system is in
Set answer to J1939 TC1 TRANSMISSION MODE 2 use and TC1 Transmission Mode 2 is sent by the
to enable TCM parameter reception. selector system (not from SA33), the TCM will only
respond to TC1 Transmission Mode 2 from SA 05
B.4.57.3.1. VEPS / ACCT Trims (Shift Console, Primary).
The following trims will impact function operation:
When the secondary selector is active, the primary
— [17030] SECONDARY MODE: Gears selector is required to maintain TC1 Transmission
— [17050] SECONDARY MODE: Shift Schedule Mode 2 broadcast in order to control the Secondary
— [17060] SECONDARY MODE: Shift Speed Mode Input function. The TCM will not respond to
— [17040] SECONDARY MODE: Starting Range TC1 Transmission Mode 2 sent from SA 06 (Shift
Override Console, Secondary).
B.4.57.4. J1939 PARAMETER AND SA USE If a vehicle OEM desires the ability to control
SAs marked (V) may be set to an OEM-specified Secondary Mode Input from both selector stations,
value via VEPS. See AUTO-DETECTION for SA the TC1 Transmission Mode 4 (MODE button)
selection details. interface must be used as described in SHIFT
SELECTOR, NON-ALLISON BASIC: 3000/4000 B.4.57.8. INSTALLATION CHECKLIST:
SERIES, or SHIFT SELECTOR, NON-ALLISON SECONDARY MODE INPUT
STANDARD: 3000/4000 SERIES. Allison Application Engineering will review new
B.4.57.5.4. 3000/4000 Series Dual Selector functionality. While vehicle OEMs may use this list to
System – Mixed assist implementation development, it is not a
A “mixed” dual selector system employs one Allison substitute for requirements described previously.
J1939-based selector and one Customer-supplied
selector. Acceptable implementations will answer “yes” to the
In these applications, if the Allison selector has
secondary mode assigned to the MODE button, AND  Is the TCM calibration configured properly?
a Secondary Mode Input is desired from the
customer-supplied selector, then the customer-  Is TC1 sent every 50 ms to the proper DA, from
supplied selector is required to implement the an acceptable SA?
Secondary Mode Input via TC1 Transmission Mode
4, just like the Allison selector. The customer-  In applications using Allison shift selectors, is
supplied selector CANNOT use TC1 Transmission TC1 Transmission Mode 2 being sent from a
Mode 2. See function SHIFT SELECTOR, NON- source address other than SA 05?
SELECTOR, NON-ALLISON STANDARD:  In dual selector applications using customer-
3000/4000 SERIES. supplied shift selectors, is TC1 Transmission
Mode 2 continuously broadcast from SA 05, even
B.4.57.6. NORMAL OPERATION when the secondary selector (SA 06) is active?
When Transmission Mode 2 = 01b (Enable), the
 When monitored with the Allison DOC® Data Bus
transmission will operate in Secondary Mode. Viewer, does Transmission Mode 2 Indicator
Depending on the vocational package in use, this
goes to 01b when the secondary mode input is
may indicate “Economy” mode, etc.
activated?
When Transmission Mode 2 = 00b (Disable), primary
mode operation resumes.

If Transmission Mode 2 reception is lost or indicates
10b (Error) or 11b (Not Available), the transmission
will fail to the active mode. E.g. if reception is lost
while secondary mode is active, the transmission will
remain in secondary mode until another valid
Transmission Mode 2 value is received, or the key
switch is cycled and the TCM reset.
Failure to receive Transmission Mode 2 may be the

result of bus loading, wiring integrity failures,
electrical noise, or improper function implementation.
Vehicle OEMs should consider such failures during
their design process.
B.4.58. SERVICE BRAKE STATUS 4. SA 17 (Cruise Control)
INPUT 5. SA 33 (Body Controller)
OR
function which has been validated in the EBC1 EBS Brake Switch from SA 11 (Brakes –
configuration(s) described. System Controller) (V)
which differ from that described could B.4.58.5. OTHER REQUIREMENTS /
result in damage to equipment or property, RESTRICTIONS
Not all functions incorporating Service Brake Status
Allison Transmission is not liable for may substitute a J1939-based input for the GPI:
Service Brake
Status Inputs
Allowable
B.4.58.1. OVERVIEW
The Service Brake Status input tells the TCM if the Allison GPI Function
operator has depressed or released the brake pedal.
This function can be accomplished either through GPI
AA (SERVICE BRAKE STATUS) or the J1939 GPI E AUXILIARY FUNCTION RANGE GPI or
datalink. GPI implementation is discussed in Allison INHIBIT – SINGLE INPUT (AFRI) J1939
5th Generation Controls Installation Manual Section E: GPI or
GPI W DIRECTION CHANGE ENABLE
“Using Input / Output (I/O) Functions, Packages, & J1939
Groups”. GPI Z Retarder Enable (see RETARDER GPI or
CONTROL) J1939
The J1939-based implementations are optional in GPI or
GPI AA Service Brake Status Input
1000 – 4000 Series applications, and standard in J1939
TC10 applications. GPI AK Automatic Neutral – Dual Input GPI or
with Service Brake Status J1939
GPI AL Shift Selector Transition and GPI
[18010] ON-VEHICLE PROTOCOL: CAN1 Secondary Shift Schedule Input ONLY
GPI CA AUTOMATIC NEUTRAL – J1939
Parameters must be provided to the CAN port set to BRAKE-BASED (BBAN) INPUT ONLY
GPI CN AUTOMATIC NEUTRAL – DUAL GPI or
[25300] SERVICE BRAKE STATUS INPUT INPUT W/ARTR J1939
Set answer to J1939 CCVS1 BRAKE SWITCH or GPI or
J1939 EBC1 EBS BRAKE SWITCH to enable TCM NEUTRAL AT STOP PREMIUM INPUT
J1939
parameter reception.
B.4.58.4. J1939 PARAMETER AND SA USE Vehicle OEMs and body builders should be conscious
of potential operational differences when substituting
a J1939-based brake switch input in place of a
traditional GPI.
selection details.
J1939 brake switch parameters in no way indicate
that any braking force is being generated; they merely
The J1939 network is required to provide one of the indicate an operator’s desire to apply the brakes.
following parameters, as specified through VEPS: OEM systems designed for a brake pressure switch -
- particularly where the switch threshold is
CCVS1 Brake Switch from one of the following SAs, intentionally high enough to ensure brake application
in order of TCM preference: -- may very likely react in a different fashion if a
J1939-based brake switch input is substituted for the
1. SA 232 (Forward Road Image Processor) (V)
GPI and pressure switch.
3. SA 49 (Cab Control – Primary)
The TCM assumes the brake pedal is released when
it receives a value of 00b (Brake pedal released), and
depressed when it receives a value of 01b (Brake
pedal depressed).
B.4.58.7.1. TCM Fails to Receive Brake Switch

Input
WARNING: If the TCM fails to receive the
J1939-based brake switch input, or
receives 10b (Error) or 11b (Not Available),
transmission operation will continue as if
the brake pedal is released.
Failure to receive the brake switch parameter may be

the result of bus loading, wiring integrity failures,
electrical noise, or improper function implementation.
Vehicle OEMs should consider such failures during
their design process.

The TCM continually evaluates the J1939 brake
switch parameter. If several vehicle accelerations are
detected while 01b (brake pedal depressed) is
indicated, DTC P0703 is set and the TCM behaves as
if the brake pedal is always released. The Check
Trans Indicator is not activated.
B.4.58.8. INSTALLATION CHECKLIST: SERVICE

BRAKE STATUS

 Is the brake switch parameter broadcast from an

acceptable or OEM-specified source address?
 Does the brake switch parameter indicate 00b

when the pedal is released and 01b when the
pedal is depressed?
B.4.59. SHIFT ACTUATOR SYSTEM operation details, see ALLISON SHIFT SELECTOR
WITH ALLISON SHIFT CONNECTIONS and the Allison 5th Generation
Controls Installation Manual.
SELECTOR: 1000/2000 SERIES
Only available with 1000/2000 Series transmissions.
See OTHER REQUIREMENTS / RESTRICTIONS for
additional hardware limitations.
Implementations or use of this feature B.4.59.3. CONFIGURATION (VEPS / ACCT)
result in damage to equipment or property, [18010] ON-VEHICLE PROTOCOL: CAN1
serious personal injury, or loss of life. [18020] ON-VEHICLE PROTOCOL: CAN2
Allison Transmission is not liable for The shift controller is required to connect to the CAN
consequences associated with port set to SAE J1939 FULL FUNCTIONALITY.
incorrect implementation or unintended [19000] SHIFT SELECTOR 1
To enable TCM support of the Allison selector, this
answer must be set to ACTUATOR WITH ALLISON
B.4.59.1. OVERVIEW J1939-BASED SELECTOR.
All Allison 1000/2000 Series transmissions utilize a
physical shift selector shaft. Traditionally, operator [19020] SHIFT SELECTORS: J1939-Based
gear range selection is conveyed to this shaft via a Selector Connection
mechanical linkage. The default answer is CAN1; CAN2 is optional. This
answer is required to align with the CAN port whose
Several aftermarket suppliers produce J1939-based ON-VEHICLE PROTOCOL is set to SAE J1939 FULL
1000/2000 Series shift actuator systems that utilize FUNCTIONALITY.
an Allison J1939-based shift selector. These
systems, which are sourced and installed by the [19100] SHIFT SELECTORS: J1939 Proprietary
vehicle builder, eliminate the mechanical linkage Interface
between the shift selector and selector shaft. Must remain set to default answer 5TH GEN.
Systems are typically comprised of:
[19050] SHIFT SELECTORS: Language
— An Allison 5th Generation pushbutton shift
selector, Default answer is ENGLISH; FRENCH is optional.
[19060] SHIFT SELECTORS: Units

— A shift actuator, either directly or remotely
connected to the selector shaft, and Default answer is U.S CUSTOMARY UNITS;
METRIC is optional.
— A shift controller that receives shift selector and
TCM information via J1939, and controls the shift [19070] SHIFT SELECTORS: Mode Label
actuator. Default answer is “MODE”. Other answers specify
different text to display when the function assigned to
The shift controller and shift actuator may be the MODE button is active.
contained in one physical device.
[24000] GENERAL PURPOSE INPUTS AND
The TCM must be configured to support the Allison OUTPUTS (GPIO) PACKAGE
shift selector, as it populates the display with MODE button use requires a GPIO package with the
applicable range, mode, diagnostic and prognostic MODE button assigned to the desired function. As of
information. publication time, no 1000/2000 Series packages exist
with a MODE button assignment.
NOTE: Integration requirements differ for
shift actuator systems that use a J1939- [26260] TRANSMISSION SERVICE INDICATOR
based Non-Allison (e.g. Arens) shift To use the selector wrench icon to convey prognostic
selector; see SHIFT ACTUATOR SYSTEM conditions, this question must be set to default
WITH NON-ALLISON SHIFT SELECTOR: answer BOTH GPO O AND J1939 ETC7
1000/2000 SERIES. TRANSMISSION SERVICE INDICATOR or to ONLY
J1939 ETC7 TRANSMISSION SERVICE
Only TCM and shift selector communication are INDICATOR.
discussed here; for shift selector installation and
B.4.59.4. J1939 PARAMETER AND SA USE B.4.59.6.5. Range Inhibit Indication
The shift controller is required to receive TC1 The vehicle OEM is required to install a separate
Transmission Requested Gear as sent from SA 05 RANGE INHIBIT INDICATOR (RII) as in all
(Shift Console, Primary) to DA 03 (Transmission #1). 1000/2000 Series applications. While the shift
Required parameter state responses are listed under selector SELECT digit will flash when most inhibits
OPERATION REQUIREMENTS – SHIFT exist, 1000/2000 Series Converter Stall Abuse
ACTUATOR SYSTEM. Protection activity is not conveyed in the SELECT
digit.
NOTE: Allison is aware that the above SA
B.4.59.6.6. Function Interactions
use does not conform to the SAE J1939
Recommended Practice. However, the — An Allison selector may not be used with function
destination address of the shift selector RANGE SELECTION MODE.
TC1 broadcast is not configurable.
— When an Allison selector is used, messages from
Shift selector display control is handled by the TCM; SA 05 may not be used to accomplish functions:
no additional communication is necessary from the
shift actuator system. The display control requires a PRESELECT REQUEST INPUT
Proprietary A (V) broadcast from the TCM (SA 03); this
message may not be disabled via VEPS. REVERSE INHIBIT W/PRESELECT REQUEST
Shift controllers that require additional TCM J1939 SECONDARY MODE INPUT
communication should refer to the appropriate
B.4.59.7. NORMAL OPERATION – ALLISON
sections in this document, based on the functionality
SELECTOR
and/or communication required.
The following Allison shift selector aspects operate as
B.4.59.5. DRIVER INTERFACE described under function SHIFT SELECTOR,
Please refer to the Allison 5th Generation Controls ALLISON: 3000/4000 SERIES & TC10:
Installation Manual for requirements.
— TCM-Initiated Selector Calibration (TISC)
B.4.59.6. OTHER REQUIREMENTS / — MODE Button Interface
RESTRICTIONS — MODE Label Interface
— Display Control
B.4.59.6.1. Bus Loading and Network Message
Content NOTE: The MODE button interface was not
WARNING: Other network traffic can functional in 1000/2000 Series B13x
interfere with communication between the software releases; the interface is
shift selector, TCM and shift controller. The functional beginning with B141 software.
vehicle system integrator must ensure their
bus loading and message content do not The TCM controls the shift selector display based on
interfere with communication between selector shaft position and selector display mode.
these devices. TC1 Transmission Requested Gear data is only used
in support of certain display modes, e.g. to maneuver
B.4.59.6.2. Dual Selector Configurations up and down through DTCs while in diagnostic
display mode.
1000/2000 Series TCM software does not support a
shift selector transition input, and is not capable of Operator direction requests are always driven by
supporting dual Allison selectors. selector shaft position; the TCM does not process the
shift selector Direction Signal Wire (DSW) output
B.4.59.6.3. Transmission Hardware
during any communication failures.
Use is restricted to Allison transmission models that
do not have an internal park pawl. The function is not
compatible with park pawl units.
B.4.59.6.4. Shift Selector Hardware

Use of an Allison 5th Generation pushbutton selector
is required; other Allison shift selectors are not
compatible.
B.4.59.8. OPERATION REQUIREMENTS – SHIFT Communication Loss from Shift Selector to TCM
ACTUATOR SYSTEM If the TCM does not receive the TC1 message from
WARNING: Interpretation of Allison shift the shift selector, no DTCs are logged, as the TCM
selector TC1 Transmission Requested does not use TC1 data for direction control. The
Gear commands, and subsequent correct operator will not be able to access or maneuver within
movement of the transmission selector the stationary display modes.
shaft, are the responsibility of the vehicle
B.4.59.9.2. Shift Actuator System
OEM and the selector actuator system
Requirements
manufacturer.
Communication Loss with Allison Components
The shift controller commands the shift actuator
based on TC1 Transmission Requested Gear data WARNING: Shift actuator systems that
received from the Allison 5th Generation pushbutton receive Allison TCM and shift selector
shift selector. Shift actuator responses to the J1939 data are responsible for determining
following selector commands are required: and executing appropriate responses in the
event they lose reception of Allison shift
0xDF (Reverse Selector Position) selector and / or TCM communication.
The shift actuator shall move the selector shaft to the
Reverse position. Shift actuator system manufacturers interested in
using the Allison shift selector Direction Signal Wire
0x7D (Neutral) (DSW) output should contact Allison Application
The shift actuator shall move the selector shaft to the Engineering.
Neutral position.
0xFC (Forward Drive Position)

The shift actuator shall move the selector shaft to the
Drive position.
0xF9 (Upshift 1 gear from current position)

0xF7 (Downshift 1 gear from current position)
— The shift controller and shift actuator shall only

respond to these states if the selector shaft is in a
forward range position.
— Selector shaft movements in response to the 0xF9

and 0xF7 states shall be bounded by the selector
shaft Drive and Low positions.
0xE0 (Position unknown and / or no buttons

pressed)
The shift actuator shall not move the selector shaft.

Communication failures may be the result of bus
loading, wiring integrity failures, electrical noise, or
improper function implementation. Vehicle OEMs
should consider such failures during their system
design process.
B.4.59.9.1. Allison Components
Communication Loss from TCM to Shift Selector

If the Allison shift selector does not
receive communication from the TCM,
the display will go blank for
approximately 12 seconds before showing “double
cat-eyes” as illustrated above.
B.4.60. SHIFT ACTUATOR SYSTEM B.4.60.3. CONFIGURATION (VEPS / ACCT)
WITH NON-ALLISON [18010] ON-VEHICLE PROTOCOL: CAN1
SELECTOR: 1000/2000 SERIES [18020] ON-VEHICLE PROTOCOL: CAN2
The shift controller is required to connect to the CAN
port set to SAE J1939 FULL FUNCTIONALITY.
function which has been validated in the [19000] SHIFT SELECTOR 1
Must remain set to default answer MECHANICAL
which differ from that described could SELECTOR OR AN ACTUATOR WITH NON-
result in damage to equipment or property, ALLISON SELECTOR.
serious personal injury, or loss of life. [19020] SHIFT SELECTORS: J1939-Based
Allison Transmission is not liable for Selector Connection
consequences associated with The default answer is CAN1; CAN2 is optional. This
incorrect implementation or unintended answer is required to align with the CAN port whose
use of this feature. ON-VEHICLE PROTOCOL is set to SAE J1939 FULL
FUNCTIONALITY.
B.4.60.1. OVERVIEW [30210] J1939 BROADCAST: ETC2 RANGE
All Allison 1000/2000 Series transmissions utilize a PARAMETER FORMAT
physical shift selector shaft. Traditionally, operator Default answer 5TH GEN FORMAT may need to be
gear range selection is conveyed to the selector shaft changed to 4TH GEN COMPATIBLE depending on
via a mechanical linkage. selector system needs. Inquiries must be directed to
the shift actuator system manufacturer.
Several aftermarket suppliers (e.g. Arens Controls)
produce J1939-based shift selector systems for the [17000] PRIMARY MODE: Gears
1000/2000 Series that utilize a Non-Allison J1939-
A specific shift mask selection (e.g. 6321 or 6M1) may
based shift selector. These systems, which are
be required for the selector system to access the
sourced and installed by the vehicle builder, eliminate
desired forward ranges. Inquiries must be directed to
the mechanical linkage between the shift selector and
selector shaft. Systems are typically comprised of:
Others
— A Non-Allison (aftermarket) J1939-based shift
selector, TCM configuration requirements may vary among the
aftermarket shift actuator systems. Vehicle OEMs will
— A shift actuator, either directly or remotely need to work with:
connected to the selector shaft, and
— their Allison Applications Engineer,
— a shift controller that receives shift selector and — this document,
TCM information via J1939, and controls the shift — the appropriate Allison Programming Guide, and
actuator. — the shift actuator system manufacturer
The shift controller and shift actuator may be …to ensure all shift actuator system needs are met.
contained in one physical device.
The vehicle OEM assumes responsibility for all shift Message and parameter requirements vary among
selector display operation, whether the display shift actuator system manufacturers. Vehicle OEMs
information is gathered from Allison TCM J1939 will need to work with this document and the shift
broadcast data or from actuator feedback. actuator system manufacturer to ensure selector
system needs are met.
NOTE: Integration requirements differ for
Other J1939-based Allison functions that may be of
shift actuator systems employing an Allison
use to the shift actuator system include:
J1939-based shift selector; see SHIFT
ACTUATOR SYSTEM W/ALLISON RANGE DISPLAY – REQUESTED RANGE
SELECTOR: 1000/2000 SERIES.
RANGE DISPLAY – RANGE ATTAINED
May be used in any 1000/2000 Series application. RANGE INHIBITED INDICATOR (RII)
RANGE SELECTION MODE B.4.60.8. FAILURE MODES AND RESPONSES
Communication failures may be the result of bus
SECONDARY MODE INPUT loading, wiring integrity failures, electrical noise, or
improper function implementation. Vehicle OEMs
SECONDARY MODE INDICATOR and shift actuator system manufacturers should
consider such failures during their system design
TRANSMISSION SERVICE INDICATOR
process.
B.4.60.8.1. Communication Loss
Please refer to the Allison 5th Generation Controls
Installation Manual for requirements. WARNING: Shift actuator systems that
receive Allison TCM J1939 data are
B.4.60.6. OTHER REQUIREMENTS / responsible for determining and executing
RESTRICTIONS appropriate responses in the event they
lose reception of TCM communication.
B.4.60.6.1. General
The shift actuator system is required to meet design
requirements for shift selectors and cable apply
systems as discussed in Technical Document 177
(TD-177): Requirements for Shift Selector and Cable
System.
B.4.60.6.2. Bus Loading and Network Message

Content
WARNING: Other network traffic can
interfere with communication between the
shift actuator system and the TCM. The
vehicle system integrator must ensure their
bus loading and message content do not
interfere with communication between
these devices.
B.4.60.6.3. Dual Selector Configurations

If a dual selector system is desired, it must be
mechanized by the aftermarket selector system,
completely upstream from the selector shaft input.
B.4.60.7. OPERATIONAL REQUIREMENTS –

SHIFT ACTUATOR SYSTEM
WARNING: The transmission selector shaft
is the sole input in determining the vehicle
direction desired by the operator, and the
primary input in determining the forward
range desired by the operator.
The transmission will make every effort to

accommodate the direction and range
requests made via selector shaft position.
The shift actuator system manufacturer and

vehicle OEM assume full responsibility for
their design to properly translate operator
desires into selector shaft positions, during
normal operation or any failure modes.
Inquiries for additional information must be directed to

B.4.61. SHIFT SELECTORS, ALLISON: shift selector operation. This answer has no impact if
3000/4000 SERIES & TC10 J1939-based selectors are not used.
[19100] SHIFT SELECTORS: J1939 Proprietary

Interface
function which has been validated in the The default answer is 5TH GEN, and must remain so
configuration(s) described. for 4000 Series applications with Second Reverse
Implementations or use of this feature and Allison Bump Lever selector, as well as for TC10
which differ from that described could applications.
serious personal injury, or loss of life. In 3000/4000 Series applications, OEMs can opt to
use 4TH GEN-COMPATIBLE selector messaging. If
Allison Transmission is not liable for any Allison 5th Gen selectors are employed, they will
consequences associated with look and behave similar to Allison 4th Gen selectors,
incorrect implementation or unintended and the following 5th Gen selector features cannot be
use of this feature. used:
— Language, unit or MODE label selection

B.4.61.1. OVERVIEW — SHIFT SELECTOR DIMMING
Allison 5th Generation shift selectors use J1939
communication to directly control 3000/4000 Series [19050] SHIFT SELECTORS: Language
and TC10 transmission operation. Only TCM and Default is ENGLISH; FRENCH is optional.
selector communication are discussed here; for
installation and operation details, see ALLISON [19060] SHIFT SELECTORS: Units
SHIFT SELECTOR CONNECTIONS and the Allison Default is U.S CUSTOMARY UNITS; METRIC is
5th Generation Controls Installation Manual. optional.
NOTE: To interface Allison J1939-based [19070] SHIFT SELECTORS: Mode Label

shift selectors with 1000/2000 Series Default is “MODE”. Other answers allow OEMs to
transmissions, see SHIFT ACTUATOR specify a more informative text string for display when
SYSTEM W/ALLISON SHIFT SELECTOR. the MODE button is active.
[26260] TRANSMISSION SERVICE INDICATOR
Allison 4th Generation selectors may only be used in
Answer must be set to BOTH GPO O AND J1939
3000/4000 Series applications.
ETC7 TRANSMISSION SERVICE INDICATOR or
Allison 5th Generation selectors may be used in ONLY J1939 ETC7 TRANSMISSION SERVICE
3000/4000 Series and TC10 applications. INDICATOR in order to control the wrench icon on
Allison selectors.
[30230] J1939 BROADCAST: ETC7 Active Shift
[18010] ON-VEHICLE PROTOCOL: CAN1 Console Indicator
[18020] ON-VEHICLE PROTOCOL: CAN2 Answer must be set to ENABLED for dual selector
The CAN port used for Allison selectors must be applications.
configured to one of the J1939 options; either SAE
J1939 FULL FUNCTIONALITY, or SAE J1939 [30255] J1939 BROADCAST: ETC7 Transmission
LIMITED FUNCTIONALITY. Mode 4 Indicator
Default is ENABLED; must remain so to use an
[19000] SHIFT SELECTOR 1 Allison 4th Gen selector, or an Allison 5th Gen selector
[19010] SHIFT SELECTOR 2 operating in 4th Gen-compatible mode.
Determines the TCM interface content and enabling
of diagnostics. Note the TC10 does not support a B.4.61.3.1. Dual Selector Configuration
second selector. Support
Any Allison J1939-based shift selector combination
[19020] SHIFT SELECTORS: J1939-Based can be installed (Allison 4th Gen, Allison 5th Gen), as
Selector Connection long as both are connected to the same TCM CAN
Default answer is CAN1; CAN2 is optional. This tells port designated by [19020] SHIFT SELECTORS:
the TCM where to look for selector inputs and J1939-Based Selector Connection.
broadcast proprietary messages required for Allison
When a combination of Allison 4th Gen and 5th Gen (5) Only broadcast by TCM when an Allison J1939-
J1939-based selectors are installed, features unique based 4th Gen selector is installed, or when
to the 5th Gen selector cannot be enabled. [19100] SHIFT SELECTORS: J1939 Proprietary
Interface = 4TH GEN COMPATIBLE.
For mixed-selector applications (one Allison selector,
one Non-Allison selector), see SHIFT SELECTOR, B.4.61.5. DRIVER INTERFACE
NON-ALLISON BASIC: 3000/4000 SERIES, or Please refer to the Allison 5th Generation Controls
SHIFT SELECTOR, NON-ALLISON STANDARD: Installation manual for requirements.
3000/4000 SERIES.
B.4.61.4. J1939 PARAMETER AND SA USE RESTRICTIONS
There are no vehicle OEM J1939 messaging
requirements for Allison selector operation. B.4.61.6.1. Bus Loading and Network Message
Everything is handled by the selector(s) and TCM. Content
Parameter and SA usage are listed here for
WARNING: Other network traffic can
reference. Allison selectors may broadcast:
— TC1 Transmission Requested Gear shift selector(s) and TCM. The vehicle
system integrator must ensure their bus
— TC1 Transmission Mode 3 (1) loading and message content do not
— TC1 Transmission Mode 4 (2) TCM and shift selector(s).
— TC1 Trans. Shift Selector Display Mode Switch (3) B.4.61.7. TCM-INITIATED SELECTOR
CALIBRATION (TISC)
— PGN 60928 – Address Claimed / Cannot Claim
Depending on VEPS options and selector features,
— Proprietary A the TCM may need to adjust the selector calibration.
The TCM will initiate a calibration (TISC) event if
— SOFT Software Identification deemed necessary.
(1) Only Allison 5th Gen Bump Lever selectors. Selectors display “CONFIG START” when the event
begins, and go blank briefly during programming.
(2) Only Allison selectors with a MODE button. Such events normally last only a few seconds, and
(3) Only Allison selectors equipped with a display. normal selector operation resumes afterwards.
Primary and secondary (when present) selectors TISC events only happen at vehicle assembly time,
broadcast from SA 05 (Shift Console, Primary) and when a selector is replaced, or if certain selector-
SA 06 (Shift Console, Secondary) respectively. SAs related features are enabled, disabled or modified
are set via a jumper wire in the vehicle OEM wiring through Allison DOC® after the vehicle is in service.
harness. TC1 broadcasts are directed to DA 03.
B.4.61.8. NORMAL OPERATION – SINGLE
To prevent excessive bus loading in dual selector SELECTOR
applications, the inactive selector slows its TC1
broadcast to 500 ms. The 50 ms broadcast rate B.4.61.8.1. Range Selection
resumes when the selector is made active. The selector broadcasts TC1 at a 50 ms periodic rate.
The TCM uses TC1 Transmission Requested Gear to
All Allison selectors receive the following items from determine the vehicle operator’s desired range. The
the TCM (SA 03), and items marked (V) may not be table at the end of this function section lists
disabled via VEPS if an Allison selector is installed: Transmission Requested Gear values that may be
sent by Allison selectors.
— Request (PGN)
— Proprietary A (4) (V) In applications with Allison Bump Lever selectors, the
— ETC7 Active Shift Console Indicator (V) TCM also receives TC1 Transmission Mode 3.
— ETC7 Transmission Mode 4 Indicator (5) (V) Parameter transitions from 00b (Disable) to 01b
— ETC7 Transmission Service Indicator (V) (Enable) convey operator desire to toggle between
R1 and R2 in applications equipped with the 2nd
(4) Only broadcast by TCM when at least one Allison Reverse feature.
selector is installed or when [19100] SHIFT
SELECTORS: J1939 Proprietary Interface = 4TH
GEN COMPATIBLE.
B.4.61.8.2. MODE Button Interface — A GPI function tells the TCM which selector is
TC1 Transmission Mode 4 is a manufacturer-defined active; TCM broadcast of Active Shift Console
parameter. For Allison selectors, it conveys the state Indicator tells the selectors which is active.
of the momentary-contact MODE button input. When
the button is depressed, 01b (Enable) is sent; when — When an Allison selector is inactive, its TC1
released, 00b (Disable) is sent. Depending on TCM broadcast is slowed to 500 ms to minimize bus
calibration, this parameter may be tied to one of many loading. No range information is displayed on the
TCM input options, including Secondary Mode Input. inactive selector.
B.4.61.8.3. MODE Light / MODE Label Interface B.4.61.10. BUS LOADING

Connecting selector(s) to a separate CAN port with
MODE Light (4th Gen-Compatible Operation) ON-VEHICLE PROTOCOL: CANx = SAE J1939
When in 4th-Gen compatible mode, Allison 5th Gen LIMITED FUNCTIONALITY can slightly reduce bus
selectors receive ETC7 Transmission Mode 4 loading on the network attached to the TCM CAN port
Indicator from the TCM for MODE lamp control. with ON-VEHICLE PROTOCOL: CANx = SAE J1939
FULL FUNCTIONALITY.
When ETC7 Transmission Mode 4 Indicator = 01b
(Active), the MODE lamp on the selector is lit; when B.4.61.11. FAILURE MODES AND RESPONSES
00b is indicated, the MODE lamp is off. This Failure of the TCM to receive selector information
parameter is set to 01b (Active) during the MODE may be the result of bus loading, wiring integrity
lamp bulb check at power up. failures, electrical noise, or improper function
MODE Label (Normal 5th Gen Operation) failures during their system design process.
5th Gen selectors do not have a dedicated MODE
light. Display of the default “MODE” text or the MODE Communication Loss
label text string specified via VEPS is accomplished If communication is lost between the TCM and J1939-
through Proprietary A communication. based shift selector(s), limited communication is
maintained through the Direction Signal Wire. DTCs
B.4.61.8.4. Display Control are logged and “Check Trans” is indicated.
Transmission Shift Selector Display Mode Switch
reflects the state of an input which tells the TCM what This limited communication permits the operator to
information is desired on the selector display. select the operating direction (Drive, Neutral, or
Information displayed in each mode is conveyed to Reverse) in order that the vehicle may be driven to a
the selector via a TCM Proprietary A message. service location. Operator requests for range upshifts
and downshifts will not be recognized and the
B.4.61.9. NORMAL OPERATION – DUAL selector display will not display the selected
SELECTORS (3000/4000 SERIES transmission range due to lack of J1939 information.
ONLY)
Range selection, MODE button, and display Selector and Prognostics Incompatibility
operation are the same as single selector If Prognostics are enabled and the TCM detects an
applications. Differences in dual selector systems older Allison 4th Generation shift selector that does
include: not support the wrench icon, a DTC is logged and the
Check Trans Indicator is activated.
— The TCM uses PGN 60928 Address Claimed
broadcasts to ensure correct jumper wire
installation on the secondary shift selector.
B.4.61.12. ALLISON SHIFT SELECTOR TC1 TRANSMISSION REQUESTED GEAR BROADCAST VALUES
5G 3-Button Strip
5G 6-Button Strip
Raw Byte Value
Raw Byte Value
5G Bump Lever
4G Pushbutton
5G Pushbutton
Scaled Value,
(Hexadecimal)
4G Lever
(Decimal)
or PSI
Parameter Specific
Indicator (PSI) or Scaled Value Meaning
0xFD 253 PSI Hold current gear -- -- --  -- --
0xFC 252 PSI Forward Drive Position      
0xFA 250 PSI Forward Low Position -- -- --  -- --
0xF9 249 PSI Upshift 1 gear from current position  --   -- --
0xF7 247 PSI Downshift 1 gear from current position  --   -- --
0xF5 245 PSI D-1: 1st forward selector position referenced from “Drive” --  -- (1) -- --
0xF4 244 PSI D-2: 2nd forward selector position referenced from “Drive” --  -- (1) -- --
0xF3 243 PSI D-3: 3rd forward selector position referenced from “Drive” --  -- (1) -- --
0xF2 242 PSI D-4: 4th forward selector position referenced from “Drive” --  -- (1) -- --
0xED 237 PSI Between two reverse shift selector positions --  -- -- -- --
0xEC 236 PSI Between two forward shift selector positions -- -- --  -- --
0xEA 234 PSI Between D-6 & D-5 shift selector positions --  -- -- -- --
0xE9 233 PSI Between D-5 & D-4 shift selector positions --  -- -- -- --
0xE5 229 PSI Between D-1 & “Drive” shift selector positions --  -- -- -- --
0xE4 228 PSI Between “Drive” & “Neutral” shift selector positions --  --  -- --
0xE3 227 PSI Between “Neutral” & “Reverse” shift selector positions --  --  -- --
0xE0 224 PSI Position unknown and / or no buttons pressed  --  --  
0xDF 223 PSI Reverse Selector Position -- --    
0x80 128 3 3rd -- -- -- -- -- (2)
0x7F 127 2 2nd -- -- -- -- -- (2)
0x7E 126 1 1st -- -- -- -- -- (2)
0x7D 125 0 Neutral      
0x7C 124 -1 1st Reverse   (1) (1) -- --
0x7B 123 -2 2nd Reverse --  -- -- -- --
(1) Only broadcast by a 5th Gen selector when (a) it is connected to a 4th Gen TCM or (b) it is forced into 4th Gen-
compatible operation via [19100] SHIFT SELECTORS: J1939 Proprietary Interface.
(2) The TCM only supports this value when received from an Allison shift selector; it is not supported from
customer-supplied shift selectors.
B.4.62. SHIFT SELECTORS, NON- [18010] ON-VEHICLE PROTOCOL: CAN1
ALLISON BASIC: 3000/4000 [18020] ON-VEHICLE PROTOCOL: CAN2
SERIES Non-Allison Basic shift selectors using public J1939
data must be connected to the CAN port set to SAE
WARNING: The following sections J1939 FULL FUNCTIONALITY.
Alternatively, Non-Allison selectors using the Allison
4th Gen proprietary interface may connect to a CAN
port set to SAE J1939, LIMITED USE.
which differ from that described could [19000] SHIFT SELECTOR 1
result in damage to equipment or property, [19010] SHIFT SELECTOR 2
Must be answered NON-ALLISON J1939-BASED -
Allison Transmission is not liable for BASIC as applicable. Allison proprietary broadcast is
consequences associated with disabled for customer-supplied selectors, unless
incorrect implementation or unintended forced on through the SHIFT SELECTORS: J1939
use of this feature. Proprietary Interface option.
B.4.62.1. OVERVIEW NOTE: Answer NON-ALLISON J1939-

This function allows vehicle OEMs to develop their BASED – BASIC is only available to vehicle
own 3000/4000 Series shift selector through use of OEMs who have contacted their Allison
standard, public J1939 communication. Application Engineer and have passed the
AE review process.
Prior to the C162 software release, this function was
referred to as Shift Selectors, Non-Allison: 3000/4000
Series. [19020] SHIFT SELECTORS: J1939-Based
Selector Connection
Non-Allison Basic selectors must meet the Default is CAN1; CAN2 is optional. This tells the TCM
requirements defined in Allison TES-616 where to look for selector inputs and broadcast
(environmental requirements) and TES-646 proprietary messages if enabled.
(implementation requirements). This section of the 5th
Gen Datalink Communications document only [19100] SHIFT SELECTORS: J1939 Proprietary
contains configuration information. Interface
Default answer is 5TH GEN. In 3000/4000 Series
A signed agreement must be on file with Allison prior
applications, OEMs can choose to force use of 4th
to receiving this document and commencing selector
Gen-compatible selector messaging by selecting
development. Contact your Allison Application
answer 4TH GEN COMPATIBLE. Applications using
Engineer for details.
TC1 Transmission Mode 4 to mimic the Allison
B.4.62.2. AVAILABILITY momentary MODE button input must select answer
4TH GEN COMPATIBLE in order to enable TCM
Non-Allison Basic shift selectors may be used in any
ETC7 Transmission Mode 4 Indicator broadcast.
3000/4000 Series applications; however, compatible
TCM calibrations can only be generated after the [24000] GENERAL PURPOSE INPUTS AND
signed agreement is on file with Allison. OUTPUTS (GPIO) PACKAGE
Non-Allison selectors developed per TES-340 for use If the customer-supplied selector makes use of the
with Allison 4th Gen controls may be used as Non- optional MODE button interface based on TC1
Allison Basic selectors with Allison 5th Gen Controls. Transmission Mode 4, (1) a GPIO package must be
selected that has the MODE button assigned to the
B.4.62.3. CONFIGURATION (VEPS / ACCT) desired function, and (2) the corresponding VEPS
Function Input question must be set to an answer
[17040] SECONDARY MODE: Starting Range which points to using the MODE button.
Override
Only applicable to 7-speed OFS models. Answer [30210] J1939 BROADCAST: ETC2 RANGE
may be set to a range value (i.e. functionality enabled) PARAMETER FORMAT
as long as certain communication requirements are Default is 5TH GEN FORMAT, but may be set to 4TH
met; see OTHER REQUIREMENTS / GEN COMPATIBLE for customer-supplied selectors
RESTRICTIONS. that require the Allison 4th Generation Controls
format. This option setting does not impact Allison
Proprietary A data.
[30230] J1939 BROADCAST: ETC7 Active Shift B.4.62.4.3. Secondary Mode Inputs in a Mixed
Console Indicator Dual Selector System
Default answer is ENABLED. May be switched to In mixed selector applications, if the Allison selector
DISABLED if no Allison selectors are installed. has secondary mode assigned to the MODE button,
AND a Secondary Mode Input is desired from the
[30255] J1939 BROADCAST: ETC7 Transmission customer-supplied selector, then the Non-Allison
Mode 4 Indicator selector is required to implement the Secondary
Default answer is ENABLED. May be switched to Mode Input using TC1 Transmission Mode 4, just like
DISABLED if (1) no Allison shift selectors are in use, the Allison selector.
and (2) the customer-supplied selector does not use
the optional MODE button interface based on TC1 B.4.62.4.4. SECONDARY MODE: Starting
Transmission Mode 4. Range Override
When this VEPS / ACCT option is configured to any
[30260] J1939 BROADCAST: ETC7 Transmission value other than maximum starting range, the Non-
Requested Gear Feedback Allison shift selector is required to use a momentary
Default answer is ENABLED. May be switched to pushbutton-style communication interface.
DISABLED if not used.
[30430] J1939 BROADCAST: TCFG
Default answer is ENABLED. May be switch to B.4.62.5.1. Incorrect TCM Calibration
DISABLED if none of its parameters are used. If the TCM calibration is not configured for Non-Allison
Basic selector use, the TCM will log DTC(s) and
B.4.62.3.1. Dual Selector Configuration activate the Check Trans Indicator. Transmission
Support operation may be restricted. The DTCs are:
Any combination of J1939-based shift selectors can
be installed (Allison 4th Gen, Allison 5th Gen, or Non- — U0304 (Gear Shift Module 1 Incompatible)
Allison Basic), as long as both are connected to the — U0333 (Gear Shift Module 2 Incompatible)
same TCM CAN port (CAN1 or CAN2) designated by
B.4.62.6. TESTING
Selector Connection. The vehicle OEM implementing the shift selector is
responsible for testing that the Non-Allison Basic
Only one customer-supplied analog strip selector selector system design meets all criteria in TES-616
may be used in a dual selector installation. and TES-646.
When a combination of Non-Allison Basic and Allison

5th Gen J1939-based shift selectors are installed,
features unique to the Allison 5th Gen selector are not
available.

RESTRICTIONS
B.4.62.4.1. Direction Signal Wire

The TCM Direction Signal Wire inputs and
diagnostics are disabled for the Non-Allison Basic
shift selector.
B.4.62.4.2. 3000/4000 Series Dual Selector

Systems
Use of a selector transition GPI is required for all dual
selector applications.
B.4.63. SHIFT SELECTORS, NON- [19000] SHIFT SELECTOR 1
ALLISON STANDARD: [19010] SHIFT SELECTOR 2
3000/4000 SERIES & TC10 Must be answered NON-ALLISON J1939-BASED -
STANDARD as applicable. See OTHER
WARNING: The following sections REQUIREMENTS / RESTRICTIONS.
function which has been validated in the NOTE: Answer NON-ALLISON J1939-
configuration(s) described. BASED – STANDARD is only available to
Implementations or use of this feature vehicle OEMs who have contacted their
which differ from that described could Allison Application Engineer and have
result in damage to equipment or property, passed the AE review process.

Selector Connection
use of this feature. Default is CAN1; CAN2 is optional. This answer is
required to align with the CAN port where ON-
VEHICLE PROTOCOL is set to SAE J1939, FULL
B.4.63.1. OVERVIEW FUNCTIONALITY.
This function allows vehicle OEMs to develop their
own 3000/4000 and TC10 Series shift selector [19100] SHIFT SELECTORS: J1939 Proprietary
through use of standard, public J1939 Interface
communication. Must remain set to default answer of 5TH GEN.
Non-Allison Standard selectors must meet the [19050] SHIFT SELECTOR: Language
requirements defined in Allison TES-616 Default is ENGLISH. This answer affects the
(environmental requirements) and TES-640 language sent in the TML Transmission Mode Label,
(implementation requirements). This section of the 5th Mode 4 broadcast.
Gen Datalink Communications document only
contains configuration information. [15000] PROGNOSTICS
A signed agreement must be on file with Allison prior Must be DEFAULTED ON for broadcast of any
to receiving this document and commencing selector prognostics-related DM1 indications, as well as TRF2
Transmission Oil Filter Restriction Switch and TRF2
development. Contact your Allison Application
Transmission Oil Life Remaining broadcasts.
Engineer for details.
B.4.63.2. AVAILABILITY [15090] PROGNOSTICS: Allow Reset via J1939

Command
Non-Allison Standard shift selectors may be used in
any 3000/4000 or TC10 Series applications; however, Answer must be set to YES.
compatible TCM calibrations can only be generated
[24000] GENERAL PURPOSE INPUTS AND
after the signed agreement is on file with Allison.
OUTPUTS (GPIO) PACKAGE
B.4.63.3. CONFIGURATION (VEPS / ACCT) MODE button use requires (1) a GPIO package that
has the MODE button assigned to the desired
[17040] SECONDARY MODE: Starting Range function, and (2) the corresponding VEPS Function
Override Input question must be set to an answer which points
Only applicable to 7-speed OFS models. Answer to using the MODE button.
may be set to a range value (i.e. functionality enabled)
[30210] J1939 BROADCAST: ETC2 RANGE
as long as certain communication requirements are
met; see OTHER REQUIREMENTS / PARAMETER FORMAT
RESTRICTIONS. Must remain set to default answer of 5TH GEN
FORMAT.
[18020] ON-VEHICLE PROTOCOL: CAN2 [30230] J1939 BROADCAST: ETC7 Active Shift
Console Indicator
Non-Allison Standard shift selectors using public
J1939 data must be connected to the CAN port set to Default answer is ENABLED. May be switched to
SAE J1939 FULL FUNCTIONALITY. DISABLED if dual selectors are not installed.
[30255] J1939 BROADCAST: ETC7 Transmission “Forward Drive Position” to allow exit of Shift Selector
Mode 4 Indicator Override operation.
Must remain set to default answer of ENABLED.
[30260] J1939 BROADCAST: ETC7 Transmission RESTRICTIONS
Requested Gear Feedback
B.4.63.5.1. Direction Signal Wire
Default answer is ENABLED. May be switched to
DISABLED if not used. The TCM Direction Signal Wire input is required when
a Non-Allison Standard selector is specified. If the
[30430] J1939 BROADCAST: TCFG Direction Signal Wire input is not supplied correctly,
Default answer is ENABLED. May be switch to DTC P2793 will be logged and the Check Trans
DISABLED if none of its parameters are used. indicator will become active. Transmission operation
may be restricted.
[30470] J1939 BROADCAST: TML Transmission
Mode Label – Mode 4 B.4.63.5.2. 3000/4000 Series Dual Selector
Systems
Answer must be set to ENABLED for MODE button
label to be broadcast. A selector transition GPI is required for all dual
selector applications. Dual selector systems that use
[30500] J1939 BROADCAST: TRF1 Transmission an Allison selector must use an Allison 5th Gen
Oil Level 1 High / Low – Enable Continuous selector. Allison 4th Gen selectors are not allowed.
Broadcast
B.4.63.5.3. SECONDARY MODE: Starting
Answer must be set to CONTINUOUS BROADCAST
Range Override
ENABLED.
When this VEPS / ACCT option is configured to any
B.4.63.4. NORMAL OPERATION value other than maximum starting range, the Non-
Allison shift selector is required to use a momentary
B.4.63.4.1. Second Reverse Selection pushbutton-style communication interface.
The TC1 Transmission Requested Range value of
“Reverse Selector Position” always requests the B.4.63.6. FAILURE MODES AND RESPONSES
model-specific default reverse gear. Depending on
B.4.63.6.1. Incorrect TCM Calibration
the transmission configuration, selection of a different
reverse gear is accomplished by sending TC1 If the TCM calibration is not configured for Non-Allison
Transmission Requested Gear = “Upshift 1 gear from Standard selector use, the TCM will log DTC(s) and
current position” or “Downshift 1 gear from current activate the Check Trans Indicator. Transmission
position” after the default reverse gear has been operation may be restricted. The DTCs are:
requested.
— U0304 (Gear Shift Module 1 Incompatible)
Selector systems that continuously broadcast the — U0333 (Gear Shift Module 2 Incompatible)
requested gear selection are required to broadcast a
B.4.63.7. TESTING
TC1 Transmission Requested Gear value of “Hold
current gear” while selection of the alternate reverse The vehicle OEM implementing the shift selector is
gear is desired. The TCM will revert to the default responsible for testing that the Non-Allison Standard
reverse gear when it receives another instance of selector system design meets all criteria in TES-616
TC1 Transmission Requested Gear = “Reverse and TES-640.
Selector Position”.
B.4.63.4.2. Alternate Gear Start with Shift

Selector Override
TC10 applications that utilize Alternate Gear Start
with Shift Selector Override utilize TC1 Transmission
Requested Gear values “Upshift 1 gear from current
position” and “Downshift 1 gear from current position”
to toggle between regular and alternate starting
ranges while the vehicle is stationary and certain
other criteria are met.
Selector systems that continuously broadcast the

requested gear selection are required to support TC1
Transmission Requested Gear transitions from
“Forward Drive Position” to “Hold current gear” to
B.4.64. SHIFT SELECTOR DIMMING B.4.64.4. J1939 PARAMETER AND SA USE
The dimming controller is required to provide CL
WARNING: The following sections Illumination Brightness Percentage from the SAs as
describe the intended use of a specific specified in the VEPS options, to either DA 05 (Shift
function which has been validated in the Console, Primary) or DA 06 (Shift Console,
configuration(s) described. Secondary) as applicable. The selector requires a
Implementations or use of this feature message priority of 6.
result in damage to equipment or property, The CL message is destination-specific; in dual
serious personal injury, or loss of life. selector applications, the dimming controller must
broadcast a separate message to each selector.
consequences associated with B.4.64.5. OTHER REQUIREMENTS /
incorrect implementation or unintended RESTRICTIONS
use of this feature. Allison 5 Generation shift selectors may operate in
th
4th Generation compatibility mode when paired with a

B.4.64.1. OVERVIEW 4th Generation Allison or Non-Allison shift selector in
dual selector applications, or when configured via
NEW FOR THIS PUBLICATION: VEPS. J1939-based dimming is not available in these
Clarified availability of J1939-based shift configurations.
selector dimming.
Traditionally, selector display and backlight dimming If a vehicle OEM wishes to match selector brightness
could only be accomplished via an analog voltage with other components (e.g. instrument cluster), they
input (e.g. potentiometer). In addition to the analog must build in any necessary command offsets into the
input, Allison 5th Generation selectors support J1939- values being broadcast.
based dimming control.
B.4.64.2. AVAILABILITY The vacuum fluorescent display and backlighting
J1939-based dimming is optional in applications brightness are both controlled by the single 0 – 100%
equipped Allison 5th Generation shift selectors. It is J1939 input, in a manner analogous to the traditional
not available when an Allison 5th Generation shift voltage input.
selector operates in 4th Generation compatibility
mode. If the dimming controller is connected to the same
CAN port as the selectors, the selectors receive CL
B.4.64.3. CONFIGURATION (VEPS / ACCT) messages directly from the source address specified
via SHIFT SELECTOR 1 / 2: Dimming Input.
[18020] ON-VEHICLE PROTOCOL: CAN2 If the dimming controller is connected to a different
The CAN port where the dimming commands are CAN port than the selectors, the TCM will gateway
provided must be configured to one of the J1939 the CL messages to the appropriate CAN port.
options.
Each selector stores its current dimming level at
[19030] SHIFT SELECTOR 1: Dimming Input power-down, and resumes that level upon power-up,
[19040] SHIFT SELECTOR 2: Dimming Input until a new valid value is received.
These options set the dimming input source for each B.4.64.8. FAILURE MODES AND RESPONSES
selector. When set to 254 (default), the traditional
analog input is used. When a SA of 0 – 253 is B.4.64.8.1. Selector Fails to Receive J1939
specified, the given selector will respond to CL Input
Illumination Brightness Percent from that SA.
In the event that a shift selector no longer receives a
Since the inputs are specified per selector, dual valid CL Illumination Brightness Percentage value
selector applications may use any combination of (Error, Not Available, or timed out), the selector will
analog vs. J1939 input. default to maximum display and backlighting levels.
[19100] SHIFT SELECTORS: J1939 Proprietary

Interface
Must remain set to default answer of 5TH GEN
FORMAT.
B.4.65. SUMP TEMPERATURE B.4.65.4. CONFIGURATION (VEPS / ACCT)
INDICATOR [18010] ON-VEHICLE PROTOCOL: CAN1
describe the intended use of a specific Parameters must be received from the CAN port set
function which has been validated in the to SAE J1939 FULL FUNCTIONALITY.
Implementations or use of this feature [26240] J1939 BROADCAST: TRF2 Transmission
which differ from that described could Overheat Indicator
result in damage to equipment or property, Answer must be set to ENABLED if parameter used
serious personal injury, or loss of life. to meeting function requirements.
Allison Transmission is not liable for [30015] J1939 BROADCAST: DM1

consequences associated with Answer must be set to EANBLED if DM1 is used to
incorrect implementation or unintended meet function the requirements.
B.4.65.1. OVERVIEW B.4.65.5.1. DM1 Trigger – Required Support
The Sump Temperature Indicator notifies the The display controller is required to receive ALL of
operator that transmission temperatures are above the following from SA 03 (Transmission #1):
normal operating range, or that a torque converter
stall abuse condition exists that may cause severe — DM1 Suspect Parameter Number,
overheating or torque converter damage. Operator — DM1 Amber Warning Lamp, and
interface options for this function include a text — DM1 Failure Mode Identifier
display or dedicated lamp w/text or icon. Available
TCM outputs for this function include:
NOTE: Specific data values conveyed in
— GPO B (SUMP / RETARDER TEMPERATURE these three parameters are directly tied to
INDICATOR); see Allison 5th Generation Controls the J1939 activation of a Sump
Installation Manual for details Temperature Indicator.
— J1939 DM1 message content Amber Warning Lamp alone cannot be used to
activate the Sump Temperature Indicator; the content
— J1939 TRF2 Transmission Overheat Indicator of all three DM1 parameters must be considered.
Allison recommends DM1-based implementation for Other SPN, Amber Warning Lamp and FMI
text displays with generic lamps, and discrete combinations may define other Allison indications or
parameter implementation for dedicated lamps. fault conditions. Users should not assume that any
However, either output can be used to control either other combinations of SPN, Amber Warning Lamp,
indication type. and FMI values from SA 03 are indicative of a Sump
Temperature indication.
B.4.65.2. DIFFERENCES BETWEEN GPI AND
DATALINK IMPLEMENTATIONS B.4.65.5.2. TRF2 Trigger – Required Support
Allison retarder applications encompass two When triggering this indicator via the J1939 discrete
indications in the single GPO B wire output. parameter, the display controller is required to receive
TRF2 Transmission Overheat Indicator as sent from
The Sump Temperature and Retarder Temperature
SA 03 (Transmission #1). The display controller is
indications are two separate functions when
required to support all parameter states.
implemented via J1939. One or both J1939-based
indications may be used to activate a single B.4.65.6. DRIVER INTERFACE
temperature indicator or alarm as with GPO B. RECOMMENDATIONS
B.4.65.3. AVAILABILITY The indicator is supplied and installed by the vehicle
builder. While there are no specific physical
implementation requirements, Allison recommends
the indicator be:
… In the normal forward field of view of the vehicle

… Clearly visible from both operator stations in dual when the RSL is lit. Sump Temperature Indicator text
selector applications (may require two indicators). should be out-prioritized by text linked to the RSL.
The display system should allow the vehicle operator
… Clearly visible under all vehicle lighting conditions, to “scroll through” the list of items associated with the
both daytime and nighttime. lamps such that the Sump Temperature Indicator can
be read.
B.4.65.6.1. Dedicated Lamp with Text
When a dedicated lamp is used, recommended Text Prioritization: Simultaneous AWL Events
wording is “TRANS TEMP”. Yellow or amber lamp When a generic AWL is employed, multiple events
color is recommended, as sump temperature may simultaneously cause it to illuminate.
overheating does not warrant use of a red color.
B.4.65.6.2. Audible Alarm that Sump Temperature Indicator text is not
An audible alarm may be used to signal the immediately visible when the AWL is lit due to these
overheating condition. It is recommended that a lamp multiple situations. Again, the display system should
or text display be used in conjunction so the vehicle allow the vehicle operator to “scroll through” the list of
operator understands the alarm cause. items associated with the lamp such that the Sump
Temperature Indicator can be read.
B.4.65.6.3. Icon or Graphical Symbol
Per ISO 2575: “Road Vehicles – In this situation, the operator knows a problem exists,
Symbols for Controls, Indicators, and but may not know it is transmission-related until the
Tell-Tales”, this symbol represents a text is scrolled through.
transmission fluid temperature
Text Suppression
condition, and is acceptable for Allison
Sump Temperature Indicator use. Preferred icon In some applications, Allison indicator text may
colors are yellow or amber. appear in a display area normally used to convey
B.4.65.6.4. Text Displays acceptable to employ an operator input (e.g. button
While a dedicated lamp or icon is preferred, a driver push) to temporarily suppress the Allison indicator
text display used alone or in conjunction with generic text so normal display operation may resume.
The suppression may only exist for the current key
implementations, the lamps convey issue severity to
switch cycle; i.e. if the key switch is cycled, the Allison
the operator, while the text display provides more
indicator text is required to reappear if active. The
specific information based on DM1 SPN and FMI
operator may then opt to suppress the text for that
data.
drive cycle.
The key points are that (a) the vehicle operator must
visible content may change due to operating
recognize and take physical action to suppress the
conditions or driver selection. Since a Sump
indicator, and (b) the operator is informed of any
Temperature Indicator is not required by Allison, it is
active indications again at the next key switch cycle.
acceptable that the indication does not appear if other
warnings or indications take precedence. If the B.4.65.6.5. Bulb Checks
indicator is implemented within a dynamic display,
Allison recommendations are as follows: The device that physically actuates the indicator(s) is
responsible for performing bulb and / or display
Text Prioritization: Simultaneous RSL and AWL checks at the beginning of each key switch cycle.
Events
When multiple generic lamps are employed, it is NOTE: The TCM does not broadcast a DM1
possible for the RSL (Red Stop Lamp) and AWL “bulb check” message at power-up. There
(Amber Warning Lamp) to be illuminated at the same is no DM1 content that allows a receiver to
time. Per J1939-73, the RSL is higher priority: distinguish a momentary “bulb check” from
— An RSL indicates a problem severe enough to
warrant stopping the vehicle. The TCM also does not send a “bulb check”
in the discrete parameter at power up;
— An AWL indicates the presence of a problem, but TRF2 Transmission Overheat Indicator is
the vehicle need not be immediately stopped. set to 00b.

that Sump Temperature Indicator text is not visible
Allison recommends lamps or indicators remain on for — SPN 177 appears AND the value of Failure Mode
2 seconds during the check. Slightly longer or shorter Indicator associated with this SPN is not 15, OR
time periods are acceptable.
— No faults are indicated, i.e. SPN = 0 and Amber
B.4.65.6.6.
Optional Communication Failure Warning Lamp = 00b (Off)
Indication
See VEHICLE SYSTEM FAILURE MODES AND …then the display controller is required to deactivate
OPTIONAL RESPONSES. the Sump Temperature Indicator. See DM1 under
J1939 MESSAGE AND PARAMETER USE for data
B.4.65.7. NORMAL OPERATION string examples.
The DM1-based Sump Temperature Indicator and
B.4.65.7.2. TRF2 Trigger – Required Support
TRF2 Transmission Overheat Indicator are both
triggered at the same time as the sump temperature Activating the Indicator
portion of GPO B.
The display controller is required to steadily illuminate
In addition, TRF2 Transmission Overheat Indicator the Sump Temperature Indicator when it receives
TRF2 Transmission Overheat Indicator = 01b
and GPO B will activate when torque converter stall
abuse conditions have been detected, and extreme (Transmission Overheat Indicator on continuously).
temperatures and / or converter damage are eminent. Deactivating the Indicator
When elevated temperatures trigger the indicator, If the display controller receives TRF2 Transmission
the TCM may increase engine speeds associated Overheat Indicator = 00b (Transmission Overheat
with closed throttle downshift points by invoking a Indicator is off), the display controller is required to
preselect downshift schedule. Downshifting at higher deactivate the Sump Temperature Indicator.
engine speeds increases fan speed and coolant flow
through the transmission cooler and engine radiator. B.4.65.8. VEHICLE SYSTEM FAILURE MODES
AND OPTIONAL RESPONSES
When converter stall abuse is detected, the TCM may Since Allison does not require use of a Sump
also issue TSC1 torque limits to the engine to reduce Temperature Indicator, there are no specific failure
or alleviate the stall condition. mode requirements around this function.
B.4.65.7.1. DM1 Trigger – Required Support B.4.65.8.1. Initialization or Response to Resets

DM1 may fluctuate between single and multi-frame The device that actuates the indicator may be
formats, depending on how many fault indications are powered down intentionally (key switch turned off) or
present. If only one indication is active, DM1 will be unintentionally (intermittent power source) while an
sent in a single frame. If two or more indications are active indication is present.
active, DM1 will be sent via Transport Protocol.
In either case, Allison recommends that the display
Activating the Indicator controller default the indicator to an inactive state
If the display controller receives DM1 from SA 03 when it reinitializes; if the indication cause is still
(Transmission #1) with: present when power returns, TCM broadcast data will
reflect this and only then should the display controller
— SPN = 177 (Transmission Oil Temperature 1), reactivate the indicator.
AND
This recommendation is based on the fact that some
— Amber Warning Lamp = 01b (On), AND Allison indications self-clear during a power cycle.
— Failure Mode Identifier = 15 (Data Valid but Above B.4.65.8.2. Heartbeat

Normal Operating Range – Least Severe Level) Heartbeat monitoring and a Communication Failure
…then the Sump Temperature Indicator is required to vehicle OEMs may choose to implement such logic at
be activated. their discretion. See USING A COMMUNICATION
HEARTBEAT for further information on detecting and
Deactivating the Indicator responding to J1939 communication failures.
If the display controller receives DM1 from SA 03
where: B.4.65.9. TCM FAILURE MODES & RESPONSES
In the event of a sump temperature sensor error, DM1
— SPN 177 no longer appears, OR Sump Temperature Indicator broadcast will cease
and TRF2 Transmission Overheat Indicator will
indicate 00b (Transmission Overheat Indicator is off).
In either case, a DTC will be set and the Check Trans
Indicator will become active.
B.4.65.10. INSTALLATION CHECKLIST: SUMP

TEMPERATURE INDICATOR

following questions, as applicable:
 Turn the key switch on. Is a Sump Temperature

Indicator bulb check or text display check
performed at power up?
B.4.65.10.2. DM1 Trigger
 Does the indicator activate when all three

activation criteria are met?
 Does the indicator deactivate when any of the

deactivation criteria are met?
 Does the Indicator activate and deactivate

properly while the Check Trans Indicator is also
active? (When both are active, DM1 is sent via
Transport Protocol.)
B.4.65.10.3. TRF2 Trigger
 Does the indicator activate when TRF2

Transmission Overheat Indicator = 01b?
 Does the indicator deactivate when TRF2

Transmission Overheat Indicator = 00b?
B.4.66. TRANSMISSION SERVICE B.4.66.2. AVAILABILITY
INDICATOR The J1939-based implementation is standard in all
1000 – 4000 Series and TC10 applications when
WARNING: The following sections prognostics and / or GPI F (AFRI – DUAL INPUT) are
describe the intended use of a specific enabled in calibration.
configuration(s) described. B.4.66.3. CONFIGURATION (VEPS / ACCT)
which differ from that described could [18010] ON-VEHICLE PROTOCOL: CAN1
result in damage to equipment or property, [18020] ON-VEHICLE PROTOCOL: CAN2
serious personal injury, or loss of life. Parameters must be received from the CAN port set
consequences associated with [26260] TRANSMISSION SERVICE INDICATOR
incorrect implementation or unintended Answer must be set to BOTH GPO O AND J1939
use of this feature. ETC7 TRANSMISSION SERVICE INDICATOR or
ONLY J1939 ETC7 TRANSMISSION SERVICE
B.4.66.1. OVERVIEW INDICATOR if the ETC7 parameter is used to satisfy
function requirements.
The Transmission Service Indicator alerts the
operator that either transmission maintenance is [15000] PROGNOSTICS
necessary, or a non-mission critical situation has
Must be DEFAULTED ON for broadcast of any
been detected in the vehicle system. This function is
prognostics-related DM1 indications, as well as TRF2
also discussed in Allison 5th Generation Controls
Transmission Oil Filter Restriction Switch and TRF2
Installation Manual “Section B: System Operation”.
Transmission Oil Life Remaining broadcasts.
Depending on TCM configuration and transmission
Even if prognostics are disabled, the Transmission
hardware, this indicator may be activated by:
Service Indicator function may still be triggered by
… Transmission prognostic functions; Oil Life, Filter J1939-based AFRI or DCE functions, or GPI F
Life and / or Transmission Health Monitor TM. (AUXILIARY FUNCTION RANGE INHIBIT – DUAL
INPUT).
Once maintenance is performed, most monitors
can be reset via J1939 command or an Allison [15090] PROGNOSTICS: Allow Reset via J1939
J1939-based shift selector. Monitors associated Command
with consumable transmission components can Answer must be set to YES if the OEM wants to reset
only be reset via Allison DOC®. any prognostics via J1939 RESET.
… Input problems with J1939-based AFRI or DCE [30015] J1939 BROADCAST: DM1
functions, or GPI F (AFRI – DUAL INPUT). In these Answer must be set to ENABLED if DM1 is used to
cases, the Transmission Service Indicator will self- satisfy function requirements.
clear when the input problem is rectified.
[30530] J1939 BROADCAST: TRF2 Transmission
Available TCM outputs for this function include: Oil Filter Restriction Switch
Default answer is ENABLED. May be switched to
— GPO O (TRANSMISSION SERVICE INDICATOR) DISABLED if the implementation does not need this
as described in Allison 5th Controls Installation information.
Manual Section D: “Vehicle Electrical System
Interface”. [30540] J1939 BROADCAST: TRF2 Transmission
Oil Life Remaining
— J1939 ETC7 Transmission Service Indicator. As Default answer is ENABLED. May be switched to
with GPO O, the condition activating the indicator DISABLED if the implementation does not need this
is conveyed by the status (on solid, or flashing) and information.
duration of the lamp illumination.
— J1939 DM1 message content
While not directly applicable to the J1939 Interface,
Allison recommends DM1-based implementation for other prognostics trims include:
— [15020] PROGNOSTICS: Transmission Fluid
parameter implementation for dedicated lamps.
Type
— [15060] PROGNOSTICS: Allow Enable/Disable related prognostics logic is enabled, the TCM
via Shift Selector Sequence continually broadcasts the following:
— [15080] PROGNOSTICS: Allow Reset via Shift TRF2 Transmission Oil Filter Restriction Switch (V)
Selector Sequence indicates if the transmission oil filter is clogged and in
need of replacement. 3000/4000 Series set this
— [15100] PROGNOSTICS: Allow TES Oil Type parameter based on a physical pressure switch, while
Change via Shift Selector Sequence 1000/2000 Series and TC10 applications set this
parameter based on a calculated filter life.
Indicator control requirements vary based on the TRF2 Transmission Oil Life Remaining (V) indicates
implementation method chosen. Commands used to how much useful oil life remains, expressed as a
reset the indications are independent of indicator percentage from 0 – 100%.
control implementation. Parameters marked (V) can
be enabled or disabled via VEPS. B.4.66.4.4. Options for Resetting Maintenance-
Related Indications
B.4.66.4.1. ETC7 Trigger – Required Support Transmission service indications activated due to
When triggering this indicator via J1939 discrete input function problems are self-clearing; they will
parameter, the lamp controller is required to receive deactivate when the input issue has been resolved.
ETC7 Transmission Service Indicator from SA 03 However, when transmission maintenance has been
(Transmission #1). performed, TCM monitor logic must be reset. If not
reset, the indicator will provide false indications.
NOTE: While the ETC7 trigger can be used
to activate a generic AWL and text display, NOTE: 3000/4000 Series use a differential
it is recommended for use with discrete pressure sensor to determine when filter life
lamp implementations. has expired, while 1000/2000 Series &
TC10 filter life is based on transmission duty
B.4.66.4.2. DM1 Trigger – Required Support cycle.
When triggering this indicator via DM1, the display
controller is required to receive ALL of the following As a result, the 3000/4000 Series Filter Life
from SA 03 (Transmission #1): Monitor does not require resetting; it resets
itself when the pressure sensor determines
— DM1 Suspect Parameter Number, that the restricted filter has been replaced.
— DM1 Amber Warning Lamp, and
— DM1 Failure Mode Identifier All maintenance-related indications may be reset via
Allison DOC®. If enabled via VEPS, the Oil Life
NOTE: Specific data values conveyed in Monitor (all products) and Filter Life Monitor
these three parameters are directly tied to (1000/2000 Series & TC10 only) may also be reset
the J1939 activation of the Transmission via the J1939 RESET message or via an Allison shift
Service Indicator. selector sequence.
To use the J1939 reset capability, RESET Service

Amber Warning Lamp alone cannot be used to Component Identification is required. The TCM will
activate the Transmission Service Indicator; the respond to reset requests with the Acknowledgment
content of all three DM1 parameters must be message. See RESETTING THE INDICATOR for
considered. parameter content requirements. RESET is accepted
from any SA.
Other SPN, Amber Warning Lamp and FMI
combinations may define other Allison indications or B.4.66.5. DRIVER INTERFACE
fault conditions. Users should not assume that any The indicator is supplied and installed by the vehicle
other combinations of SPN, Amber Warning Lamp, builder, and is required to be:
and FMI values from SA 03 are indicative of a
Transmission Service indication. … In the normal forward field of view of the vehicle
B.4.66.4.3. Optional Data Available for Display
These optional parameters are available for display at
the discretion of the vehicle manufacturer. For … Clearly visible from both operator stations in dual
example, an interactive text display may allow the selector applications (may require two indicators).
operator to check the remaining oil life. When their
… Clearly visible under all vehicle lighting conditions, Dynamically configurable display systems may
both daytime and nighttime. change visible information based on operating
conditions or driver selection.
Acceptable interface options are discussed below.
For other potential implementations, please contact Text Content
your Allison Application Engineer. Use of the text strings described under NORMAL
OPERATION is required unless alternative text is
B.4.66.5.1. Dedicated Lamp or Icon approved by Allison Application Engineering.
Dedicated lamps may use a text designation, ISO
symbol, or combination of both. Regardless, lamp Text Prioritization during Simultaneous Red Stop
color is highly recommended to be green, as this Lamp & Amber Warning Lamp Events
conveys a non-mission critical situation that does not When multiple generic lamps are employed, it is
require the vehicle to be put out of service. possible for both the RLS (Red Stop Lamp) and AWL
(Amber Warning Lamp) to be illuminated at the same
Approved Text time. Per SAE J1939-73, the RSL is higher priority:
A plain lamp with appropriate wording for the country
of vehicle operation is acceptable. For North — An RSL indicates a problem severe enough to
America, “SERVICE TRANSMISSION” or “SERVICE warrant stopping the vehicle.
TRANS” are suggested. Other wording may be
acceptable upon review of an Allison Application — An AWL indicates the presence of a problem, but
Engineer. the vehicle need not be immediately stopped.
ISO “Service Transmission” Symbol When text display capacity is limited, it is acceptable
The symbol design shown here is that Transmission Service Indicator text is not visible
consistent with ISO conventions and is when the RSL is lit. The Transmission Service
recognizable as being related to Indicator text should be out-prioritized by text linked
“transmission” and “service” to the RSL. However, the display `system is required
indications. This symbol has been to allow the operator to “scroll through” items
proposed for inclusion in ISO 2575: “Road vehicles – associated with the lamps such that the Transmission
Symbols for controls, indicators and tell-tales”. Service Indicator can be read.
Association with the transmission is implied, so no
Text Prioritization during Simultaneous Amber
accompanying text is required.
Warning Lamp Events
ISO “Service” Symbol When a generic AWL is employed, multiple events
As seen on Allison shift selectors with may simultaneously cause it to illuminate.
built-in displays, ISO symbol X.07 may
also convey a “Service Transmission”
that Transmission Service Indicator text is not
condition. Due to its generic nature, its
immediately visible when the AWL is lit due to these
association with the transmission must
multiple situations. Again, the display system is
be made either through placement (such as on the
required to allow the operator to “scroll through” items
shift selector or shift console) or by description on an
associated with the lamp such that the Transmission
accompanying text display.
Service Indicator can be read.
Lamp Control
In this situation, the operator knows an issue exists,
The lamp controller is required to illuminate or flash but may not know that it is transmission-related until
the Transmission Service Indicator as directed by the text is scrolled through.
ETC7 Transmission Service Indicator. A flash rate of
1 to 3 Hz with a 50% duty cycle is recommended. See Text Suppression
NORMAL OPERATION for specific activation and In some applications, Allison indicator text may
deactivation criteria. appear in a display area normally used to convey
B.4.66.5.2. Text Displays
acceptable to employ an operator input (e.g. button
While a dedicated lamp or icon is preferred, a driver push) to temporarily suppress the Allison indicator so
text display used alone or in conjunction with generic normal display operation may resume.
data.
operator may then opt to suppress the text for that continuous activation signifies that either a
drive cycle. consumable transmission component (e.g. clutch
plates) requires service, or a non-mission critical
The key points are that (a) the vehicle operator must function input needs repair.
recognize and take physical action to suppress the
indicator, and (b) the operator is informed of any A flashing indication signifies that the
active indications again at the next key switch cycle. transmission oil filter is restricted and needs to be
replaced.
B.4.66.5.3. Bulb Checks
The display controller is responsible for performing … A successful request to change oil type, via a brief
any bulb or display checks at the beginning of each activation after processing the request.
switch cycle.
… A successful prognostic enable / disable request,
Allison selectors illuminate the Transmission Service via a brief activation after processing the request.
Indicator as part of their normal power-up sequence.
… A successful prognostic monitor reset request, via
a brief activation after processing the request.
NOTE: The TCM does not broadcast a DM1
“bulb check” message at power-up. There … That prognostics are enabled on a given vehicle,
is no DM1 content that allows a receiver to via a 2-second activation at each key-on event.
distinguish a momentary “bulb check” from
an actual diagnostic report. B.4.66.8. NORMAL OPERATION
The TCM also does not send a “bulb check” B.4.66.8.1. ETC7 Trigger – Required Support
in Transmission Service Indicator at power-
up; it is set to 00b. Activating the Indicator
The lamp controller is required to illuminate the
Allison recommends lamps or indicators remain on for Transmission Service Indicator when it receives an
2 seconds during the check. Slightly longer or shorter ETC7 Transmission Service Indicator value of 01b,
time periods are acceptable. and flash the indicator when it receives 10b.
B.4.66.5.4.
Optional Communication Failure
Indication
See VEHICLE SYSTEM FAILURE MODES AND
OPTIONAL RESPONSES.

RESTRICTIONS
NOTE: Since the Transmission Service
Indicator function can signal situations
other than those for prognostics-related
maintenance, reception of valid ETC7
Transmission Service Indicator data (00b or
01b) cannot be used to determine if
prognostics are enabled in a given
application.
B.4.66.7. DIFFERENCES BETWEEEN ETC7

PARAMETER AND DM1 CONTENT
DM1 simply indicates that transmission service
condition(s) exist per the SPN / FMI combinations
broadcast. ETC7 Transmission Service Indicator
indicates: RESPONSE TO ETC7 TRANSMISSION SERVICE
INDICATOR TRIGGER
… A transmission service condition exists, by
Deactivating the Indicator
activating for a period of time after Drive is first
selected. If the lamp controller has been receiving an active
indication as described above, and subsequently
Short-duration activation signifies transmission receives an ETC7 Transmission Service Indicator
oil life has expired or is near expiration, while value of 00b, then the lamp controller can assume the
Transmission Service Indicator is no longer active,
and the indication shall be turned off.

In generic lamp and text display applications, DM1
Amber Warning Lamp driving the generic yellow lamp
and DM1 Suspect Parameter Number drives the text
display content. Allison does not use the DM1 RSL
parameter.
While the dedicated lamp or icon implementation

relies on the lamp state (solid or flashing) to convey
service needs, the generic lamp implementation
conveys this information via DM1 SPN.
AWL control requirements are only applicable to

systems with a generic amber lamp. If the vehicle is
only equipped with a text display, then only the Text
Display Control requirements must be met.
AWL Control
Depending on the severity of the service need, the
AWL may or may not be activated for any given
Allison service indication.
In systems utilizing a generic amber lamp, the display

controller is required to illuminate the AWL any time it
receives DM1 from SA 03 (Transmission #1) with
Amber Warning Lamp = 01b (On).
When Amber Warning Lamp = 00b (off), the TCM no

longer requires the lamp to be illuminated. However,
it may remain illuminated due to commands from
other J1939 network devices.
Text Display Control

Per each DM1 Suspect Parameter Number, the text
display is required to convey the following text: RESPONSE TO DM1 TRANSMISSION SERVICE
INDICATIONS
SPN Acceptable Text B.4.66.8.3. Resetting the Indicator
4177 .................................. TRANS OIL LIFE To reset the Oil Life Monitor via J1939, a RESET
3359 .................................. TRANS OIL FILTER Service Component Identification value of 37 is
4178 .................................. TRANS SERVICE required to be sent to DA 03 (Transmission #1). The
RESET message may use any source address.
Other text may be acceptable upon review by Allison To reset a 1000/2000 Series, 3000/4000 Series (7
Application Engineering. speed models only), or TC10 Filter Life Monitor via
J1939, a RESET Service Component Identification
If the display controller has been receiving one of the
value of 39 is required to be sent to DA 03
above SPNs, and subsequently receives a DM1 from
(Transmission #1).
SA 03 without that SPN, the corresponding text shall
be removed from the display. The 3000/4000 Series (except 7 speed models) Filter
Life Monitor will reset automatically when the control
In addition, the display may choose to show the
main fluid filter has been changed and the pressure
corresponding SPN number and associated FMI
drop across the filter no longer exceeds the threshold
value. See DM1 under the J1939 MESSAGE AND
value.
PARAMETER USE section for Examples of DM1
Content. When the TCM processes a request, positive
acknowledgement is sent via PGN 59392 –
Acknowledgment. If the TCM rejects a request, a
negative acknowledgement is broadcast.
B.4.66.9. VEHICLE SYSTEM FAILURE MODES

AND OPTIONAL RESPONSES
B.4.66.9.1. Initialization or Response to Resets

The display controller may be powered down
intentionally (key switch turned off) or unintentionally
(intermittent power source) while an active indication
is present.
Regardless, Allison recommends that the display

controller default the indicator to an inactive state
when it reinitializes. If the issue is still active when
power returns, TCM broadcast data will reflect this
and only then should the display controller reactivate
the indicator.
This recommendation is based on the fact that some

Allison indications self-clear during a power cycle.
B.4.66.10. TCM FAILURE MODES AND

RESPONSES
B.4.66.10.1. Failure to Attend to a Service

Condition
Failure to attend to the service condition and reset the
Transmission Service Indicator within a defined
operating period will result in a Check Trans
indication. This conveys the increased probability of
the service need developing into a more serious
condition.
B.4.66.10.2. Premature Reset of Oil Life Monitor

If the Oil Life Monitor is attempted to be reset too soon
after previously being reset, the TCM will NACK the
J1939 RESET request.
B.4.67. UDS END-OF-LINE B.4.67.4. J1939 IDENTIFIER AND SA USE
COMMUNICATION The TCM (SA 03) supports UDS data exchanges with
these source addresses:
describe the intended use of a specific — SA 249 (Diagnostic Tool #1)
function which has been validated in the — SA 250 (Diagnostic Tool #2)
configuration(s) described. — SA 23 (Instrument Cluster #1)
which differ from that described could UDS content is exchanged via ISO-reserved J1939
result in damage to equipment or property, PGNs 56064 and 55808. All 29-bit identifiers used
serious personal injury, or loss of life. are J1939 compatible. Use of PGN 55808 – Reserved
for ISO 15765 and physical addressing will result in
Allison Transmission is not liable for CAN identifiers:
incorrect implementation or unintended SA DA Priority CAN Identifier
23 03 6 0x18DA0317
B.4.67.1. OVERVIEW 03 23 6 0x18DA1703
249 03 6 0x18DA03F9
03 249 6 0x18DAF903
Entire function is new.
250 03 6 0x18DA03FA
Allison TCMs support UDS services for End-of-Line 03 250 6 0x18DAFA03
communication, such as:
Use of PGN 56064 – Reserved for ISO 15765 and
— Reading and clearing DTCs, functional addressing will result in CAN identifiers, all
— Retrieving transmission model information, of which will be received by the TCM:
— Retrieving TCM hardware information, and
— Retrieving software and calibration information.
Vehicle OEMs may use these services to perform
quality checks after assembly, such as confirming the 23 255 6 0x18DBFF17
use of proper Allison hardware and software. 249 255 6 0x18DBFFF9
250 255 6 0x18DBFFFA
Users are assumed to be familiar with UDS, as this
section is not intended to provide full explanation of
sub-functions, masks, and other UDS terminology. NOTE: The TCM response priority reflects
UDS communication flow is via tool request and TCM the request priority. The examples above
response. assume a request with priority 6.
Available in all 1000 – 4000 Series applications.

The UDS services described are always available on
all TCM CAN ports; CAN1, CAN2 and CAN3. This is
true regardless as to whether or not any J1939-based
diagnostic message support is enabled.
B.4.67.5. UDS SERVICE 0x19 – READ DTC B.4.67.5.2. Sub-Function 0x02: Retrieving the
INFORMATION list of DTCs that match a client-
The TCM supports the following sub-functions and defined status mask
parameters: The request string format is:
B.4.67.5.1. Sub-Function 0x01: Retrieving the

number of DTCs that match a Data Parameter Hex
client-defined status mask Byte Name Value
The request string format is: 1 Service ID 0x19
2 sub-function 0x02
3 DTCStatusMask 0x00 to 0xFF
Data Parameter Hex
Byte Name Value
A positive response from the TCM will look like:
1 Service ID 0x19
2 sub-function 0x01
3 DTCStatusMask 0x00 to 0xFF Data Parameter Hex
Byte Name Value
A positive response from the TCM will look like: 1 Service ID 0x59
2 reportType 0x01
3 DTCStatusAvailabilityMask 0x00 to 0xFF
Data Parameter Hex
4 DTCHighByte#1 0x00 to 0xFF
Byte Name Value
5 DTCMiddleByte#1 0x00 to 0xFF
1 Service ID 0x59 6 DTCLowByte#1 0x00 to 0xFF
2 reportType 0x01 7 statusOfDTC#1 0x00 to 0xFF
3 DTCStatusAvailabilityMask 0x00 to 0xFF 8 DTCHighByte#2 0x00 to 0xFF
4 DTCFormatIdentifier 0x00 9 DTCMiddleByte#2 0x00 to 0xFF
5 DTCCountHighByte 0x00 to 0xFF 10 DTCLowByte#2 0x00 to 0xFF
6 DTCCountLowByte 0x00 to 0xFF 11 statusOfDTC#1 0x00 to 0xFF
: : :
n-3 DTCHighByte#m 0x00 to 0xFF
A negative response from the TCM will look like:
Data Parameter Hex n statusOfDTC#m 0x00 to 0xFF
Byte Name Value
1 Negative Response 0x7F A negative response from the TCM will look like:
2 ReadDTCInformation 0x19
3 NRC 0x12, 0x13 or 0x31 Data Parameter Hex
Byte Name Value
1 Negative Response 0x7F
2 ReadDTCInformation 0x19
3 NRC 0x12, 0x13 or 0x31
B.4.67.6. UDS SERVICE 0x14 – CLEAR B.4.67.7. UDS SERVICE 0x22 – READ DATA BY
DIAGNOSTIC INFORMATION IDENTIFIER
Service implementation, request message structure This service allows reading of various configuration
and response message structure follow that of information. Identifier support includes:
Section 11.2 of ISO14229-1:2006(E), and Section
9.4.2 of ISO15765-3:2004(E).
UDS DID Content
DTCs cannot be cleared individually nor in groups 0xF18C ECU Serial Number
(e.g. the user cannot clear only active faults or only 0xF190 VIN Data
inactive faults). The groupOfDTC parameter must be 0xF192 ECU Hardware Number (TCM PN)
set “All groups / All DTCs”. The request string must 0xF1F8 Application S/W Level
be: 0xF1FA Calibration Identification Number
0xF1FD Vocational Model (e.g. 3500 RDS)
Data Parameter Hex
Byte Name Value B.4.67.7.1. Message Structure
1 Service ID 0x14 Service implementation, request message structure
2 groupOfDTCHighByte 0xFF and response message structure shall follow that of
3 groupOfDTCMiddleByte 0xFF Section 10.2 of ISO14229-1:2006(E), and Section
4 groupOfDTCLowByte 0xFF 9.3.1 of ISO15765-3:2004(E). The request string
format is:
If DTCs are successfully cleared, the TCM will issue
a positive response: Data Parameter Hex
Byte Name Value
Data Parameter Hex 1 Service ID 0x22
Byte Name Value 2 DID#1, byte#1(MSB) 0x00 to 0xFF
3 DID#1, byte#2 0x00 to 0xFF
1 ClearDiagnosticInformation 0x54 : : :
Response Service ID n-1 DID#m, byte#1(MSB) 0x00 to 0xFF
n DID#m, byte#2 0x00 to 0xFF
If DTCs cannot be cleared, the TCM will issue a
negative response: A positive response from the TCM will look like:
Data Parameter Hex Data Parameter Hex

Byte Name Value Byte Name Value
1 Negative Response 0x7F 1 Service ID 0x62
2 ClearDiagnosticInformation 0x14 2 DID#1, byte#1(MSB) 0x00 to 0xFF
3 NRC 0x13, 0x22 or 0x31 3 DID#1, byte#2 0x00 to 0xFF
4 DataRecord#1, data#1 0x00 to 0xFF
: : :
(k-1)+4 DataRecord#1, byte #k 0x00 to 0xFF
: : :
n-(o-1)-2 DID#m, byte#1(MSB) 0x00 to 0xFF
n-(o-1)-13 DID#m, byte#2 0x00 to 0xFF
n-(o-1) DataRecord#m, data#1 0x00 to 0xFF
: : :
n DataRecord#m, byte#o 0x00 to 0xFF
A negative response from the TCM will look like:
Data Parameter Hex

Byte Name Value
1 Negative Response 0x7F
2 ReadDataByIdentifier 0x22
3 NRC 0x13, 0x22, 0x31 or 0x33
B.4.67.7.2. Data Formats
— DID 0xF18C [ECU Serial Number] contains the 16-

character TCM serial number in ASCII format, e.g.
“BK6884A370980185”.
— DID 0xF190 [VIN Data] contains the Vehicle

Identification Number as entered during OEM
VEPS programming or through Allison DOC. It
may be up to 17 characters in length.
— DID 0xF192 [ECU Hardware Number] contains the

8-digit TCM part number in ASCII format, e.g.
“29556884”.
— DID 0xF1F8 [Application S/W Level] contains the

21-character TCM software level in ASCII format,
e.g. “W19BCD_PC_~~8688~~~~~”. As shown,
any unused characters are padded with tildes (~).
— DID 0xF1FA [Calibration Identification Number]

contains the 13-digit CIN in ASCII format, e.g.
“C19100084D88W”. The first character identifies
the Allison product line, where “B” is the 1000/2000
Series, and “C” is the 3000/4000 Series. The next
3 characters identify the year and release instance,
e.g. “191” is the first release of 2019.
— DID 0xF1FD [Vocational Model] contains the

Allison Vocational model in ASCII characters, e.g.
“3500 RDS”. ASCII spaces are used. Length is
typically less than 10 characters, although up to 50
characters may be used.

REQUIREMENTS
There are no Allison connector requirements for
vehicle OEMs implementing their own End-Of-Line
tools. Refer to the respective hardware sections in
this document for wiring and pin location information.
B.4.68. VEHICLE ACCELERATION RATE [30160] J1939 BROADCAST: ETC1 Transmission
LIMITING Torque Converter Lock-Up Transition in Process
Set to ENABLED if parameter required by the vehicle
WARNING: The following sections acceleration controller (the engine).
function which has been validated in the B.4.68.4. J1939 PARAMETER AND SA USE
configuration(s) described. Items marked (V) can be modified via VEPS.
Implementations or use of this feature Parameters may be enabled or disabled and SAs
which differ from that described could may be set to an OEM-specified value.
serious personal injury, or loss of life. B.4.68.4.1. Required Support
The engine is required to provide:
consequences associated with — EEC2 Vehicle Acceleration Rate Limit Status (V)
incorrect implementation or unintended from SA 00 (Engine #1) (V), AND
from SA 00 (Engine #1).
B.4.68.1. OVERVIEW
The Vehicle Acceleration Rate Limiting function Allison recommends Vehicle Acceleration Limit
involves an engine controller restricting the vehicle Status indicate 01b (Limit active) if the “vehicle
acceleration rate to address end-user concerns such acceleration limit – percent torque” (as calculated
as fuel economy and tire life. internally by the engine controller) is less than EEC1
Drivers Demand Engine – Percent Torque.
NOTE: Do not confuse this function with the
Allison ENGINE MANAGEMENT – ARM Per SAE, emission control limits should not be
function, where the TCM restricts vehicle considered when calculating Vehicle Acceleration
acceleration via TSC1 commands to the Limit Status. Also, no additional filtering or de-
engine. bouncing is desired in the calculation.

When the engine actively restricts acceleration,
3000/4000 Series TCMs also broadcast ETC1
accelerator pedal position no longer represents
Transmission Torque Converter Lock-Up Transition
operator input or engine load. If a vehicle employs
in Process (V) from SA 03 (Transmission #1) for
acceleration rate limiting, the TCM MUST know when
optional use by the acceleration rate limiting system.
it is active for proper shift modulation and clutch
control. B.4.68.5. OTHER REQUIREMENTS /
RESTRICTIONS
Due to the potential impacts on vehicle drivability and
shift quality, Allison Application Engineering review is
1000/2000 Series applications, and optional in
required before this function may be implemented by
3000/4000 Series and TC10 applications pending
an engine manufacturer.
Allison Application Engineering review.
When Vehicle Acceleration Limit Status is 01b (Limit
[18010] ON-VEHICLE PROTOCOL: CAN1 active), shift points are scheduled based on EEC2
[18020] ON-VEHICLE PROTOCOL: CAN2 Engine Percent Load at Current Speed rather than
Parameters must be provided to the CAN port set to EEC2 Accelerator Pedal Position. Shift timing may be
SAE J1939 FULL FUNCTIONALITY. modified to prevent shift cycling when the TCM
senses rapidly changing Engine Percent Load at
[2800] J1939 RECEPTION: EEC2 Vehicle Current Speed.
Acceleration Rate Limit Status
In non-SEM applications, Engine Percent Load at
1000/2000 Series default answer is ENABLED. Current Speed will also be used in estimating torque
3000/4000 Series default answer is DISABLED; set for clutch control when Vehicle Acceleration Limit
answer to ENABLED to use this function. Status is active.
B.4.68.7. FAILURE MODES AND RESPONSES  Is the TCM calibration configured properly?
If an engine is limiting acceleration rate but does not
support EEC2 Vehicle Acceleration Limit Status,  Are the required parameters supported from SA
hanging shifts and poor shift quality may result. No 00 or the SA specified via VEPS?
DTCs are logged.
 When the engine controller is specifically limiting
B.4.68.8. INSTALLATION CHECKLIST: VEHICLE vehicle acceleration (as a customer-desired
ACCELERATION RATE LIMITING feature), is Vehicle Acceleration Rate Limit Status
correctly set to 01b (Limit active)?
implementations for the following minimum  Has an Allison Application Engineer successfully
functionality. While vehicle OEMs may use this list to completed the “Transmission Integration with
assist implementation development, it is not a Vehicle Acceleration Rate Management”
substitute for requirements described previously. verification test plan?
B.5. J1939 MESSAGE & PARAMETER USE
Allison 5th Generation Controls may broadcast or receive the following J1939 messages (PGNs) and parameters
(SPNs). Actual support is determined as discussed under FACTORS DETERMINING COMMUNICATION
SUPPORT. For received parameters, see the individual functions for their source address requirements.
B.5.1. PGN 0 – TORQUE / SPEED B.5.1.1. TCM MESSAGE BROADCAST

CONTROL 1 (TSC1)
TSC1 messages and parameters marked  may be
SAE Excerpt: Transmission Repetition Rate: To broadcast from SA 03 and sent to:
engine: Control purpose dependent or 10 ms. To
— SA 00 (Engine #1)
retarder: 50 ms.
— SA 41 (Retarder, Exhaust, Engine #1)
— SA 15 (Retarder, Engine)
Data Length ............................................... 8 bytes
PDU Format .........................................................0
See the TSC1 BROADCAST SUMMARY table for
PDU Specific .....................................................DA specific engine control uses. Garage Shift Abuse
Default Priority .....................................................3 Protection and Engine Brake Interface TSC1 logic are
PGN ........................................................... 0 (0x0) always enabled; all other TSC1 functionality requires
a compatible engine to be selected in [11020]
NOTE – Retarder may be disabled by ENGINE MAKE AND MODEL.
commanding a torque limit of 0%. Use of the limit
mode allows the use of the retarder only up to the TSC1 Engine Requested Speed / Speed Limit and
limit specified in the request. This can be used to Engine Requested Torque / Torque Limit values vary
permit retarding of up to 50%, for example, if that as needed. All TSC1 commands are sent with
limit is required by some device such as an EBS, Override Control Mode Priority = 10b (Medium).
or it can disable the use of the retarder by others,
as when an ABS controller detects wheel slip. See the TSC1 BROADCAST SUMMARY table for the
TSC1 Engine Override Control Mode and Engine
Note that the 10 ms transmission repetition rate is Requested Speed Control Conditions values used.
intended for temporary powertrain control (P32 of
SPN 3350). Slower transmission rates (for control At the end of each TSC1 control sequence, a single
purposes P1 through P31 of SPN 3350) may be TSC1 message is broadcast with Engine Override
supported for longer duration control. Control Mode = 00b (Override Disabled).
Byte Bit Content B.5.1.2. TCM MESSAGE RECEPTION

The TCM receives TSC1 messages sent to DA 16
1 6,5 Override Control Mode Priority  
4,3 Engine Requested Speed Control (Retarder – Driveline). Parameters marked  may be
Conditions  used for RETARDER CONTROL. Multiple source
2,1 Engine Override Control Mode   addresses are supported.
2-3 Engine Requested Speed / Speed Limit 

4 Engine Requested Torque /
Torque Limit  
5 8-4 TSC1 Control Purpose
3-1 TSC1 Transmission Rate
6 8-5 Undefined
4-1 Engine Requested Torque (Fractional)

7 Undefined
8 8-5 Message Checksum 
4-1 Message Counter 
B.5.1.4. TSC1 BROADCAST SUMMARY (2019)
Speed Ctrl
Condition
TSC1 Functionality
Mode (4)
Control
1K / 2K
3K / 4K
The following functions will issue TSC1s
TC10
from SA 03 to SA 00: TSC1 Event Duration
Garage Shift Abuse Protection (1)    SL 10b Typically 700 ms; maximum of 3 s.
ENGINE BRAKE INTERFACE (1) (2)  --  TC 10b Typically 700 ms; maximum of 2 s.
ENGINE MANAGEMENT – SHIFT ENERGY

MANAGEMENT (SEM) (3)
Closed-Throttle Downshifts    TL 10b Ranges from 600 ms to 3 s.
Converter Stall Abuse Protection  -- -- TL 10b Indefinite.
Garage Shift Abuse Protection    TL 10b Typically 700 ms; maximum of 3 s.
Throttle Tip-In    TL,SL 10b Typically 1 s; maximum of 3 s.
Component Over-Speed Protection    SL 10b Indefinite.
Transmission Cooling Assistance    TL 10b Typically 10-20 s, possibly longer.
Upshifts & Power Downshifts    TL 10b Typically 700 ms; maximum of 2 s.
ENGINE MANAGEMENT – LOWER RANGE

   TL 10b Indefinite.
TORQUE PROTECTION (LRTP) (3)
ENGINE MANAGEMENT – LOW SPEED

--  -- TL 10b Typically 10-20 s, possibly longer.
GRADE ASSIST (LSGA) (V)
ENGINE MANAGEMENT – NEUTRAL-TO-

  -- TL 10b Maximum of 3 s.
RANGE ASSIST (NRA) (V)
ENGINE MANAGEMENT – NEUTRAL-TO-

-- --  SL 10b Maximum of 3 s.
RANGE ASSIST (NRA) (V)
ENGINE MANAGEMENT – OUTPUT TORQUE

LIMITING (OTL) (V)
ENGINE MANAGEMENT – PTO TORQUE

LIMITING (PTL) (V)
ENGINE MANAGEMENT – ACCELERATION

RATE MANAGEMENT (ARM) (V)
(1) Functionality enabled in applications, regardless of VEPS ENGINE MAKE AND MODEL selection.
(2) TSC1s are broadcast regardless as to whether engine brake implementation is via GPIO or datalink.
(3) Function is automatically enabled based on the ENGINE MAKE AND MODEL answer chosen in VEPS.
(4) SL = Speed Limit, SC = Speed Control, TL = Torque Limit, and TC = Torque Control.
(V) Function enabled via VEPS answer. Only available with compatible ENGINE MAKE AND MODEL.
B.5.1.5. SPN 518 – ENGINE REQUESTED B.5.1.6. SPN 695 – ENGINE OVERRIDE
TORQUE / TORQUE LIMIT CONTROL MODE
SAE Excerpt: Parameter provided to the engine or SAE Excerpt: The override control mode defines
retarder in the torque/speed control message for which sort of control command is used.
controlling or limiting the output torque.
00b Override disabled – Disable any existing
Requested torque to the engine is measured in control commanded by the source of this
indicated torque as a percentage of reference engine command.
torque (see the engine configuration message, PGN
65251). This is the engine torque at which the engine 01b Speed control – Govern speed to the included
is expected to operate if the torque control mode is “desired speed” value.
active or the engine torque which the engine is not
expected to exceed if the torque limit mode is active. 10b Torque control – Control torque to the included
“desired torque” value.
Zero torque can be requested which implies zero fuel
and, according to Figures SPN512_A and 11b Speed/torque limit control – Limit speed and/or
SPN512_B, the engine will not be allowed to stall. The torque based on the included limit values. The
actual engine percent torque (SPN 513) should be speed limit governor is a droop governor
zero and the engine should decelerate until the low where the speed limit value defines the speed
idle governor kicks in, at which time the actual engine at the maximum torque available during this
percent torque will be calculated as shown in Figures operation.
SPN512_A and SPN512_B and the engine torque
mode bits (SPN 899) should be equal to 0000b – Low If a device wants to know whether it has access to the
Idle Governor. engine, there are several possibilities:
Requested torque to the retarder is measured in a. Comparing its command with the actual engine
indicated torque as a percentage of Retarder broadcasts.
Reference Torque (see the retarder configuration
b. Looking at command modes from other devices.
message, PGN 65249). The logic used in enabling or
disabling the retarder is based on the override control c. Looking to the engine and retarder torque mode.
mode priority bits (SPN 897).
Remarks:
A zero torque request to the retarder is a disable
request, and is used by a J1939 node to prevent the a. The realization of a torque limit (minimum
retarder from being activated by other combinations selection) is possible by setting the speed limit to
of inputs outside of J1939 commands. The Torque a high value (0xFAFF).
Limit Mode is commonly used for this purpose.
b. The realization of a speed limit (minimum
Data Length: 1 byte selection) is possible by setting the torque limit to
Resolution: 1% per bit gain, -125 offset a high value (0xFA).
Data Range: -125% to 125%
Operating Range: 0 to 125% engine torque c. Limiting the retarder torque means to limit the
requests, -125% to 0% for magnitude of the torque request. As the brake
retarder torque requests torque is represented by negative torque values,
the limitation must be done by a maximum
B.5.1.5.1. TCM Parameter Broadcast selection of the requested torque and the retarder
See summary table above. TSC1 messages with an internal torque signals.
Engine Override Control Mode of 00b (Override
Disabled) will have this parameter set to 125%. d. For torque increasing functions, time limits for the
torque or speed value (command) and the direct
B.5.1.5.2. TCM Parameter Reception modes are desirable.
Allison retarder applications respond to both torque
commands and torque limits. e. The selection of which device has control of the
engine's speed or torque depends on the override
mode priority (see SPN 897) with the highest
priority device gaining control. In the case of two
devices with identical priority, the engine
responds to speed/torque control commands
over speed/torque limit commands and will act on
the speed or torque commands on a first come,
first served basis. The torque limit will be a 11b – This speed control characteristic is available for
“lowest wins” selection (e.g., if one device applications requiring compensation for more than
commands 60% limit and another 80% limit, then one driveline characteristic. It has been optimized to
the engine will limit torque to 60%). minimize rpm overshoot and undershoot given a
more complex plant of the second variety. This more
(See J1939-71 Figure SPN695_A for a flowchart of complex plant would again contain the engine, its
the torque/speed control priority selection logic.) accessory loads and a second driveline characteristic
unique from the one described in speed control
B.5.1.6.1. TCM Parameter Broadcast characteristic 10b.
All modes are used. See summary table above.
B.5.1.7.1. TCM Parameter Broadcast
B.5.1.6.2. TCM Parameter Reception All TCM TSC1 broadcasts indicate 01b or 10b,
Allison retarder applications use this parameter for depending on the driveline state when the message
TSC1 command arbitration. Modes 00b (Override is issued. See summary table above.
Disabled), 10b (Torque Control), and 11b (Torque
Limit) are supported. B.5.1.7.2. TCM Parameter Reception
The TCM ignores the parameter value.
B.5.1.7. SPN 696 – ENGINE REQUESTED
SPEED CONTROL CONDITIONS B.5.1.8. SPN 897– OVERRIDE CONTROL
SAE Excerpt: This mode tells the engine control MODE PRIORITY
system the governor characteristics that are desired SAE Excerpt: This field is used as an input to the
during speed control. The four characteristics defined engine or retarder to determine the priority of the
are: Override Control Mode received in the Torque /
Speed Control message (see PGN 0). The default is
00b Transient optimized for driveline disengaged 11 (Low priority). It is not required to use the same
and non-lockup conditions priority during the entire override function. For
example, the transmission can use priority 01 (High
01b Stability optimized for driveline disengaged priority) during a shift, but can set the priority to 11
and non-lockup conditions (Low priority) at the end of the shift to allow traction
control to also interact with the torque limit of the
10b Stability optimized for driveline engaged
engine.
and/or lockup condition 1 (e.g. vehicle
driveline) The four priority levels defined are:
11b Stability optimized for driveline engaged 00b Highest priority
and/or lockup condition 2 (e.g. PTO driveline) 01b High priority
10b Medium priority
00b – This speed governor gain selection is adjusted
11b Low priority
to provide rapid transition between speed set points.
RPM overshoot and undershoot may be greater than 00b – Highest Priority = Used for situations that
what is seen when the “speed control characteristic” require immediate action by the receiving device in
is set to be stability optimized. order to provide safe vehicle operation (i.e., braking
systems). This level of priority should only be used in
01b – This control condition has been optimized to
safety critical conditions.
minimize rpm overshoot and undershoot given an
expected plant consisting of the engine and its 01b – High Priority = Used for control situations that
accessory loads. This gain adjustment is not intended require prompt action in order to provide safe vehicle
to compensate for driveline characteristics. This operation. An example is when the transmission is
characteristic is most appropriate when no driveline is performing a shift and requires control of the engine
connected. in order to control driveline reengagement.
10b – This control condition has been optimized to 10b – Medium Priority = Used for powertrain control
minimize rpm overshoot and undershoot given a operations which are related to assuring that the
more complex plant. For instance, the more complex vehicle is in a stable operating condition. An example
plant would contain the engine, its accessory loads is when the traction control system is commanding
and the driveline characteristics. As an example, the the engine in order to achieve traction stability.
driveline characteristics might include the effective
spring mass relationship of pumps, tires, clutches, 11b – Low Priority = Used to indicate that the
axles, driveshafts, and multiple gear ratios. This associated command desires powertrain control but
characteristic is most appropriate when a driveline is is needed for function which improves the driver
engaged.
comfort which may be overridden by other devices. B.5.1.12. SPN 4191 – ENGINE REQUESTED
An example is cruise control or the non-critical part of TORQUE (FRACTIONAL)
a transmission shift to a new gear. SAE Excerpt: This parameter displays an additional
torque in percent of the reference engine torque.
All TCM TSC1 broadcasts use an Engine Override When the MSB is set to 1, this parameter is not
Control Mode Priority of 10b (Medium). available. When the MSB is set to 0, bits 1 to 3
indicate the desired torque with resolution of
B.5.1.8.2. TCM Parameter Reception 0.125%/bit . Range is from 0 to 0.875% of reference
Used by Allison retarder applications for TSC1 torque.
command arbitration.
The parameter is used in combination with SPN 518
B.5.1.9. SPN 898 – ENGINE REQUESTED Engine Requested Torque/Torque Limit. The
SPEED / SPEED LIMIT resulting torque/torque limit will be calculated by
SAE Excerpt: Parameter provided to the engine from adding these two parameters.
external sources in the torque / speed control
message. This is the engine speed which the engine Validity of Engine Requested Torque High Res has
is expected to operate at if the speed control mode is no effect on SPN 518.
active or the engine speed which the engine is not
Additional torque representations:
expected to exceed if the speed limit mode is active.
0000 = +0.000%
Data Length: 2 bytes 0001 = +0.125%
Resolution: 0.125 rpm per bit gain, 0 rpm offset :
Data Range: 0 to 8031.875 rpm 0111 = +0.875%
1000 - 1111 = not available
See summary table above. For example, if SPN 518 = 150 (or 25%) and this
parameter is 0100, the torque would be 25.5%.
B.5.1.9.2. TCM Parameter Reception
Allison retarders do not support requested speed or If SPN 518 = 175 (or 50%) and this parameter is 0001,
speed limits; parameter is ignored by the TCM. the torque would be 50.125%
B.5.1.10. SPN 4206 – MESSAGE COUNTER
If SPN 518 = 175 (or 50%) and this parameter is 1111,
B.5.1.10.1. TCM Parameter Broadcast the torque would remain 50% (no high resolution
available)
Counter is supported in all TSC1 broadcasts coming
from the TCM. Data Length: 4 bits
Resolution: 0.125% per bit gain, 0 offset
TCM parameter reception is not supported. Operating Range: 0 to 0.875%
B.5.1.11. SPN 4207 – MESSAGE CHECKSUM B.5.1.12.1. TCM Parameter Broadcast
NOTE: The SAE-published checksum Parameter is always populated during TCM TSC1
algorithm has been revised several times broadcasts. TSC1 messages with Engine Override
since 2007. The TCM follows the algorithm Control Mode = 00b (Override Disabled) will have this
as defined in the January 2009 publication. parameter set to 125%.

Parameter is not supported.
Checksum is supported in all TSC1 broadcasts
coming from the TCM.

TCM parameter reception is not supported.
B.5.2. PGN 256 – TRANSMISSION Current Gear, and SPN 524 Transmission Selected
CONTROL 1 (TC1) Gear.
For product availability and byte/bit locations, see the 00b Allow shifts into Reverse gear
J1939 MESSAGE & PARAMETER OVERVIEW 01b Inhibit shifts into Reverse gear, and shift
tables. transmission to Neutral if already in Reverse or
attempting to shift to Reverse
B.5.2.1. SELECTOR MESSAGE BROADCAST 10b Reserved
Allison shift selector broadcasts result in CAN IDs: 11b Take no action

SA DA Priority CAN Identifier TCM receives parameter for use with function
05 03 3 0x0C010305 REVERSE INHIBIT WITH PRESELECT REQUEST.
06 03 3 0x0C010306
B.5.2.4. SPN 525 – TRANSMISSION
REQUESTED GEAR
In Allison dual selector applications, TC1 broadcast SAE Excerpt: Gear requested by the operator, ABS,
from the inactive selector is slowed to 500 ms for use or engine.
as a heartbeat, and to reduce bus loading.
Negative values are reverse gears, positive values
B.5.2.2. TCM MESSAGE RECEPTION are forward gears, zero is neutral, parameter specific
See the functions referenced by each parameter. indicators as listed below. Parameter specific values
for this parameter are as follows: [See Allison
B.5.2.3. SPN 4242 – TRANSMISSION REVERSE functions for supported PSIs.]
GEAR SHIFT INHIBIT REQUEST
SAE Excerpt: Allows devices external to the normal Forward selector position from drive (0xF5 to
transmission shift selector system to request the 0xEF) – Indicates shift selector position in reference
transmission to inhibit shifts into to any Reverse gear to the “Drive” position on the selector. It is possible
and force the transmission into Neutral if it is currently that the shift selector software may not know the
in Reverse or attempting to shift to Reverse. These number of forward ranges. The shift selector may
transmission responses occur regardless of shift identify the position selected by the operator while the
selector (Forward, Neutral or Reverse) position at the transmission ECU determines what range or gear that
time the request is received. represents. If there is a digital display, the
transmission ECU would communicate what is to be
This request would typically come from a component displayed via another message such as ETC2 or
wishing to override the vehicle operator’s ability to ETC7.
shift or keep the transmission in Reverse. For
example, the control system of a rear-loading refuse For example: Consider a vehicle with a 5-speed
packer may wish to prevent shifts to reverse when it automatic transmission with the shift lever on the
detects the presence of someone behind the vehicle. column. Suppose that shift selector has a limited
number of positions, such that having positions for D-
Reverse gear shift inhibits include all “Neutral-to- 4-3-2-1 is not an option. For this example, assume
Reverse” shifts and “Forward-to-Reverse” shifts; the there are only have enough lever positions for D-3-2-
ability of the transmission to complete “Neutral-to- 1. Pulling the lever into "D" will put the transmission
Forward” or “Forward-to-Forward” gear shifts is not in 5th (highest gear). It is desired that pulling the lever
impacted. to the physical “3” position will limit the transmission
to a maximum range of 3rd gear.
If the transmission is in Reverse or attempting to shift
to Reverse and receives an active Reverse gear shift When the selector is pulled down into "3", the shifter
inhibit request (01b), the transmission will shift to selector itself has no way of correlating this physical
Neutral. When the request subsequently goes lever position to the desired gear; it would have to be
inactive (00b), the transmission will remain in Neutral calibrated with software to tell it this information. If
until it receives a selector input from the vehicle not calibrated, the shift selector cannot directly
operator requesting it to shift into a Non-Neutral gear. command the transmission to go to 3rd gear; it only
The transmission should not automatically return to knows it's one notch below drive.
the previous gear when this signal goes inactive.
However, if "D-1" (lever position, as opposed to
Transmission response to this request can be desired gear) is broadcast by the selector, the
monitored via SPN 4261 – Transmission Reverse transmission ECU can receive this and then make the
Gear Shift Inhibit Status, SPN 523 Transmission determination of what range is desired. The benefit is
that no specific calibration of the shift selector is are not necessarily mutually exclusive. See also SPN
required. 2539.
Between selector positions (0xEE to 0xE2) – 00b Disable

Indicates the shift selector is not in an appropriate 01b Enable
position. If a lever-type shift selector with a 10b Reserved
mechanical display is stuck between detents, it may 11b Take no action
appear to the operator that it is in the desired position
when in fact it is not. The shift selector may be B.5.2.5.1. TCM and Selector Parameter Use
capable of reporting only that it is between positions See functions:
or that it is between forward or reverse positions. If
known, the transmission ECU may respond differently SHIFT ACTUATOR SYSTEM W/ALLISON
depending on which positions are involved. SELECTOR: 1000/2000 SERIES
Reselect current position (0xE1) – If the TC1 SHIFT SELECTOR, ALLISON: 3000/4000 SERIES
message continues to send the position last selected, & TC10
then a capability to reselect the same position is
required. For example: If a “Neutral to Drive” shift is SHIFT SELECTOR, NON-ALLISON BASIC:
selected and that shift is inhibited (say for high engine 3000/4000 SERIES
speed), it may be necessary for the operator to
reselect “Drive” after the inhibit conditions pass in SHIFT SELECTOR, NON-ALLISON STANDARD:
order for the transmission ECU to honor the request. 3000/4000 SERIES
Position unknown and/or no buttons pressed B.5.2.6. SPN 1854 – TRANSMISSION MODE 3
(0xE0) – A push-button style shift selector with SAE Excerpt: Indicates whether transmission mode
momentary contact buttons may send this indicator #3 is enabled. Modes are manufacturer specific and
after initialization before any buttons are pressed, or are not necessarily mutually exclusive. See also SPN
before the transmission ECU determines and 2538.
communicates the initial selection. This indicator
could also be sent between button presses as an 00b Disable
alternative to sending the last button press. 01b Enable
10b Reserved
Data Length: 1 byte 11b Take no action
Resolution: 1 gear value/bit, -125 Offset
Data Range: -125 to 125 B.5.2.6.1. Parameter Broadcast & Reception
Operational Range: -64 to 64 The TCM receives parameter from Allison 5th
Generation Bump Lever shift selectors; see SHIFT
B.5.2.4.1. Parameter Broadcast & Reception SELECTOR, ALLISON: 3000/4000 SERIES & TC10.
The TCM receives parameter from Allison and Non-
Allison J1939-based shift selectors. For PSI and TCM may also receive parameter from other sources
parameter value support, see functions: for POWER DIVIDER INPUT.
SHIFT ACTUATOR SYSTEM W/ALLISON B.5.2.7. SPN 1853 – TRANSMISSION MODE 2

SELECTOR: 1000/2000 SERIES SAE Excerpt: Indicates whether transmission mode
#2 is enabled. Modes are manufacturer specific and
SHIFT SELECTOR, ALLISON: 3000/4000 SERIES are not necessarily mutually exclusive. See also SPN
& TC10 2537.
In addition, the TCM receives this parameter for 00b Disable

PRESELECT REQUEST INPUT and RANGE 01b Enable
SELECTION MODE. 10b Reserved
11b Take no action
B.5.2.5. SPN 1855 – TRANSMISSION MODE 4
SAE Excerpt: Indicates whether transmission mode B.5.2.7.1. TCM Parameter Reception
#4 is enabled. Modes are manufacturer specific and See function SECONDARY MODE INPUT.
B.5.2.8. SPN 2985 – TRANSMISSION SHIFT B.5.2.9. SPN 4255 – TRANSMISSION
SELECTOR DISPLAY MODE SWITCH REQUESTED LAUNCH GEAR
SAE Excerpt: Status of the operator’s switch used to SAE Excerpt: Initial gear for the transmission to start
“toggle” through multiple display modes of a shift out in when the vehicle is launched from a standing
selector display. stop, as specified by the vehicle operator or vehicle
system. Automatic transmissions typically default to
When a shift selector display is capable of displaying starting out in 1st gear. However, in applications such
more than just range information, this switch is as those with very low gearing, it is desirable to
toggled by the operator to move through the different launch the vehicle in a range higher than 1st. For
display modes. If the selector has only two display example, when the vehicle has little or no payload,
modes, this switch may behave as a typical SPST the operator may wish to launch from 2nd or 3rd gear
switch. If the selector has more than two display to avoid stacked, unnecessary shifts in the lower
modes, the switch may be momentary, where each ranges.
activation indicates that the selector has scrolled
through to the next subsequent display mode. The intent of SPN 4255 is to request the initial starting
range to be used when the vehicle gets underway
00b Off from a stop; it does not request direction changes
01b On (forward / reverse). SPN 525 sets the direction
10b Error requested by the operator. For example, if SPN 525
11b Not available is requesting a Reverse range, any SPN 4255 value
indicating a desired forward launch gear would be
B.5.2.8.1. Parameter Broadcast & Reception ignored by the transmission controller. The SPN 4255
TCM receives parameter from some J1939-based value is only utilized by the transmission controller
shift selectors for: when its direction matches that of the current SPN
525 value.
SHIFT ACTUATOR SYSTEM W/ALLISON
SELECTOR: 1000/2000 SERIES 0000b No specific launch gear requested; use
default launch gear
SHIFT SELECTOR, ALLISON: 3000/4000 SERIES 0001b Launch the vehicle in 1st gear
& TC10 0010b Launch the vehicle in 2nd gear
0011b Launch the vehicle in 3rd gear
SHIFT SELECTOR, NON-ALLISON BASIC: 0100b Launch the vehicle in 4th gear
3000/4000 SERIES 0101b Launch the vehicle in 5th gear
0110b Launch the vehicle in 6th gear
SHIFT SELECTOR, NON-ALLISON STANDARD:
3000/4000 SERIES
OIL LEVEL DISPLAY 1001b Launch the vehicle in Reverse 1
1010b Launch the vehicle in Reverse 2
1101b Allow transmission to select the optimum
launch gear
1110b Error
1111b Not Available

See ALTERNATE GEAR START (AGS) INPUT.
B.5.3. PGN 53248 – CAB B.5.5. PGN 56064 – RESERVED FOR
ILLUMINATION MESSAGE (CL) ISO 15765 (KWP1)
SAE J1939-71 Excerpt: This message contains Data Length ......................................................... 8

information that controls illumination devices PDU Format ..................................................... 219
inside the vehicle's cab. PDU Specific .................................................... DA
Default Priority ..................................................... 6
Transmission Repetition Rate: Every 5 s and on Parameter Group Number .......... 56064 (0xDB00)
change of state but no faster than every 100 ms.
B.5.5.1. ALLISON MESSAGE USE
Data Length .........................................................8
PDU Format .....................................................208 PGN is exchanged between the TCM and some
PDU Specific .....................................................DA vehicle OEM tools for DIAGNOSTIC
Default Priority .....................................................6 COMMUNICATION FOR OEM USE.
Parameter Group Number ...........53248 (0xD000)
B.5.6. PGN 56832 – RESET
For product availability and byte/bit locations, see the
J1939 MESSAGE & PARAMETER OVERVIEW SAE Excerpt: NOTE – This message requires an
tables. Acknowledgement response (See J1939-21, PGN
59392) from the receiving node.
B.5.3.1. SPN 1487 – ILLUMINATION
BRIGHTNESS PERCENT Transmission Repetition Rate ........ When needed
SAE Excerpt: Commanded backlight brightness Data Length ......................................................... 8
level for all cab displays. Note: If a separate device PDU Format ..................................................... 222
is used to independently control the switch backlight PDU Specific .................................................... DA
brightness level, see SPN 5532. Default Priority ..................................................... 7
Parameter Group Number .......... 56832 (0xDE00)
Data Length: 1 byte
Resolution: 0.4 %/bit, 0 offset For product availability and byte/bit locations, see the
Data Range: 0 to 100 % J1939 MESSAGE & PARAMETER OVERVIEW
tables.
B.5.3.1.1. Parameter Reception
Allison shift selectors will receive parameter for B.5.6.1. TCM MESSAGE RECEPTION
SHIFT SELECTOR DIMMING. In addition, the TCM TCM receives this PGN from any SA when sent to DA
will gateway the PGN to the necessary CAN port if the 03 (Transmission #1).
dimming controller and selector(s) are not connected
to the same TCM CAN port. B.5.6.2. SPN 1584 – SERVICE COMPONENT
IDENTIFICATION
B.5.4. PGN 55808 – RESERVED FOR SAE J1939-71 Excerpt: Identification of component
needing service.
ISO 15765 (KWP2)
Data Length: 1 byte
Data Length .........................................................8 Resolution: 1 ID / bit, 0 offset
PDU Format .....................................................218 Data Range: 0 to 250 (See table below)
PDU Specific .....................................................DA
Default Priority .....................................................6 B.5.6.2.1. TCM Parameter Reception
Parameter Group Number .......... 55808 (0xDA00)
Only the values shown below are supported. Other
requests to SA 03 will result in a negative
B.5.4.1. ALLISON MESSAGE USE acknowledgement. See function TRANSMISSION
PGN is exchanged between the TCM and service SERVICE INDICATOR.
tools for use in:
Byte Service Component Identification
DIAGNOSTIC COMMUNICATION WITH ALLISON
Value Supported by Allison
TOOLS
37 Transmission Oil – Transmission #1
DIAGNOSTIC COMMUNICATION FOR OEM USE 39 Transmission Oil Filter – Transmission #1
B.5.7. PGN 57088 – STOP / START B.5.7.3. SPN 639 – SAE J1939 NETWORK #1,
BROADCAST (DM13) PRIMARY VEHICLE NETWORK
SAE Excerpt: Identifies the action to be performed
SAE J1939-73 Excerpt: DM13 has two primary on the SAE J1939 Network #1, Primary Vehicle
functions. It may be used as a command, from Network” communications port.
either a tool or an ECU, directed to a single
controller or to all controllers to request the 00b Stop Broadcast
receiving controller(s) to stop or start broadcast 01b Start Broadcast
messages. Additionally it may be used by an ECU 10b Reserved
to inform other nodes that the sender is about to 11b Don’t Care/take no action (leave as is)
suspend its normal broadcast due to commands B.5.7.3.1. TCM Parameter Reception
other than a SAE J1939 DM13 command received
on that same network segment. The broadcast TCM will respond to 00b (Stop Broadcast) and 01b
messages stopped, started, or suspended may be (Start Broadcast); see the DM13 implementation
on networks other than SAE J1939. requirements below.
B.5.7.4. SPN 1236 – HOLD SIGNAL

Transmission Rate: Sent whenever a Stop or
Start broadcast event is necessary. SAE Excerpt: Indicator to all nodes that the
communication ports that have been acted upon by
Data Length .........................................................8 the “Stop Start Broadcast” PGN are remaining in the
PDU Format .....................................................223 modified state. Therefore all nodes should act
PDU Specific .....................................................DA accordingly. The Hold signal is required to be
Default Priority .....................................................6 broadcast every 5 seconds plus or minus one second.
Parameter Group Number .......... 57088 (0xDF00) A device requesting stop broadcast must send the
hold signal every 5 seconds and if the message is not
received for 6 seconds all applicable nodes revert
See SAE J1939-73 for full message definition. For back to their normal state.
product availability and byte/bit locations, see the
J1939 MESSAGE & PARAMETER OVERVIEW
tables. Bit State Devices to take action
0000b All Devices
B.5.7.1. TCM MESSAGE RECEPTION 0001b Devices whose broadcast state
See DM13 IMPLEMENTATION REQUIREMENTS for has been modified
full details. DM13 is only received on the TCM CAN 0010b to 1110b SAE Reserved
port set to SAE J1939 FULL FUNCTIONALITY. 1111b Not Available
Allison shift selectors do not support DM13.
B.5.7.2. SPN 1230 – CURRENT DATA LINK B.5.7.4.1. TCM Parameter Reception
SAE Excerpt: Identifies the action to be performed See the DM13 implementation requirements below.
on the communications port that this parameter was
B.5.7.5. SPN 2618 – SUSPEND SIGNAL
received on.
SAE Excerpt: Indicator to all nodes that broadcast
00b Stop Broadcast messages on the current J1939 datalink are being
01b Start Broadcast suspended due to commands other than J1939
10b Reserved DM13. Therefore, the receiving nodes should
11b Don’t Care/take no action (leave as is) suspend timeout diagnostics for all messages from
the transmitting device. The suspend signal is to be
B.5.7.2.1. TCM Parameter Reception broadcast once, but may be repeated at the option of
TCM will respond to 00b (Stop Broadcast) and 01b the transmitting device (if it is capable of doing so) to
(Start Broadcast); see the DM13 implementation increase the chances of proper reception by
requirements below. repeating one or two times within the first second of
the suspension. If it is able, the transmitter may also
send a DM13 message with the suspend signal set to
“1110” to indicate that it is returning to full broadcast
status.
B.5.7.6.2. Maintain a “Stop Broadcast” State
Bit
State Devices to take action Once a TCM “stopped broadcast” state has been
initiated, the requesting device must send a global
0000b Indefinite suspension of all broadcasts DM13 every 5 seconds to maintain this state. The
0001b Indefinite suspension of some messages following parameter content is required:
0010b Temporary suspension of all broadcasts
0011b Temporary suspension of some — Suspend Signal must be set to 1111b (Not
messages Available), and
0100b SAE Reserved
to 1101b — Hold Signal must be set to either 0000b (All
1110b Resuming normal broadcast pattern Devices) or 0001b (Devices whose broadcast state
1111b Not Available has been modified).
B.5.7.6.3. Exit the “Stop Broadcast” state

The TCM will exit the “stopped broadcast” state if:
See the DM13 implementation requirements below.
— a “hold” request is not received for 6 seconds at
B.5.7.6. DM13 IMPLEMENTATION any point after the “stop broadcast” state has been
REQUIREMENTS achieved, or
The requirements necessary to initiate, maintain and
exit a TCM “stopped broadcast” state are as follows: — the corresponding parameter initially used to stop
TCM broadcast (either Current Data Link or SAE
B.5.7.6.1. Initiate a ‘Stop Broadcast’ State J1939 Network #1, Primary Vehicle Network) is set
To achieve a TCM “stopped broadcast” state, the to 01b (Start Broadcast), or
requesting device must first send a DM13 to indicate
that J1939 broadcasts are to be modified. This first — the TCM senses the engine has been started, or
DM13 can be sent to either DA 255 (Global) or DA 03
(Transmission #1) from any source address. The — the TCM senses the vehicle is moving, or
following parameter content is required:
— the vehicle key switch is cycled.
— Both Suspend Signal and Hold Signal must be set
When the TCM exits the “stopped broadcast” state,
to 1111b (Not Available), and
J1939 broadcasts resume within approximately 100
— Either Current Data Link or SAE J1939 Network #1, ms. J1939 diagnostics will resume no sooner than 6
Primary Vehicle Network must be set to 00b (Stop seconds after the broadcasts resume.
Broadcast).
B.5.7.7. DM13 SEQUENCE EXAMPLE
Per SAE, the TCM will not respond to this request if The data below illustrates a DM13 sequence from a
the engine is running or the vehicle is moving. tool that initiates and holds a TCM “stop broadcast”
state. In this example, the TCM “stop broadcast”
Upon receiving the initial DM13 request, the TCM state will end 6 seconds after the tool ceases DM13
immediately ceases all J1939 broadcasts, and broadcast.
disables all J1939 parameter reception diagnostics.
CAN Data Bytes

Time Identifier SA DA PGN Name 1 2 3 4 5 6 7 8
20.770 18DFFFFAx 250 255 57088 DM13 63 255 192 255 255 255 255 255
26.340 18DFFFFAx 250 255 57088 DM13 255 255 192 15 255 255 255 255
31.340 18DFFFFAx 250 255 57088 DM13 255 255 192 15 255 255 255 255
36.340 18DFFFFAx 250 255 57088 DM13 255 255 192 15 255 255 255 255
41.340 18DFFFFAx 250 255 57088 DM13 255 255 192 15 255 255 255 255
46.340 18DFFFFAx 250 255 57088 DM13 255 255 192 15 255 255 255 255
EXAMPLE OF DM13 “STOP BROADCAST” MESSAGE SEQUENCE
B.5.8. PGN 59392 – The TCM may request:
ACKNOWLEDGMENT — PGN 65242 (SOFT) for SHIFT SELECTOR,
See SAE J1939-21 for full message definition. The ALLISON: 3000/4000 SERIES & TC10
TCM will broadcast this PGN to global destination
address 255 in response to Destination-Specific — PGN 64912 (AETC) (V) for DYNAMIC SHIFT
requests. The TCM supports Control Byte values: SENSING
— 0 (Positive Acknowledgement) — PGN 65249 (RC) (V) for ENGINE BRAKE

INTERFACE
— 1 (Negative Acknowledgment)
— PGN 65251 (EC1) (V) for:
Global requests are not acknowledged. Used with
TRANSMISSION SERVICE INDICATOR and EMISSION CONTROL SYSTEMS – DPF / SCR
DIAGNOSTIC COMMUNICATION FOR OEM USE.
ENGINE MANAGEMENT – ARM
B.5.9. PGN 59904 – REQUEST (PGN) ENGINE MANAGEMENT – SEM
SAE J1939-21 Excerpt: Used to request a PGN ENGINE MANAGEMENT – LRTP

from a network device or devices.
ENGINE MANAGEMENT – OTL
Transmission Repetition Rate: Per user — PGN 65260 (VI)
requirements, generally recommended that
requests occur no more than 2 or 3 times per B.5.9.2. TCM MESSAGE RECEPTION
second. The TCM will respond to global and destination-
specific requests, and use the SAE J1939-21 RTS /
Data Length ............................................... 3 bytes CTS mechanism as required.
PDU Format .....................................................234
PDU Specific ..........................Destination address B.5.9.2.1. Information Request Support
(Global or specific) Unless an item marked (V) is disabled via VEPS, the
Default Priority .....................................................6 TCM will respond to requests for:
PGN ........................................... 59,904 (0xEA00)
— PGN 64906 (SAE J2012 DTC Display)
Byte Bit Content — PGN 64965 (ECU Identification Information)
1-3 Parameter Group Number being requested — PGN 65099 (Transmission Configuration #2) (V)
— PGN 65242 (Software Identification) (V)
— PGN 65250 (Transmission Configuration) (V)
B.5.9.1. TCM MESSAGE BROADCAST — PGN 65259 (Component ID) (V)
Requests are only broadcast to global DA 255, — PGN 65440 (Prop_A0) (V)
resulting in CAN identifier 0x18EAFF03. Requests
for parameters marked (V) below can be modified via B.5.9.2.2. Action Request Support
VEPS by one of three possible settings: If VEPS [18070] DIAGNOSTICS: Protocol = SAE
J1939-73, the TCM will respond to requests for:
— DISABLED (NO REQUESTS SENT) completely
disables Request broadcast. — PGN 65228 (DM3)
— ENABLED (MAXIMUM OF 3 REQUESTS) results — PGN 65235 (DM11)
in no more than 3 requests per key switch cycle,
See DIAGNOSTIC COMMUNICATION FOR OEM
— ENABLED (CONTINUOUS UNTIL PGN USE for details.
RECEIVED) can potentially result in an infinite
number of requests per key switch cycle. B.5.9.3. SELECTOR MESSAGE RECEPTION
Allison J1939-based shift selectors only respond to
In any case, the Request broadcast for a given PGN PGN 65242 (SOFT) requests sent to destination
ceases as soon as the TCM receives that PGN. Note address 05 or 06 (if dual selectors installed) from SA
that disabling a TCM PGN Request broadcast may 03. See SHIFT SELECTOR, ALLISON: 3000/4000
not prevent TCM reception of the associated PGN if SERIES & TC10.
present on the J1939 network.
B.5.10. PGN 60160 – TRANSPORT B.5.11. PGN 60416 – TRANSPORT
PROTOCOL DATA TRANSFER PROTOCOL CONNECTION
MESSAGE (TP.DT) MANAGEMENT (TP.CM) BAM
SAE J1939-21 Excerpt: The TP.DT message is SAE J1939-21 Excerpt: TP.CM_BAM (Transport
an individual packet of a multi-packet message Protocol Connection Management Broadcast
transfer. For example, if a large message had to Announce Message) is used to inform all network
be divided into five packets in order to be nodes that a large message is about to be
communicated then there would be five TP.DT broadcast. It defines the PGN and number of
messages. [See SAE J1939-21 for more details.] bytes to be sent. After TP.CM_BAM is sent, the
Data Transfer Messages are sent containing the
Transmission Repetition Rate: Per the PGN to be packetized broadcast data. TP.CM_BAM is only
transferred transmitted by the originator. [See SAE J1939-21
for more details.]
PDU Format .....................................................235 Transmission Repetition Rate: Per the PGN to be
PDU Specific ........... 255 (Global) for TP.CM.BAM transferred
Default Priority .....................................................7
PGN ........................................... 60,160 (0xEB00) Data Length ............................................... 8 bytes
PDU Format ..................................................... 236
Byte Bit Content PDU Specific ......................... Destination address
1 Sequence Number PGN ........................................... 60,416 (0xEC00)
2-8 Packetized Data (7 bytes). Note the last
packet of a multipacket Parameter Group Byte Bit Content
may require less than 8 data bytes. The 1 Control Byte
extra bytes should be filled with FF16.
2-3 Total Message Size
B.5.10.1. TCM MESSAGE BROADCAST 4 Total Number of Packets

The TCM uses TP.DT to convey the following multi- 5 SAE Reserved
packet messages from SA 03 (Transmission #1):
6-8 PGN of Broadcast Message
— PGN 65226 – Active Diagnostic Trouble Codes
— PGN 65242 – Software Identification B.5.11.1. TCM MESSAGE BROADCAST
— PGN 65250 – Transmission Configuration The TCM uses TP.CM to announce broadcast of the
— PGN 65259 – Component ID following multi-packet messages from SA 03:
— PGN 64906 – SAE J2012 DTC Display
— PGN 64965 – ECU Identification Information — PGN 65226 – Active Diagnostic Trouble Codes
— PGN 64839 – Transmission Mode Labels — PGN 65242 – Software Identification
— PGN 65250 – Transmission Configuration
…and PGN 65249 – Retarder Configuration from SA — PGN 65259 – Component ID
16 (Retarder – Driveline). — PGN 64906 – SAE J2012 DTC Display
— PGN 64965 – ECU Identification Information
Sequence Number and Packetized Data values vary.
— PGN 64839 – Transmission Mode Labels
See individual PGN descriptions for details. TCM
packet broadcasts use the “parent” message priority, …and PGN 65249 – Retarder Configuration from SA
e.g. a multi-packet DM1 message would use Priority 16 (Retarder – Driveline). In all circumstances,
6 in its message segments. This is not an uncommon Control Byte is set to 32 (BAM). Total Message Size
industry practice. and Total Number of Packets values vary.
B.5.10.2. TCM MESSAGE RECEPTION B.5.11.2. TCM MESSAGE RECEPTION
The TCM uses TP.DT to receive: The TCM receives TP.CM BAM (control byte = 32) in
association with the following received messages:
— PGN 64912 – Advertised Engine Torque Curve
— PGN 65251 – Engine Configuration 1 — PGN 64912 – Advertised Engine Torque Curve
— PGN 65249 – Retarder Configuration — PGN 65251 – Engine Configuration 1
— PGN 65260 – Vehicle Identification — PGN 65249 – Retarder Configuration
— PGN 65260 – Vehicle Identification
B.5.12. PGN 60928 – ADDRESS
CLAIMED / CANNOT CLAIM Parameter Possible Values
SAE Excerpt: Identity Number 100 = 5G TCM

Transmission Broadcast Rate............As Required Manufacturer Code 2 = Allison Transmission
PDU Format .....................................................238 Function Instance 0 = Primary
PDU Specific .........................255 (global address) ECU Instance 0
PGN ........................................... 60,928 (0xEE00) Function 3 = Transmission
Source Address ....................................... 0 to 253 13 = Retarder – Driveline
(Address claimed for the Controller Application) Vehicle System 1 = Tractor
NAME of Controller Application: Arbitrary SA Capable 0 = No

Industry Group 1 = On-Highway Equipment
Byte Bit Content
Vehicle System 0
1 Least significant byte of Identity Number Instance
2 Second byte of Identity Number
3 8-6 Least significant 3 bits of B.5.12.2. SELECTOR MESSAGE BROADCAST
Manufacturer Code Allison selectors respond to destination-specific or
5-1 Most significant 5 bits of Identity global PGN requests. See SHIFT SELECTOR,
Number ALLISON: 3000/4000 SERIES & TC10 and SHIFT
4 Most significant 8 bits of Manufacturer ACTUATOR SYSTEM W/ALLISON SELECTOR:
Code 1000/2000 SERIES.
5 8-4 Function Instance In dual selector applications, Address Claim prevents
3-1 ECU Instance both selectors from using the same SA and sending
6 Function conflicting information to the TCM.
7 8-2 Vehicle System

1 Reserved Parameter Possible Values
8 8 Arbitrary Address Capable Identity Number 0 = 4G Pushbutton

7-5 Industry Group 1 = 4G Lever
4-1 Vehicle System Instance 2 = 5G Pushbutton
3 = 5G Compact PB
4 = 5G Bump Lever
B.5.12.1. TCM MESSAGE BROADCAST 5 = 5G 3-Button Strip
TCMs respond to destination-specific or global PGN 6 = 5G 6-Button Strip
requests. Broadcast from SA 03 and SA 16 (when Manufacturer Code 2 = Allison Transmission
applicable).
Function Instance 0 = Primary
1 = Secondary
ECU Instance 0
Function 5 = Shift Control / Console
Vehicle System 1 = Tractor
Arbitrary SA Capable 0 = No
Industry Group 1 = On-Highway Equipment
Vehicle System 0
Instance
B.5.13. PGN 61184 – PROPRIETARY “A” B.5.14. PGN 61440 – ELECTRONIC
RETARDER CONTROLLER 1
SAE J1939-21 Excerpt: This proprietary PG uses (ERC1)
the Destination Specific PDU Format allowing
manufacturers to direct their proprietary SAE Excerpt:
communications to a specific destination node. Transmission Repetition Rate ................... 100 ms
How the data field of this message is used is up to Data Length ............................................... 8 bytes
each manufacturer. Use of proprietary messages PDU Format ..................................................... 240
is at the manufacturer’s discretion with the PDU Specific ....................................................... 0
constraint that significant percentages (2% or Default Priority ..................................................... 6
more) of vehicle network utilization must be PGN ............................................ 61,440 (0xF000)
avoided.
Transmission Repetition Rate: Per user For product availability and byte/bit locations, see the
requirements J1939 MESSAGE & PARAMETER OVERVIEW
Data Length .................................. 0 to 1785 bytes tables.
(multipacket supported)
PDU Format .....................................................239 B.5.14.1. TCM MESSAGE BROADCAST
PDU Specific ......................... Destination Address PGN is broadcast from SA 16 (Retarder – Driveline)
Default Priority .....................................................6 unless all parameters are disabled via VEPS.
PGN ............................................61,184 (0xEF00)
In addition, Retarder Selection, Non Engine can only
Byte Bit Content be broadcast in applications where the analog RMR
1-8 Manufacturer specific use and retarder enable switch GPI are wired directly to
the TCM.
B.5.13.1. ALLISON MESSAGE USE B.5.14.2. TCM MESSAGE RECEPTION

When PGN 61184 is enabled, the TCM broadcasts a See the functions referenced by each parameter.
single-frame message of selector display information
every 100 ms. The TCM also sends single frame B.5.14.3. SPN 571 – RETARDER ENABLE –
instances of PGN 61184 during TCM-initiated BRAKE ASSIST SWITCH
Selector Configuration (TISC). Broadcast rates during SAE Excerpt: Switch signal which indicates
TISC may vary. The following CAN identifiers are whether the operator wishes the retarder to be
used: enabled for vehicle braking assist. The retarder does
not check this switch, nor does the enabling of this
switch engage the retarder. When this switch is
“enabled” the devices constructing TSC1 –
03 05 6 0x18EF0503 destination retarder messages may command
03 06 6 0x18EF0603 retarder torque for braking. For example, the cruise
control should not request retarder torque if this
Used with functions: switch is not enabled. The switch exists to prevent the
retarder from being asked to engage via TSC1 in a
SHIFT ACTUATOR SYSTEM W/ALLISON noise sensitive area. See also SPN 572.
SELECTOR: 1000/2000 SERIES
00b Retarder – Brake assist disabled
SHIFT SELECTOR, ALLISON: 3000/4000 SERIES 01b Retarder – Brake assist enabled
& TC10 10b Error
11b Not available
SHIFT SELECTOR, NON-ALLISON BASIC:
3000/4000 SERIES B.5.14.3.1. TCM Parameter Reception
See ENGINE BRAKE INTERFACE.
In addition, Allison 5th Generation selectors may
broadcast a single Proprietary A message to the TCM
resulting in CAN identifiers:

05 03 6 0x18EF0305
06 03 6 0x18EF0306
B.5.14.4. SPN 520 – ACTUAL RETARDER – B.5.14.5.1. TCM Parameter Broadcast
PERCENT TORQUE See RETARDER CONTROL. Parameter reflects the
SAE Excerpt: Actual braking torque of the retarder percent torque value being acted on by the retarder,
as a percent of retarder configuration reference which is the result of:
torque SPN 556.
— All operator and vehicle inputs, including analog
Data Length: 1 byte RMR, TSC1 messages, and / or ERC1 Retarder
Resolution: 1% per bit gain, -125% offset Selection, Non-Engine.
Operating Range: -125% to 0% — Operational limitations, such as output shaft speed,
retarder and / or sump temperature.
Only available for broadcast in Allison retarder — Diagnostic limitations, such as a failed retarder
applications. solenoid.
The Allison driveline retarder is active whenever a 0% is indicated if the Allison retarder solenoid fails.
negative value is being broadcast. 0xFF (Not Available) is indicated when broadcast is
disabled.
Since engine coolant is typically used to cool the
transmission fluid, engine coolant temperature will B.5.14.6. SPN 1667 – RETARDER REQUESTING
increase when the retarder is active. This parameter BRAKE LIGHT
may be used by the system to maintain acceptable SAE Excerpt: Indicates that whether the retarder is
coolant temperature (e.g., lowering the temperature requesting that the brake lights are illuminated.
set point at which the cooling fan is engaged).
00b Retarder is not requesting that the brake lights
In addition, this parameter is provided for use in the are illuminated
following vehicle functions: 01b Retarder is requesting that the brake lights are
illuminated
RETARDER CONTROL 10b Reserved
11b Don’t Care; take no action
RETARDER ACTIVE INDICATOR
ELECTRONIC BRAKING SYSTEMS (EBS) Provided for use in functions:
While unit-to-unit variations may be as high as +/- RETARDER ACTIVE INDICATOR
30%, repeatability for a given unit should be within
approximately +/- 5%. RETARDER CONTROL
0% is indicated if the Allison retarder solenoid fails. 00b (Retarder is not requesting that the brake lights
0xFE (Error) is indicated if the optional retarder are illuminated) is indicated when the retarder is
pressure sensor is installed and fails. 0xFF (Not inactive, or if the Allison retarder solenoid fails. 01b
Available) is indicated when broadcast is disabled. (Retarder is requesting that the brake lights are
illuminated) is indicated when the retarder is active.
B.5.14.4.2. TCM Parameter Reception 11b (Don’t Care; Take No Action) is indicated when
See ENGINE BRAKE INTERFACE. broadcast is disabled.
B.5.14.5. SPN 1085 – INTENDED RETARDER – B.5.14.7. SPN 900 – RETARDER TORQUE
PERCENT TORQUE MODE
SAE Excerpt: Braking torque of retarder that the SAE Excerpt: State signal which indicates which
retarder is currently trying to achieve. This value retarder torque mode is currently generating, limiting,
takes into account all static limitations, but not the or controlling the torque. Note that the modes are not
limitations due to the dynamic behavior of the in prioritized order. Not all modes may be relevant for
retarder. This value, if unchanged over a certain time, a given device. Some devices may not implement all
can and will be reached by the actual retarder – functions.
percent torque (See SPN 520).
Mode 0000b means “No request”: retarder torque = 0
Data Length: 1 byte (no braking).
Resolution: 1 %/bit, -125 % Offset
Data Range: -125 to 125 % Modes 0001b to 1110b indicate that there is either a
Operational Range: -125 to 0% torque request or the identified function is currently
controlling the retarder: engine/retarder torque may ASR Control – Not supported, as ASR controllers do
range from 0 (no braking) to the upper limit. not send commands to the retarder during positive
wheel slip events.
See RETARDER CONTROL. Modes shown in bold Transmission Control – Not supported. The SAE
are supported by Allison 5th Generation Controls: definition for this mode states: “Indicates that the
transmission command is active (Speed, Torque, or
Speed/Torque Limit Control).” Since the TCM does
Bits Retarder Torque Mode not send TSC1 commands to its own retarder, this
0000b Low idle governor / no request mode is not applicable.
0001b AP / operator selection
0010b Cruise control ABS Control – Indicates that ABS is limiting the
0011b PTO governor retarder torque output. This mode is indicated when
0100b Road speed governor the driveline retarder is being deactivated due to an
0101b ASR control ABS response, or while waiting for the retarder
0110b Transmission control reactivation timer (in the TCM) to elapse after the ABS
0111b ABS control event is over. Allison’s internal “wheel lock detection”
1000b Torque limiting algorithm will also cause this mode to be indicated.
1001b High speed governor During a skid, the TCM wheel lock algorithm and the
1010b Braking system (Electronic) ABS controller will both be deactivating the retarder.
1011b Remote accelerators
Torque Limiting – Indicated if the retarder is being
1100b Not defined
limited or deactivated by any of the following factors:
1101b Not defined
1110b Other — Diagnostic codes
1111b Not Available — High retarder fluid temperatures
— Rapid vehicle decelerations
1111b (Not Available) is indicated when broadcast is — Transmission downshifts
disabled. — Operating against the retarder torque curve
— Output shaft speed too low for retarder operation.
Modes 0001b through 1110b indicate that there is
either a torque request or the identified function is Brake System (Electronic) – Reflected when TSC1s
currently controlling the driveline retarder; torque may from SA 11 (Brakes – System Controller) are
range from 0 (no braking) to the upper limit. controlling the retarder. Despite the SAE definition:
Low Idle Governor / No request (Default mode) – “This indicates that the brake pedal is controlling the
For a driveline retarder, only “No Request” applies. torque. Note that this may include enabling of the
Mode is indicated when there are no analog or J1939- retarder when the brake pedal is depressed
based inputs attempting to activate the retarder. The (touched). Note that if there is a request to the
retarder is producing no braking. retarder but operating conditions do not allow braking,
this situation will be reflected by the Percent Retarder
Accelerator pedal/operator selection – This mode Torque = 0 when broadcast.”
may be indicated when:
…this Retarder Torque Mode is not indicated when
— Retarder activation is requested, either by analog an analog connection between the brake pedal and
RMR input, or from a J1939 “gateway” device TCM is activating the retarder. When the retarder is
receiving operator input and broadcasting it to the wired such that the brake pedal can activate it (See
retarder via TSC1 messages or ERC1 Retarder TD175: Guidelines for Selecting Retarder Controls),
Selection, Non-Engine. the TCM has no way of distinguishing whether the
brake pedal or another operator-actuated RMR is the
— Retarder deactivated due to accelerator pedal source for retarder activation; both arrangements use
input above a specific threshold, or a transmission the same I/O wires. As a result, “Operator Selection”
range other than forward is commanded. will be indicated in both arrangements.
Cruise Control – If retarder operation is requested Retarder Torque Mode Arbitration and Hierarchy
via J1939 TSC1 messages from SA 17 (Cruise Per the individual mode logic described above, there
Control), this mode may be indicated. This mode may are times when multiple modes may be indicated. In
also be indicated if [20050] RETARDER: Cancel such cases, hierarchy for the Retarder Torque Mode
Retarder when Cruise Control is Active has been broadcast value is as follows, with the higher mode in
enabled and cruise control is active (therefore the list below always being the mode broadcast:
preventing retarder operation).
B.5.14.9. SPN 1480 – SOURCE ADDRESS OF
CONTROLLING DEVICE FOR
Modes, Starting with Highest Value
RETARDER CONTROL
ABS Control deactivating the retarder ....... 0111b SAE Excerpt: The source address of the SAE J1939
device currently controlling the retarder. It is used to
Cruise Control deactivating the retarder .... 0010b expand the torque mode parameter in cases where
control is in response to an ECU that is not listed in
Accelerator Pedal deactivating the Retarder Torque Modes. The value may be the
the retarder ................................................ 0001b source address of the ECU transmitting the message
(which means that no external SAE J1939 message
Torque Limiting deactivating or is providing the active command) or the source
limiting the retarder .................................... 1000b address of the SAE J1939 ECU that is currently
providing the active command in a TSC1 or similar
Cruise Control or Operator Selection message. Note that if this parameter value is the
activating the retarder ................. 0010b or 0001b same as the source address of the device
transmitting it, the control may be due to a message
Brake System controlling or on a non-SAE J1939 data link such as SAE J1922 or
activating the retarder ................................ 1010b a proprietary link.
No Request ................................................ 0000b Data Length: 1 byte

Resolution: 1 source address / bit, 0 offset
Data Range: 0 to 255
For example:
Operational Range: 0 to 253
— If the operator is requesting retarder operation via
the analog RMR lever, but an ABS event is
occurring and deactivating the retarder, Retarder See RETARDER CONTROL. The TCM will indicate
Torque Mode will reflect 0111b (ABS Control). one of the following as controlling the retarder:
— If the retarder is being activated by a Cruise Control — Any SA controlling the retarder via ERC1 Retarder
via J1939 TSC1 messages, and the retarder is Selection, Non-Engine, or
operating at peak output (i.e., on the retarder
torque curve for the given driveline speed), then — Any SA controlling the retarder via winning TSC1
Retarder Torque Mode will reflect 1000b (Torque command or limit.
Limiting).
0xFF (Not Available) is indicated when broadcast is
disabled.
B.5.14.8. SPN 1082 – ENGINE COOLANT LOAD
INCREASE
B.5.14.10. SPN 1716 – RETARDER SELECTION,
SAE Excerpt: Status of an event, external to the NON-ENGINE
engine, that may increase the nominal temperature of SAE Excerpt: The "Retarder Selection, non-engine"
the engine coolant liquid.
is the position of the driver’s selector for retarders that
are not part of the engine system, expressed as
00b No coolant load increase
01b Coolant load increase possible percent and determined by the ratio of current
10b Error position to the maximum possible position. The
physical device may be a lever, rotary dial,
11b Not available
combination of switches, or other device that the
B.5.14.8.1. TCM Parameter Broadcast driver can use to select the type or amount of
retardation needed.
See RETARDER CONTROL. Indicates 01b (Coolant
load increase possible) when the retarder is active, Data Length: 1 byte
and 00b (No coolant load increase) when the retarder Resolution: 0.4 % / bit, 0 offset
is inactive. 10b (Error) is not supported; 00b is Data Range: 0 to 100 %
indicated if the Allison retarder solenoid fails. 11b Operational Range: Same as data range
(Not Available) is indicated when broadcast is
disabled. B.5.14.10.1. TCM Parameter Broadcast
TCM may broadcast parameter in Allison retarder
applications, depending on IO configuration; see
RETARDER CONTROL. Parameter reflects the
combined status of the analog RMR and enable
switch. 0xFE (Error) is indicated when analog input
circuit electrical failures are detected. 0xFF (Not B.5.14.12.1. TCM Parameter Reception
Available) is indicated when broadcast is disabled. See DOWNHILL SPEED CONTROL VIA
RETARDER.
See RETARDER CONTROL.
B.5.14.11. SPN 1717 – ACTUAL MAXIMUM

AVAILABLE RETARDER – PERCENT
TORQUE
SAE Excerpt: This is the maximum amount of torque
that the retarder can immediately deliver. It is the
same as the maximum torque shown in the Retarder’s
Configuration message, but allows for a much faster
rate of change than could be communicated by
reissuing the configuration message.
Application Note: The purpose for this parameter is to

allow a “Master” retarder controller to more accurately
allocate the vehicle’s retarder requirements among
multiple retarders. Its value should be the same as
the value in the Configuration message at the time
that message is assembled for broadcast, but may
vary between those broadcasts.
Data Length: 1 byte

Resolution: 1 % / bit, -125% Offset
Data Range: -125 to 125%
Operational Range: 0 to -125%

See RETARDER CONTROL. Conveys the
percentage of RC Retarder Reference Torque the
retarder is capable of producing at a given instant,
based on applicable retarder operation boundaries:
— Current output shaft speed

— Sump temperature
— Retarder temperature
— Diagnostics
— Fire Truck Pump Mode
0% is indicated if the Allison retarder solenoid fails.

0xFF (Not Available) is indicated when broadcast is
disabled.
B.5.14.12. SPN 4233 – RETARDER ROAD SPEED

LIMIT SWITCH
SAE Excerpt: Retarder road speed limit switch
states:
00b Road speed limiting by retarder is disabled

01b Road speed limiting by retarder is enabled.
When the speed limit is not set by a network
device, the road speed that the retarder will
limit to may be determined when the switch
transitions from 00 to 01.
10b Error Indicator
11b Not available
B.5.15. PGN 61441 – ELECTRONIC B.5.15.3. SPN 562 – ASR BRAKE CONTROL
BRAKE CONTROLLER 1 (EBC1) ACTIVE
SAE Excerpt: State signal which indicates that ASR
SAE Excerpt: brake control is active. Active means that ASR
Transmission Repetition Rate.................... 100 ms actually controls wheel brake pressure at one or more
Data Length ............................................... 8 bytes wheels of the driven axle(s).
PDU Format .....................................................240
PDU Specific ........................................................1 00b ASR brake control passive but installed
01b ASR brake control active
10b Reserved
PGN ............................................ 61,441 (0xF001)
11b Not available
For product availability and byte/bit locations, see the B.5.15.3.1. TCM Parameter Reception
J1939 MESSAGE & PARAMETER OVERVIEW See AUTOMATIC TRACTION CONTROL.
tables.
B.5.15.4. SPN 563 – ANTI-LOCK BRAKING
B.5.15.1. SPN 521 – BRAKE PEDAL POSITION (ABS) ACTIVE
SAE Excerpt: Ratio of brake pedal position to SAE Excerpt: State signal which indicates that the
maximum pedal position. Used for electric brake ABS is active. The signal is set active when wheel
applications. 0% means no braking. Also when there brake pressure actually starts to be modulated by
are two brake pedals on the machine (Left Brake ABS and is reset to passive when all wheels are in a
Pedal Position SPN 3033 and Right Brake Pedal stable condition for a certain time. The signal can
Position SPN 3032) the maximum of the two should also be set active when driven wheels are in high slip
be transmitted for Brake Pedal Position. (e.g., caused by retarder). Whenever the ABS
system is not fully operational (due to a defect or
Data Length: 1 byte during off-road ABS operation), this signal is only
Resolution: 0.4 %/bit, 0 offset valid for that part of the system that is still working.
Data Range: 0 to 100% When ABS is switched off completely, the flag is set
Operational Range: Same as data range to passive regardless of the current wheel slip
conditions.
TCM may receive parameter in B/C134 and later 00b ABS passive but installed
software releases for NEUTRAL AT STOP INPUT. 01b ABS active
10b Reserved
B.5.15.2. SPN 561 – ASR ENGINE CONTROL 11b Don’t care / take no action
ACTIVE
SAE Excerpt: State signal which indicates that ASR B.5.15.4.1. TCM Parameter Reception
engine control has been commanded to be active. See ANTI-LOCK BRAKE SYSTEM (ABS) INPUT.
Active means that ASR actually tries to control the
engine. This state signal is independent of other B.5.15.5. SPN 973 – ENGINE RETARDER
control commands to the engine (e.g., from the SELECTION
transmission) which may have higher priority. SAE Excerpt: The position of the operator controlled
selector, expressed as a percentage and determined
00b ASR engine control passive but installed by the ratio of the current position of the selector to its
01b ASR engine control active maximum possible position. Zero percent means no
10b Reserved braking torque is requested by the operator from the
11b Not available engine while 100% means maximum braking.
B.5.15.2.1. TCM Parameter Reception Data Length: 1 byte
See AUTOMATIC TRACTION CONTROL. Resolution: 0.4 %/bit, 0 offset
Data Range: 0 to 100%
Operational Range: Same as data range

See ENGINE BRAKE INTERFACE.
B.5.15.6. SPN 1121 – EBS BRAKE SWITCH

SAE Excerpt: Switch signal which indicates that the
brake pedal is being pressed. The EBS brake switch
is independent of the brake light switch and has no
provisions for external connections.
00b Brake pedal is not being pressed

01b Brake pedal is being pressed
10b Error
11b Not available

TCM may receive parameter to supplement or
replace a brake switch GPI in functions:
AUXILIARY FUNCTION RANGE INHIBIT – SINGLE

INPUT
AUTOMATIC NEUTRAL – BRAKE-BASED (BBAN)

INPUT
AUTOMATIC NEUTRAL – DUAL INPUT W/ARTR
DIRECTION CHANGE ENABLE INPUT
DYNAMIC SHIFT SENSING
ENGINE MANAGEMENT – NRA
SERVICE BRAKE STATUS INPUT
B.5.16. PGN 61442 – ELECTRONIC This state is INACTIVE during other engine control
TRANSMISSION CONTROLLER 1 such as torque limiting outside of a shift.
(ETC1) 00b Shift is not in process
01b Shift is in process
SAE Excerpt: 10b Error
Transmission Repetition Rate...................... 10 ms 11b Not available
PDU Format .....................................................240 B.5.16.2.1. TCM Parameter Broadcast
PDU Specific ........................................................2 Parameter is set to 01b (Shift is in process) prior to
Default Priority .....................................................3 any clutch activity for an upcoming shift, and is set
PGN ............................................ 61,442 (0xF002) back to 00b (Shift is not in process) when all clutch
activity of the previous shift has completed. 10b
For product availability and byte/bit locations, see the (Error) is not supported. 11b (Not Available) is
J1939 MESSAGE & PARAMETER OVERVIEW indicated when broadcast is disabled.
tables. PGN is broadcast from SA 03 unless all
parameters are disabled via VEPS. This information is provided for the discretionary use
of the system, such as maintaining proper fueling
B.5.16.1. SPN 4816 – TRANSMISSION TORQUE when a shift occurs during cruise control operation.
CONVERTER LOCKUP TRANSITION
IN PROCESS B.5.16.3. SPN 573 – TRANSMISSION TORQUE
CONVERTER LOCKUP ENGAGED
SAE Excerpt: State signal indicating whether or not
the transmission torque converter lock up clutch is SAE Excerpt: State signal which indicates whether
transitioning between being applied and being the torque converter lockup is engaged.
released. The broadcast value should be set to 01 as
00b Torque converter lockup disengaged
soon as an apply or release of the lockup clutch is
01b Torque converter lockup engaged
initiated, and then set to 00 once the given transition
10b Error
is complete. This parameter is a companion to SPN
11b Not Available
573 Transmission Torque Converter Lockup
Engaged. B.5.16.3.1. TCM Parameter Broadcast
00b Transition is not in process See LOCKUP INDICATOR and ENGINE BRAKE
01b Transition is in process INTERFACE. 10b (Error) is indicated if the TCM does
10b Error not know lock-up status. 11b (Not Available) is
11b Not available indicated when broadcast is disabled.
B.5.16.1.1. TCM Parameter Broadcast B.5.16.4. SPN 560 – TRANSMISSION DRIVELINE

ENGAGED
Parameter indicates 01b (Transition is in process)
during impending lockup clutch apply or release. SAE Excerpt: Driveline engaged indicates the
However, during some disengagement events, the transmission-controlled portion of the driveline is
control event may be so short that a transition in engaged sufficiently to allow a transfer of torque
process is not indicated. State 10b (Error) is not through the transmission. Driveline engaged is
supported. 11b (Not Available) is indicated when ACTIVE whenever the transmission is in gear and the
broadcast is disabled. clutch (if controlled by the transmission controller) is
less than 100% clutch slip (clutch able to transfer
See VEHICLE ACCELERATION RATE LIMITING. torque). This parameter should be used in
conjunction with the parameter “Shift in Process”
B.5.16.2. SPN 574 – TRANSMISSION SHIFT IN (SPN 574). While a shift is in process, the receiver
PROCESS should not assume that the driveline is either fully
SAE Excerpt: Indicates that the transmission is in engaged or disengaged (i.e., cruise control).
process of shifting from the current gear to the
selected gear. This state is generally ACTIVE during 00b Driveline disengaged
the entire time that the transmission controls the 01b Driveline engaged
vehicle. This includes any transmission clutch control, 10b Error
all engine control sequences, pulling to transmission 11b Not available
neutral, and engaging the destination gear (e.g., until
it is no longer sending commands and/or limits to the
engine). See also SPN 560. (See Figure SPN574_A) Indicates 00b (Driveline disengaged) during all Allison
neutral states, including the “Neutral No Clutches”
state that occurs with some diagnostic faults.
01b (Driveline Engaged) is indicated during Neutral- B.5.16.7. SPN 161 –TRANSMISSION INPUT
to-Range shifts, as soon as some amount of torque SHAFT SPEED
may be transferred to the driveline (prior to full clutch SAE Excerpt: Rotational velocity of the primary shaft
engagement). Once an initial range has been transferring power into the transmission. When a
engaged, 01b remains indicated as long as torque converter is present, it is the output of the
Transmission Current Range is non-neutral. This torque converter.
includes Neutral At Stop operation, except for some
engine applications with particular idle governor Data Length: 2 bytes
characteristics. Resolution: 0.125 rpm / bit, 0 rpm offset
Data Range: 0 to +8031.875 rpm
10b (Error) is indicated in rare diagnostic conditions Operational Range: Same as data range
where the current gear cannot be determined. 11b
(Not Available) is indicated when broadcast is B.5.16.7.1. TCM Parameter Broadcast
disabled, and during the “All Solenoids Off” state 0xFEFF (Error) is indicated during input shaft speed
resulting from diagnostic procedures. sensor faults. 0xFFFF (Not Available) is indicated
when broadcast is disabled.
B.5.16.5. SPN 191 – TRANSMISSION OUTPUT
SHAFT SPEED B.5.16.8. SPN 1482 – SOURCE ADDRESS OF
SAE Excerpt: Calculated speed of the transmission CONTROLLING DEVICE FOR
output shaft. TRANSMISSION CONTROL
SAE Excerpt: The source address of the SAE J1939
Data Length: 2 bytes
device currently controlling the transmission. Its value
Resolution: 0.125 rpm / bit, 0 RPM offset
may be the source address of the ECU transmitting
Data Range: 0 to 8031.875 RPM
the message (which means that no external SAE
J1939 message is providing the active command) or
B.5.16.5.1. TCM Parameter Broadcast the source address of the SAE J1939 ECU that is
currently providing the active command in a TSC1 or
TCM minimum broadcast value thresholds are similar message. Note that if this parameter value is
dependent on the transmission output shaft tone
the same as the source address of the device
wheel in use; see Allison Controls Systems Data for
transmitting it, the control may be due to a message
the values. Depending on sensor gap and
on a non-SAE J1939 data link such as SAE J1922 or
component variation, some applications may read
a proprietary link.
and convey lower output shaft speeds. 0 rpm is
broadcast when the sensor reading drops out. Data Length: 1 byte
Resolution: 1 source address / bit, 0 offset
Per SAE definition, speeds are indicated as positive
values even when the vehicle is moving backwards.
0xFEFF (Error) is indicated during output shaft speed
sensor errors. 0xFFFF (Not Available) is indicated
when broadcast is disabled. TCM parameter broadcast always indicates SA 03, as
the TCM always retains transmission control. Only
B.5.16.6. SPN 607 – PROGRESSIVE SHIFT Allison driveline retarders respond to TSC1
DISABLE commands. 0xFF (Not Available) is indicated when
SAE Excerpt: Command signal used to indicate that broadcast is disabled.
progressive shifting by the engine should be
disallowed.
00b Progressive shift is not disabled

01b Progressive shift is disabled
10b Error
11b Take no action

See PROGRESSIVE SHIFTING.
10b (Error) is not supported. 11b (Take no action) is

indicated when broadcast is disabled.
B.5.17. PGN 61443 – ELECTRONIC 00b Kickdown passive
ENGINE CONTROLLER 2 (EEC2) 01b Kickdown active
10b Error
11b Not available
SAE Excerpt: Transmission Repetition Rate: 50
ms (preferred) or Engine Speed Dependent (if B.5.17.2.1. TCM Parameter Reception
required by application)
TCM may receive parameter for KICKDOWN INPUT.
B.5.17.3. SPN 91 – ACCELERATOR PEDAL
PDU Format .....................................................240 POSITION 1
PDU Specific ........................................................3
Default Priority .....................................................3 SAE Excerpt: The ratio of actual position of the
PGN ............................................ 61,443 (0xF003) analog engine speed/torque request input device
(such as an accelerator pedal or throttle lever) to the
maximum position of the input device. This parameter
For product availability and byte/bit locations, see the is intended for the primary accelerator control in an
J1939 MESSAGE & PARAMETER OVERVIEW application. If an application has only one accelerator
tables. control, use SPN 91.
B.5.17.1. SPN 1437 – ROAD SPEED LIMIT For on-highway vehicles, this will typically be the
STATUS operator’s accelerator pedal. Although it is used as an
SAE Excerpt: Status (active or not active) of the input to determine powertrain demand, it also
system used to limit maximum vehicle velocity. provides anticipatory information to transmission and
ASR algorithms about driver actions.
00b Active
01b Not Active In marine applications, this will typically be the
10b Error operator’s throttle lever.
11b Not Available
If a low idle validation switch is used in conjunction
NOTE – While somewhat inconsistent with other with accelerator pedal position 1, use Accelerator
J1939 status parameters, the states defining 00 = Pedal Low Idle Switch 1, SPN 558.
active and 01 = inactive for Road Speed Limit Status
are NOT typographical errors, and should be Data Length: 1 byte
implemented as stated. Resolution: 0.4% per bit gain, 0% offset
Data Range: 0% to 100%
B.5.17.1.1. TCM Parameter Reception Operational Range: Same as data range
TCM receives parameter for use with ROAD SPEED
LIMITING. B.5.17.3.1. TCM Parameter Reception
TCM receives parameter for use with:
This parameter is one of several used to determine if
shift modulation is based on EEC2 Accelerator Pedal ACCELERATOR PEDAL INPUT
Position 1 or EEC2 Engine Percent Load at Current
Speed. Other parameters that factor into modulation ACCELERATOR PEDAL INPUT – DUAL MODE OFS
source determination include:
— CCVS1 Cruise Control States
— CCVS1 Cruise Control Active ENGINE MANAGEMENT – SEM
— EEC2 Road Speed Limit Status
ENGINE MANAGEMENT – LRTP
— EEC1 Engine Torque Mode
If any of these parameters indicate that pedal
information may not be valid for shift modulation Per SAE, actual, physical accelerator pedal position
purposes, then load information is utilized. should be reflected. If the broadcasting controller
modifies the signal beyond normal A/D filtering, such
B.5.17.2. SPN 559 – ACCELERATOR PEDAL
modifications should only be reflected in other
KICKDOWN SWITCH
parameters, e.g. Driver’s Demand Engine – Percent
SAE Excerpt: Switch signal which indicates whether Torque or Engine Demand – Percent Torque.
the accelerator pedal Kickdown switch is opened or
closed. The kickdown switch is defined in SAE
J1843.
B.5.17.4. SPN 92 – ENGINE PERCENT LOAD AT Typically, cruise and road speed governors using only
CURRENT SPEED vehicle speed and / or acceleration feedback do not
SAE Excerpt: The ratio of the actual percent torque exhibit significant changes in Engine Percent Load at
(indicated) to maximum indicated torque available at Current Speed. The rapid changes described in the
the current engine speed, clipped to zero torque following two sections most often result from the use
during engine braking. of engine speed and / or acceleration feedback in the
controlling governor.
Data Length: 1 byte
Resolution: 1% per bit, 0% offset Full Power Downshifts during Cruise Control or
Data Range: 0% to 250% Road Speed Governing
Operational Range: 0 to 125% Cruise control maintains a set vehicle speed, and
adjusts engine torque output as needed to do so. On
B.5.17.4.1. TCM Parameter Reception steep grades, cruise governors will request maximum
TCM receives parameter for use in functions: available engine torque to maintain the set speed.
Still, the vehicle may slow to a point where a power
ACCELERATOR PEDAL INPUT – DUAL MODE OFS downshift will occur.
CRUISE CONTROL, STANDARD It is understood that minor decreases in Engine

Percent Load at Current Speed may occur during
CRUISE CONTROL, ADAPTIVE these downshifts, due to the combination of increased
engine speed and negative slope on the engine
CRUISE CONTROL, VIA ENGINE PTO torque curve. However, if Engine Percent Load at
GOVERNOR Current Speed drops significantly during this
downshift, the transmission may upshift immediately
DYNACTIVETM SHIFTING afterwards. To avoid this cycling, the following
requirements must be met:
For full power downshifts that occur while against an
ENGINE MANAGEMENT – SEM
active cruise set speed or road speed governor,
ENGINE MANAGEMENT – LRTP Engine Percent Load at Current Speed must not drop
by more than 45% during the shift, and must recover
ENGINE MANAGEMENT – OTL to an absolute value of at least 77% within 900ms of
the end of the shift. These requirements are
ROAD SPEED LIMITING illustrated below:
VEHICLE ACCELERATION RATE LIMITING 100%
Behavior during Engine De-Rate Operation 95%

The calculation of EEC2 Engine Percent Load at
Current Speed during de-rated conditions should 90%
EEC2 Percent Load at Current Speed
always be based on the ratio of current de-rated

than 45% during shift
indicated torque relative to the nominal non-derated 85%

Must not drop more
indicated torque curve.

80%
Behavior during Cruise Control and Road Speed
Governor Operation 75%
To avoid shift cycling and potential transmission
900ms of end of shift
Must recover to at
damage during cruise control or road speed governor

least 77% within
70%
operation, Engine Percent Load at Current Speed
behavior is required to:
65%
— Reflect actual engine conditions with minimal
filtering, and 60%
— Maintain relatively constant values during certain 55%

shift scenarios. Unless the engine is responding to
external TSC1 commands, Engine Percent Load at 50%
Current Speed should not change significantly Downshift in
during shifts that occur while operating under an 45% Process
active cruise control or road speed governor. Time
PERCENT LOAD BEHAVIOR DURING CC OR Speed jumped up by 55% during the upshift, it must
RSG FULL POWER DOWNSHIFTS drop below an absolute value of 89% within 400ms of
the end of the shift to avoid a shift cycle.
Upshifts as Cruise or Road Speed Governor Set
Speed is Approached
1100
As vehicle speed increases, an upshift may occur just 1030 ms
Time (ms) Window to Get Below

as the cruise control or road speed governor set point 1000
89% to Prevent Shift Cycling

is approached. Near the set point, the cruise or road 900
speed governor tapers off the engine torque output, 800
initiating the upshift.
700
If Engine Percent Load at Current Speed jumps 600
significantly during these upshifts, the transmission 500
may downshift immediately afterwards. The increase 400 ms
in Engine Percent Load at Current Speed during the 400
shift impacts the period of time available after the shift 300
in which the value must drop below a threshold to 200
avoid cycling. Requirements are illustrated in the two
100
figures below.
B
10 ms
0
The sequence in the figure below illustrates (A) the 0% +48% +67% +86%
jump in Engine Percent Load at Current Speed value Jump in Percent Load at
during the upshift, and (B) the time window after the A Current Speed During Upshift
shift in which Engine Percent Load at Current Speed
must drop below an absolute value of 89% to prevent
shift cycling. If the value does not peak above 89% PERCENT LOAD TIMING REQUIREMENTS FOR
during the upshift, shift cycling will not be a problem. UPSHIFTS MADE NEAR CC OR RSG SET POINT
100% B.5.17.5. SPN 974 – REMOTE ACCELERATOR

PEDAL POSITION
SAE Excerpt: The ratio of actual position of the

90%
remote analog engine speed/torque request input
device (such as an accelerator pedal or throttle lever)
80% to the maximum position of the input device.
A
For example, in on-highway vehicles this could be an
70% accelerator control device that is external to the
drivers cab or an accelerator that is controlled by a
hand lever from the operator’s seat.
60%
The Remote Accelerator Enable Switch is SPN 969.
B This parameter enables the remote accelerator
50% operation.
40% Data Length: 1 byte

Resolution: 0.4% per bit gain, 0% offset
Data Range: 0% to 100%
Veh. Speed
Cruise Set Speed

Operational Range: Same as data range.
Upshift in B.5.17.5.1. TCM Parameter Reception

Process See ACCELERATOR PEDAL INPUT – DUAL MODE
Time OFS.
PERCENT LOAD BEHAVIOR DURING UPSHIFTS B.5.17.6. SPN 29 – ACCELERATOR PEDAL

MADE NEAR CRUISE OR RSG SET POINT POSITION 2
SAE Excerpt: The ratio of actual position of the
The figure below defines the “recovery time” second analog engine speed/torque request input
requirements associated with the Engine Percent device (such as an accelerator pedal or throttle lever)
Load at Current Speed increase during the upshift. to the maximum position of the input device. This
For example, if Engine Percent Load at Current parameter is intended for secondary accelerator
control in an application. If an application has only one 01b Limit active
accelerator control, use SPN 91. 10b Error
11b Not available
In marine applications, this will typically be the
operator’s second throttle lever. NOTE: The effect of emission control limits, such as
engine exhaust smoke control, are specifically
If a low idle validation switch is used in conjunction excluded; they are not considered to be part of a
with accelerator pedal position 2, use Accelerator function to limit vehicle acceleration.
Pedal Low Idle Switch 2, SPN 2970.
NOTE – See SPNs 91, 28, and 974 for additional See VEHICLE ACCELERATION RATE LIMITING.
accelerator position parameters.
B.5.17.10. SPN 3357 – ACTUAL MAXIMUM
Data Length: 1 byte AVAILABLE ENGINE – PERCENT
Resolution: 0.4% per bit gain, 0% offset TORQUE
Data Range: 0% to 100% SAE Excerpt: This is the maximum amount of torque
Operational Range: Same as data range. that the engine can immediately deliver as a
percentage of the reference engine torque (SPN
544). The Actual Maximum Available Engine -
See ACCELERATOR PEDAL INPUT – DUAL MODE Percent Torque shall take into consideration all
OFS. engine torque derates (e.g. air fuel ratio control
(AFC), noise control, etc.) that could potentially be
B.5.17.7. SPN 5399 – DPF THERMAL active in the system. This parameter differentiates
MANAGEMENT ACTIVE
itself from the engine percent torque points 1 through
SAE Excerpt: Indicates that the exhaust 5 of the engine configuration map because it takes
temperatures have been elevated for regeneration of into account all dynamic internal inputs such as AFC
the diesel particulate filter aftertreatment system or in and that it is updated on a 50ms basis.
preparation of regeneration of the diesel particulate
aftertreatment system. Data Length: 1 byte
Resolution: 0.4% per bit, 0% offset
00b DPF Thermal Management is not active Data Range: 0 to 100%
01b DPF Thermal Management is active Operational Range: Same as data range.
10b Reserved
11b Don't care B.5.17.10.1. TCM Parameter Reception
B.5.17.7.1. TCM Parameter Reception See DYNACTIVETM SHIFTING.
See EMISSION CONTROL SYSTEMS – DPF/SCR.
B.5.17.8. SPN 5400 – SCR THERMAL

MANAGEMENT ACTIVE
SAE Excerpt: Indicates that the exhaust
temperatures have been elevated for regeneration of
the SCR aftertreatment system or in preparation of
regeneration of the SCR aftertreatment system.
00b SCR Thermal Management is not active

01b SCR Thermal Management is active
10b Reserved
11b Don't care

B.5.17.9. SPN 2979 – VEHICLE ACCELERATION

RATE LIMIT STATUS
SAE Excerpt: Status (active or not active) of the
system used to limit maximum forward vehicle
acceleration.
00b Limit not active
B.5.18. PGN 61444 – ELECTRONIC The bit states map as follows:
ENGINE CONTROLLER 1 (EEC1)
Bit
SAE Excerpt: Transmission Repetition Rate: State Engine Torque Mode
Engine Speed Dependent
0000b Low idle governor / no request (Default)
Data Length ............................................... 8 bytes 0001b Accelerator Pedal / operator selection
PDU Format .....................................................240 0010b Cruise control 
PDU Specific ........................................................4 0011b PTO governor
Default Priority .....................................................3 0100b Road speed governor 
PGN: ........................................... 61,444 (0xF004) 0101b ASR control 
0110b Transmission control
0111b ABS control
For product availability and byte/bit locations, see the 1000b Torque limiting
J1939 MESSAGE & PARAMETER OVERVIEW 1001b High speed governor
tables. 1010b Braking system
1011b Remote accelerator
B.5.18.1. SPN 899 – ENGINE TORQUE MODE 1100b Service Procedure
SAE Excerpt: State signal which indicates which 1101b Not defined
engine torque mode is currently generating, limiting, 1110b Other
or controlling the torque. Note that the modes are not 1111b Not Available
in prioritized order. Not all modes may be relevant for
a given device. Some devices may not implement all
functions. For typical priorities refer to Figures
shift modulation is based on EEC2 Accelerator Pedal
SPN512_A and SPN512_B for engine control and
Tables SPN518_A to SPN518_B for retarder control.
Speed. Other parameters that factor into modulation
The data type of this parameter is measured.
Mode 0000b means “No request”: engine torque may
range from 0 to full load only due to low idle governor
output.
— CCVS1 PTO Governor State
Modes 0001b to 1110b indicate that there is either a — EEC2 Road Speed Limit Status
torque request or the identified function is currently
controlling the engine. Engine torque may range from
information may not be valid for shift modulation
0 (no fueling) to the upper limit.
purposes, then load information is utilized.
B.5.18.2. SPN 512 – DRIVER’S DEMAND
TCM may receive parameter for use in functions: ENGINE – PERCENT TORQUE
AUTOMATIC TRACTION CONTROL SAE Excerpt: The requested torque output of the
engine by the driver. It is based on input from the
CRUISE CONTROL, STANDARD following requestors external to the powertrain:
operator (via the accelerator pedal), cruise control
CRUISE CONTROL, ADAPTIVE and/or road speed limit governor. Dynamic
commands from internal powertrain functions such as
ROAD SPEED LIMITING smoke control, low- and high-speed engine
governing; ASR and shift control are excluded from
Support for states marked  below is required if the this calculation. The data is transmitted in indicated
vehicle is equipped with the related feature or option torque as a percent of the reference engine torque.
and Engine Torque Mode is used to meet the See PGN 65251 for the engine configuration
minimum given function requirements. Refer to the message. Several status bits are defined separately
functions listed above for details. to indicate the request which is currently being
honored. This parameter may be used for shift
scheduling.
Data Length: 1 byte

Resolution: 1% per bit, -125% offset
Data Range: -125% to +125%
Operational Range: 0 to 125%
B.5.18.2.1. TCM Parameter Reception B.5.18.5. SPN 1483 – SOURCE ADDRESS OF
See DYNACTIVETM SHIFTING. CONTROLLING DEVICE FOR ENGINE
CONTROL
B.5.18.3. SPN 513 – ACTUAL ENGINE – SAE Excerpt: The source address of the SAE
PERCENT TORQUE J1939 device currently controlling the engine. It is
SAE Excerpt: The calculated output torque of the used to expand the torque mode parameter in cases
engine. The data is transmitted in indicated torque as where controls in response to a TCM that is not listed.
a percent of reference engine torque (see the Engine Its value may be the source address of the TCM
Configuration message, PGN 65251). The engine transmitting the message (which means that no
percent torque value will not be less than zero and it external SAE J1939 message is providing the active
includes the torque developed in the cylinders command) or the source address of the SAE J1939
required to overcome friction. TCM that is currently providing the active command
in a TSC1 or similar message. Note that if this
Data Length: 1 byte parameter value is the same as the source address
Resolution: 1% per bit, -125% offset of the device transmitting it, the control may be due to
Data Range: -125% to +125% a message on a non-J1939 data link such as SAE
Operational Range: 0 to 125% J1922 or a proprietary link.
B.5.18.3.1. TCM Parameter Reception Data Length: 1 byte

TCM receives parameter for use in functions: Resolution: 1 source address/bit, 0 offset
DYNACTIVETM SHIFTING Operational Range: 0 to 253
DYNAMIC SHIFT SENSING B.5.18.5.1. TCM Parameter Reception

TCM receives parameter for use in functions:
If an engine fails to respond to LRTP torque limits, a
B.5.18.4. SPN 190 – ENGINE SPEED
DTC is logged; this parameter indicates what vehicle
SAE Excerpt: Actual engine speed which is device may have interfered with the engine control.
calculated over a minimum crankshaft angle of 720 See function for details.
degrees divided by the number of cylinders.
B.5.18.6. SPN 2432 – ENGINE DEMAND –
Data Length: 2 bytes PERCENT TORQUE
Resolution: 0.125 rpm/bit, 0 offset SAE Excerpt: The requested torque output of the
Data Range: 0 to 8031.875 rpm engine by all dynamic internal inputs, including smoke
Operational Range: Same as data range control, noise control and low and high speed
governing.
See ENGINE SPEED INPUT. Data Length: 1 byte
Resolution: 1%/bit, -125% offset
Data Range: -125 to 125%
Operational Range: -125% to 125%
Background:
During periods of TSC#1 engine control, other

devices on the J1939 network may wish to know
where the engine wants to go once it is released from
TSC#1 control. In order for option transitions of
driveline torque between different devices, it
becomes necessary to understand the engine’s
desired torque for all phases of a TSC#1 control
sequence.
Driver’s Demand Engine – Percent Torque (SPN 512) Actual Engine – Percent Torque parameter. When
provides a partial prediction of the torque the engine the engine is being controlled via a TSC#1 message,
wishes to produce after a TSC#1 command is it is necessary for the engine controller to calculate
removed. Included in Driver’s Demand Torque are what its’ target torque would be if there were no
external requestors to the powertrain such as external commands being received. This “runner up”
accelerator pedal, cruise control, and road speed limit in engine control will come from internal dynamic
governors. However, excluded from DDT are (1) engine commands.
dynamic commands within the powertrain such as
smoke control, noise control, and low and high speed In the calculation of Actual Engine – Percent Torque,
engine governing, and (2) external TSC#1 commands the output of the engine’s idle governor must be
to the engine such as those generated by traction considered, along with the impact of the engine’s full
control, unless SPN 3350 in the received TSC1 load governor, smoke controls and other internal
message is equal to P1 (Accelerator Pedal / Operator limiting logic. In the determination of the Engine
Selection), P2 (Cruise Control), P3 (PTO Governor), Demand Torque parameter, these same engine logic
or P4 (Road Speed Governor). Since those control components are needed, as indicated in Figure SPN
purposes originate from the driver, they shall be 2432_A. However, there is a significant difference:
included in the calculation of DDT. These components only affect the Actual Engine –
Percent Torque parameter determination if they are
For a controller to properly determine the engine’s the component actively controlling the engine. In
desired output torque during a TSC#1 sequence, it EDT, any of these components will be used to
needs knowledge of the torque being scheduled by all calculate EDT if they are the “runner up” for engine
active controls within the engine. Since DDT control. Even though these components may lose in
excludes many of these active controllers from its the engine’s internal control arbitration, the engine
calculation, it cannot be used to accurately predict the output torque that they would produce if in command
desired output torque. The effects of the external needs to be found to determine EDT.
TSC#1 commands can be approximated by other
devices by means of monitoring TSC#1 messages to If speed governors are involved in determining these
the engine; however the effects of the engine’s components of the EDT calculation, any of the
internal dynamic commands are completely unknown following 3 special cases may need to be addressed:
and cannot be estimated.
Special Case #1: Speed Governors
Actual Engine – Percent Torque (SPN 513) provides
a window to the engine’s desired torque output when If the engine governor referenced in Figure SPN
no TSC#1 commands are actively controlling the 2432_A is a speed-based governor instead of a
engine. However, when the engine is responding to throttle table arrangement, a new challenge is
TSC#1 commands, the Actual Engine – Percent presented in determining EDT. Since the speed
Torque parameter is no longer indicative of the torque governor output is directly influenced by the TSC#1
that the engine will produce once those TSC#1 command in control (for example, integrator anti-
commands are removed. windup logic), the speed governor’s output during
TSC#1 commands cannot be used to calculate EDT.
In simplest terms, Engine Demand – Percent Torque
(or “EDT”) contains the engine’s internal dynamic Instead, an approximation of the speed governor
commands that are excluded from the Driver’s output without the effects of any TSC#1 commands is
Demand Engine – Percent Torque definition, required for use in the EDT calculation.
including smoke control, noise control, and low and “Approximation” refers to removing the effects of
high speed governing. With this additional piece of integrator terms and any other dynamic components
information, devices on the network that are that result from the controlling TSC#1 commands. All
controlling the engine via TSC#1 messages can elements affecting the speed governor reference
determine the torque direction of the engine once the should be included before the reference is translated
current TSC#1 command is relinquished. into terms of torque.
It is important to note that the proposed EDT All control algorithms with dynamic elements (e.g.,
parameter is used as information. The addition of the speed governors) that execute during TSC#1
EDT parameter should in no way cause a change to commands need to have their outputs replaced by
the engine’s actual torque command architecture. “steady-state” approximations for use in the EDT
calculation. Again note that these approximations are
EDT Calculation: for use only in the EDT calculation; the actual engine
control logic remains unchanged.
When no devices are controlling the engine via
TSC#1 messages, the value of EDT is equal to the Figure SPN2432_B illustrates EDT and speed
governor output during a typical control sequence.
ATI 5 Gen Controls Datalink Communications – August 10, 2020
th SAE J1939 – 251
The output of the speed governor may tend to lag the droop governors with fast responding integrator anti-
engine’s torque trace during and after the TSC#1 windup / integrator resetting:
command sequence. Note however that the TSC#1’s
influence is not factored into EDT; only when the Upon a TSC#1 message actively controlling engine
command sequence ends or is no longer winning in torque, save the last value of torque commanded
terms of engine control arbitration do the dynamic by the speed governor (τSGo) and the last value of
effects of the speed governor(s) appear in the EDT
signal. speed governor error (εSGo).
One method of converting the speed governor During this control sequence, calculate speed
reference to torque is shown in Figure SPN2432_C. governor error (εSGi)
The inputs of current engine speed, accelerator pedal
position and the shape of the governor droop curves Calculate an estimated torque for EDT determination
can be used to find the equivalent torque output of the use:
governor. A lookup table or calculation could be
used. τSGestimated = τSGo + KpSG * (εSGo- εSGi )
Special Case #2: “Steep” or zero droop speed where KpSG is the speed governor proportional gain
governors
Special Case #3: “Slow Response” Speed Governors
Using a steady-state approximation with a “steep” or
zero droop speed governor can cause large EDT If the speed governor dynamic elements are slow to
respond to a 1 second torque derate, then the speed
changes over small speed changes. For example, if
governor can simply be executed during the TSC#1
a cruise control governor has a zero droop and the
vehicle speed is just below the cruise set speed, the event and the output used directly in determining
EDT. This is an alternative for a speed governor
steady-state torque approximation using the method
which does not contain an integrator, or if the
described previously is very large. If vehicle speed
integrator anti-windup logic is slow to respond. A
increases a small amount to above the cruise set
guideline for “slow response” is that the governor
speed, the steady-state torque approximation
becomes very small or zero. output after 1 second of torque limiting has only
moved 1/3 of the way to the limit, as shown for
As a result, a more accurate steady-state torque example in Figure SPN2432_E.
approximation is needed when steep droop
governors are involved. A steep droop speed
governor is defined as having a droop slope greater TCM receives parameter for use in functions:
than 0.2% actual torque per rpm as seen below in
Figure SPN2432_D. DYNACTIVETM SHIFTING
The following method can be used to determine a ENGINE MANAGEMENT – SEM

steady-state torque approximation for steep or zero
TSC#1 c ontr ol modes
- Normal Driver's demand % torque
- Speed c ontrol
- Torque control TSC#1 fr om any
- Speed/torque limit c ontr ol source address
(not shown in this figure)
Override
control
mode Powertrain
priority demand % Engine's desired operating speed
Engine governor torque
(throttl e or s peed)
Max
Cruise or PT O Actual engine % torque
Min Control mode Max Min
gover nor
Road s peed
gover nor Idle governor Full load governor
(including fricti on Smoke control
loss) Noise control
Max Min Engine demand % torque

Remar ks:
1) Contr ol modes ar e defined in s ection 4.2.3.1
2) Powertrai n demand % torque is us ed to Inter nal
calc ulate the engine's desired operati ng speed components of
3) Blac k boxes ar e engine c ontroller functi ons EDT
FIGURE SPN2432_A – TORQUE COMMANDS AND CALCULATIONS WHEN A “MAXIMUM LOW IDLE”
TECHNIQUE IS USED
TSC#1 Torque Limit

Speed Governor Output
Vehicle Demand Torque
Speed Governor Output Approximation for VDT
EDT reflects the equivalent

Speed governor torque of the actual speed
approximations for EDT governor output when the
do not reflect the effects external device is no longer
of the TSC#1 command. winning engine control.
Torque
Time
FIGURE SPN2432_B – EDT AND SPEED GOVERNOR OUTPUT RELATIONSHIP DURING A CONTROL
SEQUENCE
Full load governor Example operating point
(torque curve)
Steady-state approximation of
Lines of constant
accelerator pedal
torque for EDT position (droop curves)
60
80
40
20
%
%
%
Engine Speed
FIGURE SPN2432_C – FINDING EDT TORQUE APPROXIMATION FOR A SPEED GOVERNOR
Full load governor

(torque curve)
Actual Engine - Percent Torque
Slope > 0.2%Torque /

RPM is considered
"steep droop"
Engine Speed
FIGURE SPN2432_D – EXAMPLE OF "STEEP DROOP" SPEED GOVERNOR
Transmission Torque Command Less than 1/3 of the
70 Speed Governor Output way an applied torque
limit in 1 second
Actual Engine - Percent Torque
60
50
40
30
20
10
0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0
Time
FIGURE SPN2432_E – EXAMPLE OF “SLOW TO RESPOND” SPEED GOVERNOR
B.5.19. PGN 61445 – ELECTRONIC 5-Spd TC10
TRANSMISSION CONTROLLER 2 Allison Terminology 6-Spd 7-Spd 10-Spd
(ETC2)
All Neutral states ............... 125 ....... 125......... 125
Neutral At Stop active ........ 126 ........ NA......... 126
SAE Excerpt: Low ..................................... NA ....... 126.......... NA
Transmission Repetition Rate.................... 100 ms 1st ....................................... 126 ....... 127......... 126
Data Length ............................................... 8 bytes 2nd ...................................... 127 ....... 128......... 127
PDU Format .....................................................240 3rd ....................................... 128 ....... 129......... 128
PDU Specific ........................................................5 4th ....................................... 129 ....... 130......... 129
Default Priority .....................................................6 5th ....................................... 130 ....... 131......... 130
PGN ............................................ 61,445 (0xF005) 6th ....................................... 131 ....... 132......... 131
7th ........................................ NA ........ NA......... 132
For product availability and byte/bit locations, see the 8th ........................................ NA ........ NA......... 133
J1939 MESSAGE & PARAMETER OVERVIEW 9th ........................................ NA ........ NA......... 134
tables. PGN is broadcast from SA 03 unless all 10th ...................................... NA ........ NA......... 135
parameters are disabled via VEPS. 1st Reverse ........................ 124 ....... 124......... 124
2nd Reverse ......................... NA ....... 123......... 123
B.5.19.1. SPN 524 – TRANSMISSION SELECTED Park ................................... 251 ........ NA.......... NA
GEAR Error State ......................... 254 ....... 254......... 254
SAE Excerpt: The gear that the transmission will
attempt to achieve during the current shift if a shift is
in progress, or the next shift if one is pending (i.e., Relationship with Shift Inhibits
waiting for torque reduction to initiate the shift).
When the operator attempts a Neutral-to-Range shift
while inhibit conditions exist, Transmission Selected
Data Length: 1 byte
Gear reflects the intended range during a “grace
Resolution: 1 gear value / bit, -125 offset
period” in which the transmission may make the shift
Data Range: -125 to 125
– if the inhibit clears during this period. Once this
Operational Range: -125 to +125, negative values
grace period expires, Transmission Selected Gear
are reverse gears, positive
reverts back to indicating Neutral. The driver must
values are forward gears, zero
correct the condition and re-select the desired range
is neutral. 251 (0xFB) is park.
before the transmission will attempt to shift out of
B.5.19.1.1. TCM Parameter Broadcast Neutral. Depending on the inhibit, the grace period
ranges from 0.5 to 3 seconds.
Used in:
This functionality gives these engines the option to
EMISSION CONTROL SYSTEMS – DPF / SCR
monitor Transmission Selected Gear and determine if
NEUTRAL INDICATOR stationary DPF regeneration should be aborted due
to an operator’s desire to shift into range. Since
REVERSE WARNING INDICATOR stationary regeneration often involves increased
engine speeds, the grace period gives engines time
0xFE (Error) may be broadcast when there are faults to decelerate to an acceptable rpm level such that the
associated with the inputs used to derive this transmission will go ahead and shift into range.
parameter. 0xFF (Not Available) is indicated when
broadcast is disabled; other broadcast values are The following examples illustrate Transmission
shown below. Differences between 3000/4000 Requested Gear content for three scenarios:
Series 6-speed and 7-speed applications are
— A normal N-to-D shift with no inhibits present,
highlighted in bold text.
— A N-to-D shift attempt during an active inhibit, and
— A N-to-D shift where the initial inhibit clears during
the grace period.
Normal N-to-D shift (No inhibit) 3. Transmission Selected Gear reflects that the
TCM is planning to go into 1st range when it
Do conditions makes its next shift.
exist that would
inhibit a shift? NO 4. If the inhibit still exists when the grace period
expires, the TCM activates the range inhibit
Shift D indicator, and no shift occurs. The operator must
Selector correct the inhibit condition and re-select the
Position N range in order to get into gear. The TCM sets
Transmission Selected Gear back to Neutral,
ETC2 1st indicating that it is no longer attempting to shift
Transmission into range.
Selected Gear N
N-to-D shift, inhibit condition clears during
ETC7 ‘grace period’
Shift Inhibit
Indicator 002
Do conditions YES
exist that would
inhibit a shift? NO
SEQUENCE 1 2 3
Shift D
Selector
1. The shift selector is in Neutral, and no conditions Position N
exist that could inhibit a Neutral-to-Range shift.
ETC2 1st
2. The selector is put into Drive. Transmission
Selected Gear N
3. Shortly thereafter, Transmission Selected Gear
reflects that the TCM is planning to go into 1st ETC7 012
range when it makes its next shift. Shift Inhibit
Indicator 002
N-to-D shift attempt while inhibit present
‘GRACE PERIOD’
Do conditions YES
exist that would
inhibit a shift? SEQUENCE 1 2 3 4
Shift D
Selector
Position N 1. The selector is in Neutral, and conditions exist
that will inhibit a Neutral-to-Range shift request.
ETC2 1st
Transmission 2. The selector is put into Drive, and the grace
Selected Gear N N period is started.
ETC7
3. Shortly after the operator selects Drive,
012
Shift Inhibit Transmission Selected Gear reflects that the
Indicator 002 TCM is planning to go into 1st range.
4. Since the inhibit clears during the grace period,

‘GRACE PERIOD’
the transmission proceeds to shift into 1st range.
SEQUENCE 1 2 3 4
1. The selector is in Neutral, and conditions exist

that will inhibit a Neutral-to-Range shift request.
2. The selector is put into Drive. A “grace period” is

started, where the TCM will make the shift if the
inhibit source clears within the grace period.
Relationship with Automatic Neutral Functions Data Length: 1 byte
For automatic Neutral functions that require operator Resolution: 1 gear value / bit, -125 offset
shift selector input to initiate the return to range (e.g. Data Range: -125 to +125,
ANSI), Transmission Selected Gear will indicate 0 as Operational Range: -125 to +125, negative values
soon as the shift to Neutral is made. This is because are reverse gears, positive
the TCM has no intention of shifting to a different values are forward gears, zero
range until commanded to do so by the operator. is neutral. 251 (0xFB) is park.
For automatic Neutral functions where the return to B.5.19.3.1. TCM Parameter Broadcast
range can occur without shift selector input, Values are identical to those in SPN 524. Used in:
Transmission Selected Gear will indicate a non-
Neutral range (e.g. 1) while the function is active. EMISSION CONTROL SYSTEMS – DPF / SCR
These include:
NEUTRAL INDICATOR
— GPI AG (AUTOMATIC NEUTRAL – DUAL INPUT)
0xFE (Error) may be broadcast when there are faults
associated with the inputs used to derive this
— GPI AK (AUTOMATIC NEUTRAL – DUAL INPUT
parameter. 0xFF (Not Available) is indicated when
WITH SERVICE BRAKE STATUS)
broadcast is disabled.
— GPI CA (AUTOMATIC NEUTRAL – BRAKE- B.5.19.4. SPN 162 – TRANSMISSION
BASED (BBAN) INPUT) REQUESTED RANGE
— GPI CN (AUTOMATIC NEUTRAL – DUAL INPUT SAE Excerpt: Range selected by the operator.
WITH AUTOMATIC RETURN TO RANGE), or the Characters may include P, Rx, Rx-1...R2, R1, R, Nx,
J1939-based equivalent Nx-1...N2, N1, N, D, D1, D2..., Dx, L, L1, L2..., Lx-1,
1, 2, 3,... If only one character is required, the second
This is because the TCM does intend to initiate a shift character shall be used and the first character shall
as soon as operating conditions warrant. Maintaining be a space (ASCII 32) or a control character (ASCII 0
the non-Neutral indication helps prevent operation of to 31). If the first character is a control character, refer
other vehicle functions (e.g. DPF regeneration) while to the manufacturer’s application document for
the transmission is in a more “temporary” Neutral definition.
state.
B.5.19.2. SPN 526 – TRANSMISSION ACTUAL Resolution: ASCII, 0 offset
GEAR RATIO Data Range: 0 to 255 per byte
SAE Excerpt: Actual ratio of input shaft speed to Operational Range: Same as data range
output shaft speed.
Data Length: 2 bytes Used for RANGE DISPLAY – REQUESTED RANGE.
Resolution: 0.001 / bit, 0 offset 0xFFFF (Not Available) is indicated when broadcast
Data Range: 0 to 64.255 is disabled.
Data format is set by VEPS [30210] ETC2 RANGE
B.5.19.2.1. TCM Parameter Broadcast PARAMETER FORMAT:
0xFEFF (Error) may be broadcast when there are
5TH GEN FORMAT (Default Answer)
faults associated with the inputs used to calculate this
parameter. 0xFFFF (Not Available) is indicated when Characters in bytes 5 and 6 are “right justified”.
For single digit ranges, byte 5 is ALWAYS an ASCII
B.5.19.3. SPN 523 – TRANSMISSION CURRENT space (ASCII 32) and byte 6 contains the requested
GEAR range ASCII equivalent (P, R, N, 9, 8, 7, 6, 5, 4, 3, 2,
and 1). For two digit ranges, both bytes contain
SAE Excerpt: The gear currently engaged in the
characters. In applications using the 2nd Reverse
transmission or the last gear engaged while the
feature, first reverse is conveyed as “R1”, and second
transmission is in the process of shifting to the new or
reverse is conveyed as “R2”.
selected gear. Transitions toward a destination gear
will not be indicated. Once the selected gear has been 4TH GEN COMPATIBLE
engaged then Transmission Current Gear (SPN 525)
The character in byte 5 is the requested range ASCII
will reflect that gear.
equivalent (P, R, r, N, 7, 6, 5, 4, 3, 2, 1). “r” indicates
2nd Reverse. Byte 6 is ALWAYS an ASCII space B.5.19.5. SPN 163 – TRANSMISSION CURRENT
(ASCII 32). RANGE
SAE Excerpt: Range currently being commanded by
Error State Support the transmission control system. Characters may
3000/4000 Series and TC10 applications with J1939- include P, Rx, Rx-1...R2, R1, R, Nx, Nx-1...N2, N1, N,
based shift selectors will indicate ASCII 0 (Error) if D, D1, D2..., Dx, L, L1, L2..., Lx-1, 1, 2, 3,... If only
TC1 Transmission Requested Gear reception is lost one character is required, the second character shall
from the active shift selector. be used and the first character shall be a space
(ASCII 32) or a control character (ASCII 0 to 31). If
Impact of Preselects on Parameter Content the first character is a control character, refer to the
manufacturer’s application document for definition.
Is Preselect Value Reflected in ETC2
Transmission Requested Range?
Resolution: ASCII, 0 offset
Function or TCM 1000 3000
Data Range: 0 to 255 per byte
Logic Requesting a / 2000 / 4000
Preselect Range Series Series TC10
PSR via shift selector Yes Yes Yes
Used for RANGE DISPLAY – RANGE ATTAINED.
PSR via GPI CB Yes Yes Yes
0xFFFF (Not Available) is indicated when broadcast
PSR via J1939 Yes Yes Yes
is disabled.
Engine Brake Preselect No Yes Yes Data format is set by VEPS [30210] ETC2 RANGE
Grade Braking Preselects (1) No Yes Yes PARAMETER FORMAT:
PTO 1st Gear Preselect NA NA Yes
Reverse Inhibit w/PSR No Yes NA 5TH GEN FORMAT (Default Answer)
BBAN (GPI CA) Preselects Yes Yes NA The characters in bytes 7 and 8 are “right justified”.
Transmission Sump Temp. No No No For single digit ranges, byte 7 is ALWAYS an ASCII
Engine Coolant Temp. No No No space (ASCII 32) and byte 8 contains the attained
range ASCII equivalent (P, R, N, 9, 8, 7, 6, 5, 4, 3, 2,
Overdrive Disable (GPI AR) Yes NA NA and 1). For two digit ranges, both bytes contain
Wired 6-5-4 selection Yes NA NA characters. In applications using the 2nd Reverse
Range Selection Mode Yes NA NA feature, first reverse is conveyed as “R1”, and second
reverse is conveyed as “R2”.
Retarder operation NA No NA
Retarder Sump Temp. NA No NA 4TH GEN COMPATIBLE
Retarder Coolant Temp. NA No NA The character in byte 7 is the attained range ASCII
Direct Hold (GPI CE) NA No NA equivalent (P, R, r, N, 7, 6, 5, 4, 3, 2, 1). “r” indicates
D1 Selection (GPI B) NA Yes NA 2nd Reverse. Byte 8 indicates torque converter lockup
Auto 2-1 Preselect (GPI BD) NA Yes NA clutch status, where ASCII 67 (“C”) indicates
Auxiliary Hold (GPI G) NA Yes NA converter operation, and ASCII 76 (“L”) indicates
lockup operation.
(1) Includes preselects associated with [22050]
PRESELECTS: Automatic Level of
Preselect Range during Cruise Control and
[17132] GRADE BRAKING /
REGENERATION INPUT.
B.5.20. PGN 61452 – ELECTRONIC B.5.20.3.1. TCM Parameter Broadcast
TRANSMISSION CONTROLLER 8 0xFEFF is indicated during speed sensor errors.
(ETC8) 0xFFFF (Not Available) is indicated when broadcast
is disabled.
ms when torque converter unlocked, 100 ms
when torque converter locked.

PDU Format .....................................................240
PDU Specific ......................................................12
PGN ........................................... 61,452 (0xF00C)
B.5.20.1. TCM MESSAGE BROADCAST

parameters are disabled via VEPS.
B.5.20.2. SPN 3030 – TRANSMISSION TORQUE

CONVERTER RATIO
SAE Excerpt: Ratio of transmissions torque
converter output torque to torque converter input
torque at current speed. The ratio of 1.000 (03 E8 h)
indicates torque converter lockup. If the ratio is less
than 1 and the ratio cannot be properly determined it
shall be set to a value of FB00 hex. Ratios above 1
indicate torque converter multiplication.

Resolution: 0.001 / bit, 0 offset
Data Range: 0 to 64.255

Parameter provided for ELECTRONIC BRAKING
SYSTEMS (EBS) use. 0xFEFF (Error) is indicated if
an engine speed or turbine speed sensor error
occurs. 0xFFFF (Not Available) is indicated when
B.5.20.3. SPN 5052 – TRANSMISSION CLUTCH /

CONVERTER INPUT SPEED
SAE Excerpt: Rotational velocity of the input to a
transmission's master clutch or torque converter. In
most cases the rotational velocity will be the same as
engine flywheel speed unless there is an intermediate
device, such as a power divider, between the engine
and the clutch / converter.

Resolution: 0.125 rpm / bit, 0 offset
Data Range: 0 to 8,031.875 rpm
B.5.21. PGN 61712 – BRAKES 2 (B2)
SAE Excerpt: Contains information on brake

control.
Transmission Repetition Rate: Every 1 s and on

change but not faster than 20 ms.

PDU Format .....................................................241
PDU Specific ......................................................16
PGN ............................................ 61,712 (0xF110)

tables.
B.5.21.1. SPN 8484 – DEMANDED BRAKE

APPLICATION PRESSURE
SAE Excerpt: Gage pressure of the compressed air
or fluid in the vehicle braking system that is used to
apply brake shoes (or pads) against the brake drums
(or discs). This is the brake application pressure
demanded by the vehicle operator and / or another
vehicle system.

Resolution: 0.1 kPa / bit, 0 offset
Data Range: 0 to 6425.5 kPa

See NEUTRAL AT STOP INPUT.
e1  ex Transmission Mode Label, Mode 5
B.5.22. PGN 64839 – TRANSMISSION
ASCII * Delimiter
MODE LABELS (TML)
f1  fx Transmission Mode Label, Mode 6
SAE Excerpt: ASCII text string describing a ASCII * Delimiter
manufacturer-specific Transmission Mode. This g1  gx Transmission Mode Label, Mode 7
PGN may contain up to 8 instances of the ASCII * Delimiter
Transmission Mode Label field (for Transmission
Mode 1 through Transmission Mode 8) with each h1  hx Transmission Mode Label, Mode 8
separated by the asterisk (*) delimiter character.
The Mode Labels are placed in increasing order of EXAMPLE – Delimiter use when label support
the mode number (i.e. Mode 1 label is first, varies:
followed by Mode 2 label, etc). It is not necessary aaaaaaaa*bbbbbbbbbbb****** (Modes 1 & 2)
to include text for each mode; however, the
delimiter is always required for each, i.e. the data *bbbbbbbb****** (Mode 2 only)
field must include all 8 asterisk delimiters even if *bbbbbbbb**dddd**** (Modes 2 & 4 only)
the application does not provide label data for
each of the modes. EXAMPLE – A transmission supporting a
“NORMAL” operating mode in Transmission Mode
NOTE – The ASCII character “*” is reserved as the 1, and a “PLOW” mode in Transmission Mode 2
delimiter might send:
Transmission Repetition Rate.............. On request Data Dec ASCII Data Dec ASCII
Data length............................................... Variable Byte Value Value Byte Value Value
PDU format ......................................................253
PDU specific ......................................................71 1 78 “N” 10 79 “O”
Default priority ......................................................7 2 79 “O” 11 87 “W”
Parameter Group Number .......... 64839 (0xFD47) 3 82 “R” 12 42 *
4 77 “M” 13 42 *
SAE Excerpt (J1939-71 Appendix D): Conveys 5 65 “A” 14 42 *
ASCII “labels” for each of the manufacturer- 6 76 “L” 15 42 *
specified TC1 Transmission Mode “x” / ETC7 7 42 * 16 42 *
Transmission Mode Indicator “x” pairs. Intended 8 80 “P” 17 42 *
for use with on-board or service tool displays. 9 76 “L”
There are up to 8 fields (for Transmission Mode 1
through Transmission Mode 8), and each is B.5.22.1. TCM MESSAGE BROADCAST
separated by an ASCII asterisk delimiter “*”. It is
Parameters marked  may be broadcast from SA 03
not necessary to include all fields; however, the
(Transmission #1). Broadcast support is defaulted off.
delimiter is always required.
The TCM only responds to TML requests if one or
more TML parameters are enabled via VEPS.
Data byte arrangement:
TML broadcast length is always > 8 bytes, therefore
a1…ax * a1…bx * c1…cx * d1…dx * e1…ex * f1…fx * destination-specific requests result in destination-
g1…gx * h1…hx specific responses via RTS / CTS, and global
requests result in global responses via BAM.
…where, if applicable:
Byte Byte Contents

a1  ax Transmission Mode Label, Mode 1 
ASCII * Delimiter
b1  bx Transmission Mode Label, Mode 2 
ASCII * Delimiter
c1  cx Transmission Mode Label, Mode 3
ASCII * Delimiter
d1  dx Transmission Mode Label, Mode 4 
ASCII * Delimiter
B.5.22.2. SPN 4254 – TRANSMISSION MODE
LABEL
SAE Excerpt: Conveys ASCII “labels” for each of the
manufacturer-specified TC1 Transmission Mode “x” /
ETC7 Transmission Mode Indicator “x” pairs.
Intended for use with on-board or service tool
displays.
NOTE – Non-printable or non-graphic ASCII

characters are not allowed, and the ASCII character
“*” is reserved as a delimiter.
Data Length: Variable – up to 25 bytes

followed by an "*" delimiter
Operating Range: Same as data range

NOTE: OEMs currently using the TML
message or considering its use should
contact their Allison Application Engineer.
Allison is considering discontinuing TML
support at some point in the future.
Parameters are disabled in all calibrations unless the

Mode 1, Mode 2, and/or Mode 4 Transmission Mode
Label broadcasts are individually enabled via VEPS.
Mode 1 and Mode 2 are only available in 3000 and
4000 Series applications. Mode 4 is available in 3000,
4000, and TC10 Series applications.
Transmission Mode Label, Mode 1 expresses the

shift schedule associated with Primary Mode
operation. The text string “PRIMARY SHIFT SCHED”
is always conveyed.

shift schedule or functionality associated with
Secondary Mode operation. The text string “2ND
SHIFT SCHED” is always conveyed.

functionality associated with the MODE button on
Allison shift selectors. This may be Secondary Mode
operation, or a GPI function input. The content of this
label is specified via VEPS / ACCT parameter [19070]
SHIFT SELECTORS: MODE LABEL.
B.5.23. PGN 64892 – DIESEL B.5.24. PGN 64899 – TRANSFER CASE
PARTICULATE FILTER INFORMATION (TCI)
CONTROL 1 (DPFC1)
SAE Excerpt: Transmission Repetition Rate:
SAE Excerpt: This PGN contains information Every 1 s and on change of state but no faster than
about the particulate filter regeneration control. If every 100 ms. Grandfathered definition for
there are aftertreatment systems on two banks, systems that implemented this message prior to
this PGN represents the composite information July, 2010: 1 s or on change.
from both banks.
NOTE: This message will be transmitted by the PDU Format ..................................................... 253
engine or aftertreatment system controller. PDU Specific ................................................... 131
Transmission Repetition Rate: Every 1 s and on PGN ............................................64,899 (0xFD83)
change of state but no faster than every 100 ms.
Grandfathered definition for systems that For product availability and byte/bit locations, see the
implemented this message prior to July, 2010: 1 s J1939 MESSAGE & PARAMETER OVERVIEW
and on change tables.
Data Length .........................................................8 B.5.24.1. TCM MESSAGE RECEPTION

PDU Format .....................................................253
PDU Specific ....................................................124 NOTE: TCI broadcast must be continuous.
Default Priority .....................................................6 It may also be sent on change between the
Parameter Group Number .......... 64892 (0xFD7C) normal 1 second updates. If sent only on
change, diagnostic responses will be
generated by the TCM.
B.5.24.2. SPN 3645 – TRANSFER CASE STATUS
tables.
SAE Excerpt: This parameter describes the
B.5.23.1. SPN 3700 – AFTERTREATMENT feedback from the transfer case controller. Used by
DIESEL PARTICULATE FILTER instrument clusters, tachographs, PTOs, etc.
ACTIVE
000b 2 wheel high (normal or “On Highway”
SAE Excerpt: Indicates the state of diesel particulate
Range)
filter active regeneration.
001b 4 wheel high (normal or “On Highway”
00b Not active Range)
01b Active 010b Neutral
10b Regeneration needed – automatically initiated 011b 2 wheel low (or “Off Highway” Range)
active regeneration imminent 100b 4 wheel low (or “Off Highway” Range)
11b Not available 101b Shift in Progress or gear not confirmed
110b Error
B.5.23.1.1. TCM Parameter Reception 111b Not Available
By default, the TCM only reacts to 01b (Active); Data Length: 3 bits
however, through VEPS, the TCM will also respond Resolution: 8 states/3 bit, 0 offset
to 10b (Regeneration needed– automatically initiated Data Range: 0 to 7
active regeneration imminent). See the function for Operational Range: Same as data range
details.
See HIGH N/V RATIO INPUT.
B.5.25. PGN 64906 – SAE J2012 DTC parameter is zero, the device broadcasting PGN
DISPLAY (J2012) 64906 has no active or previously active J2012 DTCs.
Slot Length: 8 bits

SAE Excerpt: Conveys basic SAE J2012 DTC
Slot Scaling: 1 DTC per bit
information for on-board or service tool displays.
Slot Range: 0 to 255
Operating Range: 0 to 250 DTCs
Transmission Repetition Rate.............. On request
Data length............................................... Variable B.5.25.3. SPN 3620 – SAE J2012 DTC
PDU format ......................................................253
SAE Excerpt: 5 character ASCII SAE J2012 DTC,
PDU specific ....................................................138
sent Most Significant Byte first.
Default priority ......................................................7
Parameter Group Number .......... 64906 (0xFD8A)
Slot Length: 5 bytes
Data byte arrangement: Slot Scaling: ASCII
A B11 B21 B31 B41 B51 C1 B1X B2X B3X Slot Range: 0 to 255
B4X B5X CX . . .
B.5.25.4. SPN 3621 – SAE J2012 DTC STATUS
Where: SAE Excerpt: Indicates if the respective SAE J2012
A Number of J2012 DTCs DTC is active or previously active.
B1X 1st Character of J2012 DTC x
0b DTC is previously active
B2X 2nd Character of J2012 DTC x
1b DTC is active
B3X 3rd Character of J2012 DTC x
B4X 4th Character of J2012 DTC x B.5.25.5. SPN 3622 – SAE J2012 DTC
B5X 5th Character of J2012 DTC x OCCURRENCE COUNT
CX Bit 8: J2012 DTC Status
SAE Excerpt: Number of occurrences of the
Bits 7-1: J2012 DTC Occurrence Count
respective SAE J2012 DTC being conveyed. If more
than 126 occurrences happen the value shall be set
If PGN 64906 is requested and a supporting
to 126. If the occurrence count is not available to be
device has no active or inactive J2012 DTCs, PGN
sent then this value shall be set to 127.
64906 shall be sent as a single frame message
with the first data byte (Number of J2012 DTCs) B.5.25.6. EXAMPLES OF PGN 64906 CONTENT
set to zero. Any unused bytes in this PGN shall
be set to 255. When two or more J2012 DTCs are B.5.25.6.1. No DTCs present
indicated PGN 64906 must be sent via Transport Byte: 1 2 3 4 5 6 7 8
Protocol (See J1939-21). Hex: $00 $FF $ FF $ FF $ FF $ FF $FF $FF
Dec: 0 255 255 255 255 255 255 255
B.5.25.1. TCM MESSAGE BROADCAST ASCII: Not applicable
J1939 MESSAGE & PARAMETER OVERVIEW Byte 1 indicates there are no J2012 DTCs present.
tables. PGN is broadcast in all applications.
B.5.25.6.2. Multiple DTCs present
Broadcast from SA 03 for use in function Byte: 1 2 3 4 5 6 7 8
DIAGNOSTIC COMMUNICATION FOR OEM USE. Hex: $02 $50 $30 $32 $31 $38 $7F $50
Dec: 2 80 48 50 49 56 127 80
When TCM J2012 broadcast length is ≤ 8 bytes, ASCII: -- “P” “0” “2” “1” “8” --
destination-specific and global requests will both “P”
result in a global response.
When TCM J2012 broadcast length is > 8 bytes, a Byte: 9 10 11 12 13

destination-specific request will result in a Hex: $30 $37 $33 $33 $FF
destination-specific response via RTS / CTS, while a Dec: 48 55 51 51 255
global request will result in a global response via ASCII: “0” “7” “3” “3” --
BAM.
Byte 1 indicates there are 2 DTCs present, Byte 7, bit
B.5.25.2. SPN 3619 – NUMBER OF SAE J2012 8 indicates the 1st DTC is inactive, and Byte 13, bit 8
DTCS indicates the 2nd DTC is active.
SAE Excerpt: The number J2012 DTCs being
conveyed in PGN 64906. If the value of this
B.5.26. PGN 64912 – ADVERTISED
ENGINE TORQUE CURVE 1500 2 3 4
(AETC) 5
6
1400 1
SAE Excerpt: This map conveys the advertised 1300 7

torque curve for the engine, as typically seen on
1200
specification sheets available from most engine
manufacturers. The collection conditions for the 1100
data conveyed are indicated by SPN 3558 – AETC
1100
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
Data Collection Standard.
Engine Speed (RPM)
This map does not contain dynamic elements, and
does not change during engine operation. For B.5.26.1. TCM MESSAGE RECEPTION
engines capable of dynamically switching
TCM reception and use is dependent upon use of a
between torque curves or ratings during operation,
validated ENGINE MAKE AND MODEL.
this map contains values for the highest (most
powerful) rating. This map is not intended for use Parameters marked  are used by the TCM. AETC
in real time engine control, but merely to indicate is used to ensure a correct ratings match between the
what engine rating is installed in the vehicle. engine and transmission model in use. If the engine
rating exceeds that of the transmission, range
Data points on the curve are in order from left to availability will be restricted to prevent transmission
right, and, at a minimum, must span from the damage. May be used with DYNAMIC SHIFT
lowest rpm where peak torque can be produced to SENSING to predict vehicle performance.
the high speed governor breakpoint. SPN 3559 –
Number of Data Points indicates the number of B.5.26.2. SPN 3558 – AETC DATA COLLECTION
data points being sent. A minimum of 5 points STANDARD
must be supported, with up to 15 available as SAE Excerpt: Indicates the standardized method by
needed to properly convey the shape of the torque which torque data was obtained for the Advertised
curve. As illustrated below, speed values need not Engine Torque Curve. For example, in North
be evenly incremented. America, heavy duty diesel engine specifications are
typically based on SAE J1995. Other applicable SAE,
The pair of data points (a and b) are repeated in ISO, or DIN standards may be added as necessary in
the PGN for the number of data points identified in the future.
byte 1.
Data Length: 4 bits
Transmission Repetition Rate.............. On request Type: Status
Data Length ............................................. Variable
PDU Format .....................................................253 Bit States Data Collection Standard
PDU Specific ....................................................144 0000b SAE J1995
Default Priority .....................................................6 0001b -1101b Not Defined
PGN ........................................... 64,912 (0xFD90) 1111b Not Available
Byte Bit Content B.5.26.2.1. TCM Parameter Reception
1 8-5 Number of AETC Data Points  Not used by the TCM; SAE J1995 data is assumed,
4-1 AETC Data Collection Standard as no other standards have been added to the SAE
state definitions.
a AETC Speed Value 
b AETC Torque Value 
B.5.26.3. SPN 3559 – NUMBER OF AETC DATA
POINTS
SAE Excerpt: Indicates the number of speed / torque
data points contained in the Advertised Engine
Torque Curve broadcast. A minimum of 5 points is
required, with a maximum of 15 points available as
needed to accurately convey the curve.
Slot Length: 4 bits

Slot Scaling: 16 states / 4 bit, 0 offset
Slot Range: 0 to 15

B.5.26.4. SPN 3560 – AETC SPEED VALUE

SAE Excerpt: Engine speed value of the data points
in PGN 64912 – Advertised Engine Torque Curve.

Slot Scaling: 0.125 rpm/bit, 0 rpm offset
Slot Range: 0 to 8031.875 rpm
Operating Range: Same as slot

B.5.26.5. SPN 3561 – AETC TORQUE VALUE

SAE Excerpt: Engine torque value of the data points
in PGN 64912 – Advertised Engine Torque Curve.

Slot Scaling: 1 Nm per bit
Slot Range: 0 to 64255 Nm
Operating Range: Same as slot

B.5.27. PGN 64917 – TRANSMISSION B.5.27.3. SPN 5345 – TRANSMISSION
FLUIDS 2 (TRF2) OVERHEAT INDICATOR
SAE Excerpt: Signal from transmission indicating
SAE Excerpt: that its fluid temperature is above normal acceptable
Transmission Repetition Rate........................... 1 s limits, and as a result, transmission operation may be
Data length................................................. 8 bytes altered or restricted. The indicator is typically a lamp.
PDU format ......................................................253 Distinctions in meaning between the continuous and
PDU specific ....................................................149 flashing are left to the transmission manufacturer.
00b Transmission Overheat Indicator is off
PGN ........................................... 64,917 (0xFD95)
01b Transmission Overheat Indicator is on
continuously
For product availability and byte/bit locations, see the 10b Transmission Overheat Indicator is flashing
J1939 MESSAGE & PARAMETER OVERVIEW 11b Not available
parameters are disabled via VEPS. B.5.27.3.1. TCM Parameter Broadcast
See SUMP TEMPERATURE INDICATOR. 11b (Not
B.5.27.1. SPN 3359 – TRANSMISSION OIL Available) is indicated when broadcast when
FILTER RESTRICTION SWITCH disabled.
SAE Excerpt: This switch indicates whether the
transmission oil filter is clogged.
00b No restriction
01b Restriction exists on oil filter
10b Error
11b Not available

May be broadcast when Filter Life Monitor prognostic
is enabled; see TRANSMISSION SERVICE
INDICATOR. 11b (Not Available) is indicated when
B.5.27.2. SPN 4177 – TRANSMISSION OIL LIFE

REMAINING
SAE Excerpt: Signal which indicates the actual oil life
remaining in percent. 100% means the transmission
oil is brand new, and 0% means the transmission oil
is at the end of its life.
Data Length: 1 byte

Resolution: 0.4 %/bit, 0 offset
Data Range: 0 to 100 %

May be broadcast when Oil Life Monitor prognostic is
enabled; see TRANSMISSION SERVICE
INDICATOR. 0xFF (Not Available) is indicated when
B.5.28. PGN 64932 – PTO DRIVE B.5.28.4. SPN 3454 – ENABLE SWITCH –
ENGAGEMENT (PTODE) TRANSMISSION OUTPUT SHAFT PTO
SAE Excerpt: Status of the operator’s switch or other
SAE Excerpt: Information relating to the request input which indicates the desire for engaging the PTO
for engagement, consent for engagement, and drive mounted on the transmission output shaft.
status of engagement of various specific physical
00b Enable switch off – PTO operation not desired
PTO drives. This message may be broadcast by
01b Enable switch on – PTO operation desired
one or all controllers involved in the enabling of a
10b Error
given PTO drive.
11b Not available
Transmission Repetition Rate.................... 100 ms B.5.28.4.1. TCM Parameter Reception
Data length................................................. 8 bytes
PDU format ......................................................253 See PTO DRIVE INTERFACE 1 & 2.
PDU specific ....................................................164
B.5.28.5. SPN 3456 – ENGAGEMENT CONSENT
– TRANSMISSION INPUT SHAFT PTO
PGN ........................................... 64,932 (0xFDA4)
1
SAE Excerpt: Status of the transmission controller’s
B.5.28.1. TCM MESSAGE SUPPORT consent to engage the first or sole PTO drive mounted
PGN is broadcast when one or more parameters on the transmission case. The controller in charge of
enabled for PTO DRIVE INTERFACE 1 & 2 use. the PTO drive should monitor this parameter and only
Parameter support, product availability and byte/bit engage the drive when consent is given. If consent is
locations are listed in the J1939 MESSAGE & removed, while the PTO drive is engaged, the drive
PARAMETER OVERVIEW table. controller should disengage the drive as soon as
possible. Engaging the drive or continuing drive
B.5.28.2. SPN 3452 – ENABLE SWITCH – engagement when consent is removed may result in
TRANSMISSION INPUT SHAFT PTO 1 damage to the transmission and / or the PTO drive
SAE Excerpt: Status of the operator’s switch or other mechanism.
input which indicates the desire for engaging the first
PTO drive mounted on the transmission case. There 00b Consent not given – PTO drive should not be
may be more than one PTO drive mounted on the engaged
transmission case. 01b Consent given – PTO drive may be engaged
10b Error
00b Enable switch off – PTO operation not desired 11b Not available
10b Error B.5.28.5.1. TCM Parameter Broadcast
11b Not available See PTO DRIVE INTERFACE 1 & 2. 11b (Not
Available) is indicated when PGN is broadcast but
B.5.28.2.1. TCM Parameter Reception TCM is not configured to use this particular PTO.
See PTO DRIVE INTERFACE 1 & 2.
B.5.28.3. SPN 3453 – ENABLE SWITCH –

TRANSMISSION INPUT SHAFT PTO 2
SAE Excerpt: Status of the operator’s switch or other
input which indicates the desire for engaging the
second PTO drive mounted on the transmission case.
If there is only one PTO drive on the transmission
case, use SPN 3452 Enable Switch – Transmission
input shaft PTO 1.
00b Enable switch off – PTO operation not desired

10b Error
11b Not available

See PTO DRIVE INTERFACE 1 & 2.
B.5.28.6. SPN 3457 – ENGAGEMENT CONSENT B.5.28.7. SPN 3458 – ENGAGEMENT CONSENT
– TRANSMISSION INPUT SHAFT PTO – TRANSMISSION OUTPUT SHAFT
2 PTO
SAE Excerpt: Status of the transmission controller’s SAE Excerpt: Status of the transmission controller’s
consent to engage the second PTO drive mounted on consent to engage the PTO drive connected to the
the transmission case. The controller in charge of the transmission output shaft. The controller in charge of
PTO drive should monitor this parameter and only the PTO drive should monitor this parameter and only
engage the drive when consent is given. If consent is engage the drive when consent is given. If consent is
removed while the PTO drive is engaged, the drive removed, while the PTO drive is engaged, the drive
controller should disengage the drive as soon as controller should disengage the drive as soon as
possible. Engaging the drive or continuing drive possible. Engaging the drive or continuing drive
engagement when consent is removed may result in engagement when consent is removed may result in
damage to the transmission and / or the PTO drive damage to the transmission and / or the PTO drive
mechanism. If there is only one PTO drive on the mechanism.
transmission case, use SPN 3456 Engagement
Consent – Transmission input shaft PTO 1. 00b Consent not given – PTO drive should not be
engaged
00b Consent not given – PTO drive should not be 01b Consent given – PTO drive may be engaged
engaged 10b Error
01b Consent given – PTO drive may be engaged 11b Not available
10b Error
11b Not available B.5.28.7.1. TCM Parameter Broadcast
See PTO DRIVE INTERFACE 1 & 2. 11b (Not
B.5.28.6.1. TCM Parameter Broadcast Available) is indicated when PGN is broadcast but
See PTO DRIVE INTERFACE 1 & 2. 11b (Not TCM is not configured to use this particular PTO.
Available) is indicated when PGN is broadcast but
TCM is not configured to use this particular PTO.
Engine Accessory
PTO Drive
Engine
Flywheel
Transmission
PTO Output Shaft
Engine
* Engine PTO Accessory PTO
CLUTCHES OR
Crankshaft Drive GEAR SETS Transfer Case
CONVERTER
CLUTCH or
Output Shaft
PTO
PTO
PTO
* = PTO drive to be Transmission
added to PDE in the Input Shaft
future as required.
ILLUSTRATION OF PTO DRIVE LOCATIONS
B.5.29. PGN 64965 – ECU global request will result in a global response via
IDENTIFICATION INFORMATION BAM.
(ECUID) B.5.29.2. SPN 2901 – ECU PART NUMBER
SAE Excerpt: The part number of the physical ECU.
SAE Excerpt: Message for reporting identification
and information about the physical ECU and its Data Length: Variable – up to 200 characters
hardware, such as the ECU's part number, serial (“*” delimited)
number, build date, etc. Information about the Resolution: ASCII, 0 offset
software within the ECU should be reported using Data Range: 0 to 255 per byte
the Software Identification PGN 65242 and/or
DM19. NOTE – The ASCII character “*” is reserved as a
delimiter.
Transmission Repetition Rate............ On request
Data length.............................................. Variable B.5.29.2.1. TCM Parameter Broadcast
PDU format .................................................... 253 Parameter contains the TCM part number.
PDU specific .................................................. 197
Default priority .................................................... 6 B.5.29.3. SPN 2902 – ECU SERIAL NUMBER
PGN ......................................... 64,965 (0xFDC5) SAE Excerpt: The serial number of the physical
ECU.
Field Content
a ECU Part Number  Data Length: Variable – up to 200 characters
(“*” delimited)
Delimiter (ASCII “*”) Resolution: ASCII, 0 offset
b ECU Serial Number  Data Range: 0 to 255 per byte
Delimiter (ASCII “*”) NOTE – The ASCII character “*” is reserved as a
c ECU Location delimiter.
Delimiter (ASCII “*”) B.5.29.3.1. TCM Parameter Broadcast
d ECU Type Parameter contains the TCM serial number.
Delimiter (ASCII “*”)
e ECU Manufacturer Name
f ECU Hardware ID
NOTE - The fields in this message are optional

and separated by an ASCII “*”. It is not necessary
to include parametric data for all fields; however,
the delimiter (“*”) is always required. An ASCII “*”
is required at the end of the last included field,
even if there is only one ECU identification
designator. Any additional ECU identification
fields defined in the future will be appended at the
end, each separated by an ASCII “*” as a delimiter.
B.5.29.1. TCM MESSAGE SUPPORT

Message and parameters marked  are broadcast
upon request from SA 03 in all applications, unless
message broadcast is disabled via VEPS.
TCM ECUID broadcast length is always > 8 bytes,

therefore a destination-specific request will result in a
destination-specific response via RTS / CTS, and a
B.5.29.4. EXAMPLE BROADCAST
The data string below illustrates the ECUID response
of an Allison A63 TCM.
Byte Decimal Hexadecimal ASCII

1 32 0x20 (space)
2 32 0x20 (space)
3 50 0x32 2
4 57 0x39 9
5 53 0x35 5
6 53 0x35 5
7 54 0x36 6
8 56 0x38 8
9 56 0x38 8
10 52 0x34 4
11 42 0x2A *
12 66 0x42 B
13 75 0x4B K
14 54 0x36 6
15 56 0x38 8
16 56 0x38 8
17 52 0x34 4
18 65 0x41 A
19 51 0x33 3
20 54 0x36 6
21 50 0x32 2
22 55 0x37 7
23 56 0x38 8
24 48 0x30 0
25 48 0x30 0
26 55 0x37 7
27 52 0x34 4
28 42 0x2A *
29 42 0x2A *
30 42 0x2A *
31 42 0x2A *
32 42 0x2A *
B.5.30. PGN 65098 – ELECTRONIC Requested Range Display Flash State is the
TRANSMISSION CONTROLLER 7 preferred trigger. Transmission Shift Inhibit Indicator
is the preferred method of conveying an inhibited shift
(ETC7) condition when the indication method is not the
flashing of the requested range display digit.
SAE Excerpt:
Transmission Repetition Rate.................... 100 ms B.5.30.2. SPN 1850 – TRANSMISSION
Data length................................................. 8 bytes REQUESTED RANGE DISPLAY
PDU format ......................................................254 BLANK STATE
PDU specific ......................................................74 SAE Excerpt: State signal indicating a transmission
Default priority ......................................................6 request for the display of the Transmission
PGN ........................................... 65,098 (0xFE4A) Requested Range parameter (SPN162) to be
blanked or not blanked. The “Transmission
For product availability and byte/bit locations, see the Requested Range Display Blank State” indicator can
J1939 MESSAGE & PARAMETER OVERVIEW be utilized by (but not limited to) the shift console,
tables. PGN is broadcast from SA 03 unless all instrument cluster, or cab display. Definition of the
parameters are disabled via VEPS. cause of this state is at the discretion of the
transmission manufacturer
REQUESTED RANGE DISPLAY FLASH Transmission manufacturers may want to blank the
STATE Transmission Requested Range display depending
SAE Excerpt: State signal indicating a transmission on certain events. Typically it is an indication of a shift
request for the display of the Transmission selector problem.
Requested Range parameter (SPN 162) to flash or
not to flash. The “Transmission Requested Range Transmissions supporting both this parameter and
Display Flash State” indicator can be utilized by (but the Transmission Requested Range Display Flash
not limited to) the shift console, instrument cluster, or State should treat the active states of these
cab display. Definition of the cause of this state is at parameters as mutually exclusive; both parameters
the discretion of the transmission manufacturer. The should not indicate "active" at the same time.
flash period shall be 700 ms @ 50% duty cycle.
00b Inactive; Transmission Requested Range
Transmission manufacturers may want to flash the display should not be blanked
Transmission Requested Range display depending 01b Active; Transmission Requested Range
on certain events. It could be because a gear could display should be blanked
not be attained, or because fluid is low, etc. Indicator 10b Reserved
should be on for 350 ms and off for 350 ms. 11b Take no action
Transmissions supporting both this parameter and B.5.30.2.1. TCM Parameter Broadcast
the Transmission Requested Range Display Blank Parameter indicates to Non-Allison shift selector
State should treat the active states of these displays when the display digit should be blanked.
parameters as mutually exclusive; both parameters See RANGE DISPLAY – REQUESTED RANGE. 11b
should not indicate "active" at the same time. (Not Available) is indicated when broadcast is
disabled.
00b Inactive; Transmission Requested Range
display should not be flashing B.5.30.3. SPN 4178 – TRANSMISSION SERVICE
01b Active; Transmission Requested Range display INDICATOR
should be flashing SAE Excerpt: Signal from transmission indicating
10b Reserved that some aspect of the gearbox requires servicing,
11b Take no action such as the oil, filter, clutch(es) or other component.
B.5.30.1.1. TCM Parameter Broadcast 00b Transmission Service Indicator is off

Indicates to OEM shift selector displays when the 01b Transmission Service Indicator is on
display digit should be flashing. Intended to reflect continuously
the display operation of Allison shift selectors; see 10b Transmission Service Indicator is flashing
function RANGE DISPLAY – REQUESTED RANGE. 11b Not available
11b (Not Available) is indicated when broadcast is
disabled.
When flashing of the requested range display is used

to convey the inhibited condition, Transmission
B.5.30.3.1. TCM Parameter Broadcast As with dedicated wire neutral start implementations,
See functions: those utilizing this parameter should consider the
impact of the transmission or other controllers
SHIFT ACTUATOR SYSTEM W/ALLISON “resetting” due to voltage drops during the engine
SELECTOR: 1000/2000 SERIES start sequence.
SHIFT SELECTOR, ALLISON: 3000/4000 SERIES The vehicle system design should also consider the
& TC10 impact of timing latency in the engine starting
sequence. For example, the turn of an key switch
TRANSMISSION SERVICE INDICATOR from “off” to “start” may happen more quickly than the
transmission controller can boot up, determine its’
B.5.30.4. SPN 1851 – TRANSMISSION SHIFT current state of being, and begin broadcasting
INHIBIT INDICATOR information over the J1939 datalink.
SAE Excerpt: State signal indicating a transmission
request for the Shift Inhibit Indicator to be active or 00b Cranking disabled; engine cranking is
inactive. The shift inhibit indicator can be of lamp or prohibited by the transmission
text form, located on (but not limited to) the shift 01b Cranking enabled; engine cranking is allowed
console, instrument cluster, or cab display. Definition by the transmission
of the cause of the “range inhibit” state is at the 10b Error
discretion of the transmission manufacturer. 11b Not Available
Transmission manufacturers may want to indicate B.5.30.5.1. TCM Parameter Broadcast

that they currently cannot make a requested shift. See NEUTRAL START. 11b (Not Available) is
This could be due to inappropriate vehicle speed or indicated when broadcast is disabled.
other restrictions.
B.5.30.6. SPN 2945 – ACTIVE SHIFT CONSOLE
00b Inactive; shift is not inhibited INDICATOR
01b Active (on continuously); shift is inhibited SAE Excerpt: Signal from transmission control unit
10b Active (flashing) indicating which shift console (primary or secondary)
11b Take no action it currently considers as the active shift selector input.
B.5.30.4.1. TCM Parameter Broadcast Note: In some applications such as refuse trucks, the
See functions: transmission can be operated from two positions in
the vehicle. The transmission control unit will accept
RANGE INHIBITED INDICATOR (RII) changes in transmission requested gear (SPN 525)
from the operator only from the active shift console.
RANGE DISPLAY – REQUESTED RANGE The transmission control unit determines which shift
console is active based on a switch input controlled
Transmission Shift Inhibit Indicator is the preferred
by the operator and transmission system state
method of conveying an inhibited shift condition when
criteria.
the indication method is not the flashing of the
requested range display digit. When flashing of the 00b Primary shift console is active
requested range display is used to convey the 01b Secondary shift console is active
inhibited condition, Transmission Requested Range 10b Reserved
Display Flash State is the preferred trigger. 11b Not available
During certain solenoid failures, Transmission Shift B.5.30.6.1. TCM and Selector Parameter Use
Inhibit Indicator will indicate 10b (Error). 11b (Not
See functions:
Available) is indicated when broadcast is disabled.
SHIFT SELECTOR, ALLISON: 3000/4000 SERIES
B.5.30.5. SPN 2900 – TRANSMISSION ENGINE
& TC10
CRANK ENABLE
SAE Excerpt: State signal from the transmission SHIFT SELECTOR, NON-ALLISON BASIC:
indicating if the transmission’s status is such that 3000/4000 SERIES
engine cranking is allowed (i.e. at a minimum,
transmission is in neutral and the driveline is SHIFT SELECTOR, NON-ALLISON STANDARD:
disengaged). As sender of this information, the 3000/4000 SERIES
transmission is responsible for correct indication
immediately upon first broadcast of this parameter. 11b (Not Available) is indicated when broadcast is
disabled or the TCM is configured for a single shift
selector.
ATI 5 Gen Controls Datalink Communications – August 10, 2020
th SAE J1939 – 274
B.5.30.7. SPN 2536 – TRANSMISSION MODE 1 B.5.30.9. SPN 2539 – TRANSMISSION MODE 4
INDICATOR INDICATOR
SAE Excerpt: This state signal is the transmission’s SAE Excerpt: This state signal is the transmission’s
indication that it is operating under Transmission indication that it is operating under Transmission
Mode 1 (SPN 1852) as commanded via the TC1 Mode 4 (SPN 1855) as commanded via the TC1
message (PGN 256). The definition of the shift mode message (PGN 256). The definition of the shift mode
is left to the discretion of the transmission is left to the discretion of the transmission
manufacturer. manufacturer.
00b Transmission Mode 1 not active 00b Transmission Mode 4 not active
01b Transmission Mode 1 Active 01b Transmission Mode 4 Active
10b Error 10b Error
11b Not available 11b Not available
B.5.30.7.1. TCM Parameter Broadcast B.5.30.9.1. TCM and Selector Parameter Use
Parameter is linked with ETC7 Transmission Mode 2 Only broadcast from SA 03 (Transmission #1) with
Indicator; they are enabled / disabled as a pair. certain shift selector and / or VEPS configurations.
11b (Not Available) is indicated when broadcast is
Reflects the status of “primary mode” operation, disabled. When broadcast, parameter reflects the
which is typically associated with primary shift TCM MODE state as it relates to the shift selector
schedule operation. When Transmission Mode 1 MODE Button. Set to 01b during bulb check. See
Indicator is 01b, the transmission is operating in the functions:
primary mode. 11b (Not Available) is indicated when
broadcast is disabled. SHIFT SELECTOR, ALLISON: 3000/4000 SERIES
& TC10
Transmission Mode 1 Indicator and Transmission
Mode 2 Indicator will never be active at the same SHIFT SELECTOR, NON-ALLISON BASIC:
time. State 10b (Error) is not supported. 3000/4000 SERIES
B.5.30.8. SPN 2537 – TRANSMISSION MODE 2 SHIFT SELECTOR, NON-ALLISON STANDARD:

INDICATOR 3000/4000 SERIES
SAE Excerpt: This state signal is the transmission’s
indication that it is operating under Transmission B.5.30.10. SPN 6568 – TRANSMISSION MODE 10
Mode 2 (SPN 1853) as commanded via the TC1 INDICATOR
message (PGN 256). The definition of the shift mode SAE Excerpt: Indicates that the transmission is
is left to the discretion of the transmission operating under transmission mode 10 (SPN 6570)
manufacturer. as commanded via the TC2 message (PGN 3328).
The definition of the transmission mode is left to the
00b Transmission Mode 2 not active discretion of the transmission manufacturer.
01b Transmission Mode 2 Active
10b Error 00b Transmission Mode 10 not active
11b Not available 01b Transmission Mode 10 Active
10b Error
B.5.30.8.1. TCM Parameter Broadcast 11b Not available
See SECONDARY MODE INDICATOR. Parameter
is linked with ETC7 Transmission Mode 1 Indicator; B.5.30.10.1. TCM Parameter Broadcast
they are enabled / disabled as a pair. See FUELSENSE® INDICATOR. 11b (Not Available)
is indicated when broadcast is disabled.
10b (Error) is not supported. Unlike Transmission
Mode 4 Indicator below, there is no “bulb check”
functionality affiliated with this parameter. 11b (Not
B.5.30.11. SPN 3289 – TRANSMISSION B.5.30.12. SPN 5344 – TRANSMISSION
REQUESTED GEAR FEEDBACK WARNING INDICATOR
SAE Excerpt: Feedback of the SPN 525 SAE Excerpt: Signal from transmission indicating
Transmission Requested Gear input as received from that some aspect of its operation is not functioning
the shift selector, ABS or engine via PGN 256, correctly, and as a result, Transmission operation
Transmission Control 1 (TC1) or other transmission may be altered or restricted. The indicator is typically
selector input. Scaling, values and parameter a lamp. Distinctions in meaning between the
specific indicators are identical to those listed for SPN continuous and flashing are left to the transmission
525 Requested Gear. manufacturer.
This feedback from the transmission allows shift 00b Transmission Warning Indicator is off
selectors and other TC1 input devices to determine if 01b Transmission Warning Indicator is on
their Requested Gear command has been received continuously
by the transmission. (This parameter is not intended 10b Transmission Warning Indicator is flashing
for driver display purposes.) 11b Not available
In systems with mechanical or electrical shift B.5.30.12.1. TCM Parameter Broadcast

selectors which do not support J1939 communication, See CHECK TRANS INDICATOR. 11b (Not
this parameter allows the transmission ECU to Available) is indicated when broadcast is disabled.
convey the requested gear as interpreted by the
transmission from its mechanical or electrical shift B.5.30.13. SPN 3086 – TRANSMISSION READY
selector. FOR BRAKE RELEASE
SAE Excerpt: This parameter indicates that enough
Data Length: 1 byte torque / motive force is available at the transmission
Resolution: Same as TC1 Transmission output shaft to release all the brakes without a risk of
Requested Gear unintentional movement in the opposite direction.
Data Range: Same as TC1 Transmission
Requested Gear 00b Transmission Not Ready for Brake Release
01b Transmission Ready for Brake Release
Parameter Specific Indicator: Same as TC1 10b Error
Transmission Requested Gear 11b Not available
B.5.30.11.1. TCM Parameter Broadcast B.5.30.13.1. TCM Parameter Broadcast
Broadcast in 3000/4000 Series applications unless See HILL HOLD INTERFACE. 11b (Not Available) is
disabled via VEPS. Parameter only reflects the TC1 indicated when broadcast is disabled. 10b (Error) is
Transmission Requested Gear value being received indicated during certain fault conditions.
by the TCM from the active shift selector.
B.5.30.14. SPN 4261 – TRANSMISSION REVERSE
In applications with a single non-J1939 strip selector, GEAR SHIFT INHIBIT STATUS
this parameter will continuously indicate 0xFE (Error). SAE Excerpt: Reflects the status of transmission
In dual selector applications where one selector is reverse inhibit activity in response to requests via
J1939-based and the other is a non-J1939 strip, this SPN 4242 – Transmission Reverse Gear Shift Inhibit
parameter will indicate Error when the strip selector is Request. Typically broadcast by the transmission
actively commanding the TCM. controller.
0xFF (Not Available) is indicated when broadcast is 00b Reverse gear shifts are currently allowed
disabled. 01b Reverse gear shifts are currently inhibited
10b Error
11b Not available

See REVERSE INHIBIT WITH PRESELECT
REQUEST. 11b (Not Available) is indicated when
B.5.31. PGN 65099 – TRANSMISSION B.5.31.1.1. TCM Parameter Broadcast
CONFIGURATION 2 (TCFG2) See functions:
SAE Excerpt: Transmission Repetition Rate: On ENGINE MANAGEMENT – LRTP

request or sender may transmit every 5 seconds ENGINE MANAGEMENT – OTL
until acknowledged by reception of the engine
configuration message PGN 65251 SPN 1846. While not clarified in the current SAE definition, this
parameter is in terms of indicated torque – not gross
Data Length ............................................... 8 bytes torque.
PDU Format .....................................................254
PDU Specific ......................................................75
PGN ............................................ 65099 (0xFE4B)

tables.
B.5.31.1. SPN 1845 – TRANSMISSION TORQUE

LIMIT
SAE Excerpt: Parameter provided to the engine from
the transmission as a torque limit to be invoked by the
engine in the event that J1939 communication with
the transmission is lost.
The intention is to protect transmissions that use a

continuous torque limit during torque converter mode
or operation in specific lower gears, where stall or
drivetrain torque may reach levels higher than the
gearbox capacity. If communication is lost during
torque-limited operation, unrestricted engine torque
output could harm the transmission.
It is recommended that engines use reception of the

ETC1 message as a transmission “heartbeat”. In the
event that the ETC1 message is not received in a time
period of 5 times its’ broadcast rate (5 x 10 ms = 50
ms), the engine should invoke a torque limit holding
the engine to less than or equal to the value of the
Transmission Torque Limit parameter. The engine
may release the limit when engine-to-transmission
communication is re-established.
A value of FF00 to FFFF indicates that no

transmission torque limit is desired.
It is expected that the engine will record this torque

value in non-volatile memory and will include this in
the engine configuration PGN as parameter Engine
Default Torque Limit (SPN 1846).
If the engine observes change in this parameter value

on power-up, the engine should record the new value.

Resolution: 1 Nm / bit, 0 offset
Data Range: 0 to 64255 Nm
B.5.32. PGN 65218 – ELECTRONIC 00b = Retarder Enable Switch Off
RETARDER CONTROLLER 2 01b = Retarder Enable Switch On
10b = Error
(ERC2) 11b = Not Available
SAE Excerpt: Transmission Repetition Rate: B.5.32.3.1. TCM Parameter Broadcast
Every 1 s and on change of state but no faster than Provided for use in function RETARDER CONTROL.
every 100 ms.
This parameter is only broadcast in applications with
Data Length ............................................... 8 bytes the retarder enable switch directly wired to the TCM.
PDU Format .....................................................254
PDU Specific ....................................................194 On (01b) is indicated when the Retarder Input GPI
Default Priority .....................................................7 allows for retarder activation.
PGN ............................................ 65218 (0xFEC2)
Off (00b) is indicated when the Retarder Input GPI
does not allow for retarder activation.
J1939 MESSAGE & PARAMETER OVERVIEW Error (10b) is not supported by the TCM. Not
tables. Available (11b) is indicated when broadcast is
disabled.
NEW FOR C194 RELEASE:
Added new optional J1939 retarder
broadcast signals ERC2 Transmission
Output Retarder and ERC2 Transmission
Retarder Enable Switch.

PGN is broadcast from SA 16 (Retarder – Driveline)
unless all parameters are disabled via VEPS.
B.5.32.2. SPN 748 – TRANSMISSION OUTPUT

RETARDER
SAE Excerpt: Identifies the status of the transmission
output retarder.
00b = Off
01b = On
10b = Error
11b = Not available

Provided for use in function RETARDER CONTROL.
Off (00b) is indicated when the Allison driveline

retarder is not active.
On (01b) is indicated when the Allison driveline

retarder is active.
10b (Error) is indicated if the optional retarder

pressure sensor is installed and fails. 11b (Not

RETARDER ENABLE SWITCH
SAE Excerpt: The transmission retarder enable
switch indicates whether the operator allows the
transmission to engage its integral retarder when
indicated by vehicle operating conditions.
B.5.33. PGN 65226 – ACTIVE a new DM1 message is transmitted to reflect this
DIAGNOSTIC TROUBLE CODES new DTC.
(DM1) Thus a DTC that becomes active/inactive twice
within a 1 second interval, such as shown in
SAE Excerpt: The information communicated is Example Case 1, would have one message
limited to the currently active diagnostic trouble identifying the DTC becoming active, and one at
codes (DTCs). The active diagnostic codes are the next periodic transmission identifying it being
preceded by the diagnostic lamp status. Together inactive. This message shall be sent every second
they convey the diagnostic condition of the or in response to a request. Note that this
transmitting electronic component to other Parameter Group will require using the
components on the network. Occurrence counts “Multipacket Transport” Parameter Group
for currently active diagnostic trouble codes may (reference SAE J1939-21) when more than one
be provided as described in J1939-73. DM1 active DTC exists.
should contain all active DTCs including the
emissions-related DTCs. DM1 shall be broadcast at 1.0 Hz Rate, even when
there are no active faults. This permits
The defined lamps (Malfunction Indicator Lamp, instrumentation to detect the loss of the lamp
Red Stop Lamp, Amber Warning Lamp, and information and take appropriate action. For
Protect Lamp) comprise a component’s lamp example, MIL_Status Signal as required by OBD,
status. Typically, they are associated with DTCs and illuminate the MIL without querying providers.
provided in DM1. If the transmitting electronic
component does not have active DTCs, then the Data Length ............................................ Variable
lamp status from that component will indicate that PDU Format ..................................................... 254
the lamps should be off. However, the component PDU Specific ................................................... 202
controlling the actual lamp illumination must Default Priority ..................................................... 6
consider the status from all components that PGN ............................................ 65226 (0xFECA)
provide these lamps before changing the display
to the operator. The lamp information (Malfunction Byte Bit Content
Indicator Lamp, Red Stop Lamp, Amber Warning
1 8,7 Malfunction Indicator Lamp 
Lamp, and Protect Lamp) should reflect the
6,5 Red Stop Lamp 
present state of the transmitting electronic
component. DM1 shall not convey temporary 4,3 Amber Warning Lamp 
2,1 Protect Lamp 
signals to provide for lamp test illumination or DTC
flashout. When there are multiple DTCs with 2 8,7 Flash Malfunction Indicator Lamp
different lamp command (for example SPN1213 is 6,5 Flash Red Stop Lamp
for the MIL) and lamp flash (for example SPN3038 4,3 Flash Amber Warning Lamp
is for the flash MIL) requirements then the DTC 2,1 Flash Protect Lamp
with the MIL and fast flash takes priority over, MIL
with slow flash, which takes priority over the Short 3 8-1 SPN, 8 least significant bits of SPN
MIL, which takes priority over the class C. (most significant at bit 8) 
4 8-1 SPN, second byte of SPN (most
There are uses for additional lamp definitions to significant at bit 8) 
accomplish specific functions (e.g., a lamp that
indicates when cruise control is actively controlling 5 8-6 SPN, 3 most significant bits (most
would require a separate lamp in another PG). significant at bit 8) 
5-1 FMI (most significant at bit 5) 
Broadcast Rate: 6 8 SPN Conversion Method 
7-1 Occurrence Count 
A DM1 message shall be transmitted once every
second and on state change. To prevent a high 7-8 [ATI: J1939-73 doesn’t define these bytes,
message rate due to intermittent faults that have a however, examples show all bits set to 1.]
very high frequency, it is recommended that no
more than one state change per DTC per second NOTE – When the occurrence count is not
be transmitted. For example, if a fault has been available it should be set to all ones which is a
active for 1 second or longer, and then becomes value of 127.
inactive, a DM1 message shall be transmitted to
reflect this state change. If a different DTC
changes state within the 1 second update period,
B.5.33.1. TCM MESSAGE BROADCAST 00b Off
Message and parameters marked  are broadcast 01b On
from SA 03 (Transmission #1) in all applications, 10b Error
unless disabled via VEPS. Used for: 11b Not available
CHECK TRANS INDICATOR B.5.33.4.1. TCM Parameter Broadcast

Parameter is always set to 00b (Off).
DIAGNOSTIC COMMUNICATION FOR OEM USE
B.5.33.5. SPN 1213 – MALFUNCTION
SUMP TEMPERATURE INDICATOR INDICATOR LAMP
SAE Excerpt: A lamp used to relay only emissions-
TRANSMISSION SERVICE INDICATOR
related trouble code information. This lamp is only
illuminated when there is an emission-related trouble
Allison retarder applications will also send DM1 from
SA 16 (Retarder – Driveline); see RETARDER code active.
TEMPERATURE INDICATOR.
00b Off
If more than one indication is active at once, DM1 will 01b On
be sent using Transport Protocol. While the SAE 10b Error
default priority for Transport Protocol data transfer 11b Not available
packets is listed as 7, the TCM broadcasts with
Priority 6 – that of the “parent” message being sent.
This is not an uncommon industry practice. Parameter is always set to 00b (Off).
Any unsupported Lamp Status parameters are set to B.5.33.6. SPN 1214 – SUSPECT PARAMETER
00b (Off). NUMBER
SAE Excerpt: This 19-bit number is used to identify
See EXAMPLES OF DM1 CONTENT below for data the item for which diagnostics are being reported. The
string examples. SPN is used for multiple purposes, some of those that
are specific to diagnostics are: 1. to identify a least
B.5.33.2. SPN 623 – RED STOP LAMP repairable subsystem that has failed; 2. to identify
SAE Excerpt: This lamp is used to relay trouble code subsystems and or assemblies that may not have
information that is of a severe enough condition that hard failures but may be exhibiting abnormal
it warrants stopping the vehicle. operating performance; 3. identifying a particular
event or condition that will be reported; and 4. to
00b Off report a component and non-standard failure mode.
01b On SPNs are assigned to each individual parameter in a
10b Error Parameter Group and to items that are relevant to
11b Not available diagnostics but are not a parameter in a Parameter
Group. SPNs are independent of the source address
B.5.33.2.1. TCM Parameter Broadcast for the message. However, the source address may
Parameter is always set to 00b (Off). be necessary to determine which controller on the
network performed the diagnosis.
B.5.33.3. SPN 624 – AMBER WARNING LAMP
SAE Excerpt: This lamp is used to relay trouble code Data Length: 19 bits
information that is reporting a problem with the Resolution: 1 SPN / bit
vehicle system but the vehicle need not be Data Range: 0 to 524,287
immediately stopped.
00b Off
01b On
10b Error
11b Not available
B.5.33.4. SPN 987 – PROTECT LAMP

SAE Excerpt: This lamp is used to relay trouble code
information that is reporting a problem with a vehicle
system that is most probably not electronic
subsystem related. For instance, engine coolant
temperature is exceeding its prescribed temperature
range.
B.5.33.7. SPN 1215 – FAILURE MODE — SPN represented as Intel format for all 19 bits
IDENTIFIER (least significant sent first)
SAE Excerpt: The FMI defines the type of failure
detected in the subsystem identified by an SPN. Note — SPN represented as Intel format for all 19 bits with
that the failure may not be an electrical failure but may the SPN Conversion Method set to 0.
instead be a subsystem failure or condition needing
to be reported to the service technician and maybe
also to the operator. Conditions can include system Parameter is always set to 0, indicating version 4
events or status that need to be reported. The FMI, interpretation is being used.
SPN, SPN Conversion Method and Occurrence
Count fields combine to form a given diagnostic B.5.33.9. SPN 1216 – OCCURRENCE COUNT
trouble code. SAE Excerpt: The 7-bit occurrence count field
contains the number of times a fault has been
Data Length: 5 bits independently detected. The occurrence count is
Resolution: 1 FMI / bit reported as 1 the first time the DTC is detected. The
Data Range: 0 to 31 occurrence count is not incremented again, until after
the DTC has gone to the previously active state and
B.5.33.8. SPN 1706 – SPN CONVERSION then back active the DTC state when subsequently
METHOD detected. At this point the occurrence count would be
SAE Excerpt: When this 1-bit field is equal to a zero, reported as 2. This continues until the DTC has been
the SPN should be converted as it is defined in this independently detected 126 times. The occurrence
document (see definition below for Version 4). The count shall not be incremented from 126 to 127 -- it
February 1996 version of J1939-73 contained shall remain at 126 until cleared by DM3 or DM11. If
inadequate definitions to assure consistent an occurrence count is not available, then this field
implementations. Products implementing to February should be set to all binary ones (127). The occurrence
1996 version of the document will always have this bit count is not incremented just due to an ignition key-
set to a one. When this is the case, the SPN is in off and ignition key-on. The diagnostic system shall
either Version 1, 2 or 3 format. have monitored the system or component (e.g. DTC)
to see that it is no longer malfunctioning in order to
To clarify the ordering of bits and bytes within the SPN declare it previously active.
parameter (which is 19 bits long) and to keep that
ordering consistent with other parameters in J1939- Data Length: 7 bits
71 and J1939-73, the bit order has been respecified. Resolution: 1 occurrence count/bit
See Version 4 below for the recommended Data Range: 0 to 126 (the value 127 is reserved
formatting. for indicating not available)
To reduce problems in interpretation of the SPNs the B.5.33.9.1. TCM Parameter Broadcast
bit between the FMI field and the Occurrence Count Parameter is always set to 127 for indicator functions
field, previously reserved, will be cleared to zero to implemented via DM1. Occurrence Count for DTCs is
identify use of the currently specified SPN bit pattern. set to the appropriate value based on number of
This bit now comprises an SPN Conversion Method independent detections as defined by J1939-73.
for the purpose of maintaining usability of those
implementations that are already in use.
Data Length: 1 bit

Resolution: Not Applicable
Data Range: 0 means convert SPNs per the
Version 4 definition below. 1 means
convert SPNs per Version 1, 2 or 3
specified below.
The four versions of interpretation are:
— SPN assumed to be sent most significant bit first
— SPN represented as Intel format for most

significant 16 bits with 3 least significant bits of 19
bits in with FMI value.
B.5.33.10. EXAMPLES OF DM1 CONTENT
Allison 5th Gen controls support all TCM DTCs in the
J1939 SPN / FMI format. The table below lists DM1
content just for Allison indicator functions when they
are the only active DTCs being broadcast by the
TCM. Bytes containing the SPN and FMI information
are highlighted gray. If the data field contains more
than 8 bytes (multiple SPNs are reported, i.e. multiple
indications are active), DM1 is sent using Transport
Protocol. In the table below:
SA 03 = Transmission #1
SA 16 = Retarder – Driveline
SPN 120 = Retarder Oil Temperature
SPN 177 = Transmission Oil Temperature 1
SPN 2003 = General Transmission Fault
SPN 3359 = Transmission Oil Filter Restriction
Switch
SPN 4177 = Transmission Oil Life Remaining
SPN 4178 = Transmission Service
FMI 15 = Data valid but above normal data
range – least severe level
FMI 17 = Data valid but below normal data
range – least severe level
FMI 31 = Condition Exists
See DIAGNOSTIC COMMUNICATION FOR OEM

USE for a list of SPN / FMI combination related to
Allison diagnostic codes.
Amber Warning
Lamp Control
Byte 2 Lamp
Control
Byte 1
Byte 3
Byte 4
Byte 5
Byte 6
Byte 7
Byte 8
Lamp
SPN
FMI
Active Indication from TCM SA
$04 $FF $D3 $07 $1F $7F $FF $FF
Check Transmission 03 On 2003 31
4 255 211 7 31 127 255 255
$04 $FF $B1 $00 $0F $7F $FF $FF
Sump Temperature 03 On 177 15
4 255 177 0 15 127 255 255
$04 $FF $78 $00 $0F $7F $FF $FF
Retarder Temperature 16 On 120 15
4 255 120 0 15 127 255 255
Transmission Service $00 $FF $51 $10 $11 $7F $FF $FF
03 Off 4177 17
(Oil Life Monitor) 0 255 81 16 17 127 255 255
Transmission Service $00 $FF $1F $0D $1F $7F $FF $FF
03 Off 3359 31
(Filter Life Monitor) 0 255 31 13 31 127 255 255
Transmission Service $00 $FF $52 $10 $1F $7F $FF $FF
03 Off 4178 31
(Transmission Health Monitor TM) 0 255 82 16 31 127 255 255
$00 $FF $0 $0 $0 $0 $FF $FF
No DTCs or indication active 03 Off NA NA
0 255 0 0 0 0 255 255
DM1 CONTENT ASSOCIATED WITH ALLISON INDICATOR FUNCTIONS
B.5.34. PGN 65227 – PREVIOUSLY Any unsupported Lamp Status parameters are set to
ACTIVE DIAGNOSTIC TROUBLE 00b (Off).
CODES (DM2) TCM Parameter Broadcast
For parameter definitions and support descriptions,
SAE Excerpt: When supported, DM2 provides a refer to the corresponding definitions under PGN
list of all previously active (previously detected) 65226 DM1. DM2 reports the 30 most recent DTCs
DTCs. that have gone inactive since the last DTC clearing.
Transmission Rate ............................... On request
Data Length ............................................. Variable
PDU Format .....................................................254
PDU Specific ....................................................203
PGN ............................................65227 (0xFECB)
Byte Bit Content

1 8,7 Malfunction Indicator Lamp 
6,5 Red Stop Lamp 
4,3 Amber Warning Lamp 
2,1 Protect Lamp 
2 8,7 Flash Malfunction Indicator Lamp
6,5 Flash Red Stop Lamp
4,3 Flash Amber Warning Lamp
2,1 Flash Protect Lamp
3 8-1 SPN, 8 least significant bits of SPN
(most significant at bit 8) 
4 8-1 SPN, second byte of SPN (most
significant at bit 8) 
5 8-6 SPN, 3 most significant bits (most
significant at bit 8) 
5-1 FMI (most significant at bit 5) 
6 8 SPN Conversion Method 
7-1 Occurrence Count 
7-8 [ATI: J1939-73 doesn’t define these bytes,
however, examples show all bits set to 1.]
NOTE – When the occurrence count is not

available it should be set to all ones which is a
value of 127.

from SA 03 (Transmission #1) in all applications,
unless disabled via VEPS. Allison retarder
applications will also send DM2 from SA 16 (Retarder
– Driveline). Used for DIAGNOSTIC
COMMUNICATION FOR OEM USE.
If more than one indication is active at once, DM2 will

be sent using Transport Protocol. While the SAE
default priority for Transport Protocol data transfer
packets is listed as 7, the TCM broadcasts with
Priority 6 – that of the “parent” message being sent.
This is not an uncommon industry practice.
B.5.35. PGN 65228 – DIAGNOSTIC DATA B.5.36. PGN 65235 – DIAGNOSTIC DATA
CLEAR / RESET OF CLEAR / RESET FOR ACTIVE
PREVIOUSLY ACTIVE DTCS DTCS (DM11)
(DM3)
SAE Excerpt: For OBD regulated products, DM11
SAE Excerpt: DM3 is not used to clear all is used to clear all applicable diagnostic data.
diagnostic data relative to regulated OBD Emission related components shall clear / reset
products. DM3 is not required to satisfy regulated diagnostic data for all active, pending, and
automotive OBD requirements. DM3 can be used previously active DTCs.
for other manufacturer specific purposes.
All of the diagnostic information pertaining to the
All of the diagnostic information pertaining to the active diagnostic trouble codes should be erased.
previously active trouble codes should be erased Sent as a request whenever the service tool
when this PG is requested. The diagnostic data wishes to clear/reset diagnostic data for active
associated with active trouble codes will not be DTCs. This is expected to occur once the problem
affected. Upon the completion of this operation or has been corrected. Upon the completion of this
if there are no faults to clear, a positive operation or if there are no faults to clear, a
acknowledgment shall be sent as required (see positive acknowledgment shall be sent as required
SAE J1939-21 PGN 59392). If for some reason a (see SAE J1939-21 PGN 59392). If for some
device cannot perform the requested action, then reason a device cannot perform the requested
it is required to send a negative acknowledgement action, then it is required to send a negative
(see SAE J1939-21 PGN 59392). Implementers acknowledgement (see SAE J1939-21 PGN
should be aware that no positive or negative 59392). Implementers be aware that no positive
acknowledgement is sent when the request was or negative acknowledgement is sent when the
sent to the global address. request was sent to the global address.
: :
: :
All ECUs shall clear the DTCs and send a Positive All ECUs shall clear the DTCs and send a Positive
Acknowledgement to this request message when Acknowledgement to this request message, when
it is not directed to the global destination address, it is not directed to the global destination address,
with ignition ON and with the engine not running. with ignition ON and with the engine not running.
Broadcast Rate: On request using PGN 59904. A Broadcast Rate: On request using PGN 59904. A
NACK is required if PG is not supported and it was NACK is required if PG is not supported and it was
a destination specific request for DM3 (see SAE a destination specific request for DM3 (see SAE
J1939-21 PGN 59392). J1939-21 PGN 59392).
Data Length .........................................................0 Data Length ......................................................... 0

PDU Format .....................................................254 PDU Format ..................................................... 254
PDU Specific ....................................................204 PDU Specific ................................................... 211
Default Priority .....................................................6 Default Priority ..................................................... 6
PGN ........................................... 65228 (0xFECC) PGN ............................................ 65235 (0xFED3)
B.5.35.1. TCM MESSAGE RECEPTION B.5.36.1. TCM MESSAGE RECEPTION

When configured to do so (see DIAGNOSTIC When configured to do so (see DIAGNOSTIC
COMMUNICATION FOR OEM USE), the TCM will COMMUNICATION FOR OEM USE), the TCM will
respond to Global or Destination-Specific (SA03) respond to Global or Destination-Specific (SA03)
DM3 requests. DTCs are cleared in the same manner DM11 requests. DTCs are cleared in the same
as if cleared by an Allison J1939-based shift selector. manner as if cleared by an Allison J1939-based shift
selector.
B.5.37. PGN 65242 – SOFTWARE B.5.37.4. SPN 965 – NUMBER OF SOFTWARE
IDENTIFICATION (SOFT) IDENTIFICATION FIELDS
SAE Excerpt: Number of software identification
SAE Excerpt: designators represented in the software identification
Transmission Repetition Rate.............. On request parameter group.
Data length............................................... Variable
PDU format ......................................................254 Data Length: 1 byte
PDU specific ....................................................218 Resolution: 1 step / bit, 0 offset
Default priority ......................................................6 Data Range: 0 to 250 steps
PGN ...........................................65,242 (0xFEDA) Operational Range: 0 to 125

Byte Bit Content
Two software identification fields are supported.
1 Number of Software Identification Fields
B.5.37.4.2. Selector Broadcast
2-N Software Identification
One software identification field is supported.
NOTE – The software identification field is variable
in length and may contain up to 125 software B.5.37.5. SPN 234 – SOFTWARE
identification designators. An ASCII “*” is used as IDENTIFICATION
a delimiter to separate multiple software SAE Excerpt: Software identification of an electronic
identifications. Additional software identification module. As an example, this parameter may be
fields may be added at the end, each separated represented with ASCII characters “MMDDYYaa”
by an ASCII “*” as a delimiter. An ASCII “*” is where “MM” is the month, “DD” is the day, “YY” is the
required at the end of the last software year, and “aa” is the revision number.
identification field, even if there is only one
software identification designator. NOTE: The ASCII character “*” is reserved as a
delimiter.
B.5.37.1. TCM MESSAGE BROADCAST Data Length: 1 byte
PGN is broadcast on request from SA 03 unless Resolution: ASCII, 0 offset
disabled via VEPS. Individual parameter broadcasts Data Range: 0 to 255 per byte
cannot be modified via VEPS; this PGN and its Operational Range: Same as data range
parameters are enabled or disabled as a whole.
TCM SOFT broadcast length is always > 8 bytes, The first field contains the Allison TCM software level.
therefore a destination-specific request results in a The second field contains the 14-character Allison
destination-specific response via RTS / CTS, and a Calibration Identification Number (CIN).
global request results in a global response via BAM.
A TCM with software level “W13G5_KPC_2M7” and
B.5.37.2. TCM MESSAGE RECEPTION CIN “B1-131-000A3-754-K” would respond to a SOFT
The TCM receives this PGN when Allison shift request as shown below. ASCII characters are
selector(s) are installed. This PGN is only received highlighted in black.
from SA 05 (Shift Console, Primary) or SA 06 (Shift
Console, Secondary). Even though SAE J1939-21 lists TP.DT message
priority as 7, Allison TCM TP.DT (packet) broadcasts
B.5.37.3. SELECTOR MESSAGE BROADCAST use the “parent” message priority; this is not an
Allison shift selectors will broadcast this PGN from uncommon industry practice. For SOFT broadcast,
either SA 05 (Shift Console, Primary) or SA 06 (Shift priority 6 is used.
Console, Secondary). A destination-specific request
to either SA will result in a global response, as the B.5.37.5.2. Selector Broadcast
data length is 8 bytes. The request is only accepted Supported by all Allison shift selectors; the content is
from SA 03. proprietary.
Used with functions SHIFT ACTUATOR SYSTEM B.5.37.5.3. TCM Parameter Reception
W/ALLISON SELECTOR: 1000/2000 SERIES and Parameter received by the TCM to verify usage of
SHIFT SELECTOR, ALLISON: 3000/4000 SERIES & Allison J1939-based shift selectors.
TC10.
Item PGN CAN ID (hex) Byte 1 Byte 2 Byte 3 Byte 4 Byte 5 Byte 6 Byte 7 Byte 8
TP.CM 32 30 0 5 255 218 254 0

60416 0x18ECFF03
BAM Control Size of message Packets Reserv. PGN being sent
TP.DT 1 2 87 49 51 71 53 95
60160 0x18EBFF03
Packet 1 Packet Fields W 1 3 G 5 _
TP.DT 2 75 80 67 95 50 77 55
60160 0x18EBFF03
Packet 2 Packet K P C _ 2 M 7
TP.DT 3 42 66 49 49 51 49 48
60160 0x18EBFF03
Packet 3 Packet * B 1 1 3 1 0
TP.DT 4 48 48 65 51 55 53 52
60160 0x18EBFF03
Packet 4 Packet 0 0 A 3 7 5 4
TP.DT 5 75 42 255 255 255 255 255
60160 0x18EBFF03
Packet 5 Packet K * Padding
EXAMPLE OF TCM PGN 65242 BROADCAST VIA J1939 TRANSPORT PROTOCOL
B.5.38. PGN 65247 – ENGINE It is recommended that engine accessory parasitic
CONTROLLER 3 (EEC3) losses (such as cooling fan losses) not be included in
EEC3 Nominal Friction – Percent Torque. In the
event they are, EEC3 Estimated Engine Parasitic
Losses – Percent Torque must be broadcast with
ms (preferred) or Engine Speed Dependent (if
value 0xFB as discussed below.
required by application).
B.5.38.2. SPN 2978 – ESTIMATED ENGINE
Data Length ..............................................8 bytes PARASITIC LOSSES – PERCENT
PDU Format ................................................... 254 TORQUE
PDU Specific .................................................. 223
SAE Excerpt: The calculated torque that indicates
Default Priority ................................................... 6
the estimated amount of torque loss due to engine
PGN ......................................... 65,247 (0xFEDF)
parasitics, such as cooling fan, air compressor, air
conditioning, etc. It is expressed as a percent of
For product availability and byte/bit locations, see the Engine Reference Torque.
tables. If there are multiple devices on a network that provide
this parameter, then users of this data shall add each
B.5.38.1. SPN 514 – NOMINAL FRICTION – of these values to determine the total torque loss due
PERCENT TORQUE to engine parasitics. Devices other than the engine
SAE Excerpt: The calculated torque that indicates that provide this parameter shall use the value of
the amount of torque required by the basic engine Engine Reference Torque transmitted by the engine
itself added by the loss torque of accessories. It during the current key cycle to determine the percent
contains the frictional and thermodynamic loss of the torque loss as seen by the engine.
engine itself, pumping torque loss (SPN 5398), and
the losses of fuel, oil and cooling pumps. The data is When the data value of this parameter is equal to FB
transmitted in indicated torque as a percent of it means that all parasitic losses calculated by the
reference engine torque (see the engine configuration engine are included in the Engine's Nominal Friction
message, PGN 65251). Percent Torque (SPN 514).
The realization can be done by a map dependent on Data Length: 1 byte

engine speed and engine temperature and an offset Resolution: 1 %/bit, -125 % offset
value for additional loss torques. Data Range: -125 to 125 %
Operational Range: 0 to 125%
See SPN 2978 for an indicator that describes the
possible inclusion of engine parasitic losses such as B.5.38.2.1. TCM Parameter Reception
cooling fan, etc. in this parameter value. Received in all applications. May be used with:
Data Length: 1 byte DYNACTIVETM SHIFTING

Resolution: 1% per bit, -125% offset
Data Range: -125% to +125% DYNAMIC SHIFT SENSING
Received in all applications for use in functions: ENGINE MANAGEMENT – SEM
DYNACTIVETM SHIFTING ENGINE MANAGEMENT – LRTP
DYNAMIC SHIFT SENSING If engine accessory parasitic losses are included in

EEC3 Nominal Friction – Percent Torque, EEC3
EMISSION CONTROL SYSTEMS – DPF / SCR Estimated Engine Parasitic Losses – Percent Torque
must be broadcast as 0xFB per the SAE definition
ENGINE MANAGEMENT – ARM above.
B.5.39. PGN 65249 – RETARDER Bit State Retarder Type
CONFIGURATION (RC)
0000b Electric / Magnetic
SAE Excerpt: This map describes the stationary 0001b Hydraulic
behavior of the retarder. 0010b Cooled Friction
0011b Compression Release
Note: Grandfathered definition for systems that 0100b Exhaust
implemented this message prior to (date TBD): On 0101b – 1101b Not defined
change of torque/speed points of more than 10% 1110b Other
since last transmission, or every 5 s. 1111b Not Available
Transmission Broadcast Rate: Every 5 s and on B.5.39.3.1. TCM Parameter Broadcast

change of torque/speed points of more than 10% 0001b (Hydraulic) is always indicated when TCM
since last transmission but no faster than every broadcast is enabled. Provided to the vehicle system
500 ms. for RETARDER CONTROL use. 1111b (Not
Data Length ............................................. 19 bytes
PDU Format .....................................................254 B.5.39.4. SPN 902 – RETARDER LOCATION
PDU Specific ....................................................225 SAE Excerpt: This parameter defines whether the
Default Priority .....................................................6 "torque/speed curve" defined by the retarder
PGN ........................................... 65,249 (0xFEE1) configuration message (PGN 65249) is dependent on
engine rpm, output shaft rpm, or other parameter. The
For product availability and byte/bit locations, see the data type of this parameter is measured.
tables. Data Length: 4 bits

Bit State Retarder Location
PGN is broadcast via Transport Protocol from SA 16
(Retarder – Driveline) in Allison retarder applications 0000b (Primary) Engine Compression
unless all parameters are disabled via VEPS Release Brake (Exhaust
pressure)
B.5.39.2. TCM MESSAGE RECEPTION
0001b (Primary) Engine Exhaust Brake
See the functions referenced by each parameter. (Exhaust pressure)
B.5.39.3. SPN 901 – RETARDER TYPE 0010b (Primary) Transmission Input (Engine
SAE Excerpt: A vehicle retarder is a supplementary rpm)
device to the wheel brakes for the driver to better 0011b (Secondary) Transmission Output
control the vehicle. The wheel brakes used in the (Output Shaft rpm)
vehicle are not designed for continuous retarding
operation. In a prolonged period of braking, the 0100b (Secondary) Driveline (Output Shaft rpm)
brakes can be thermally over-stressed, causing the 0101b Trailer (Vehicle speed)
braking effect to be reduced or even lead to complete
braking system failure. The vehicle retarder is 0110b – 1101b Not defined
designed for continuous operation for braking during 1110b Other
downhill operation and is also used for braking the
vehicle to comply with speed limits and traffic 1111b Not Available
conditions.
This parameter provides some indication of the
retarder dynamics. It is used in the retarder Provided for RETARDER CONTROL use. 0011b
configuration message (See PGN 65249). The data (Transmission Output) is always indicated when TCM
type of this parameter is measured. broadcast is enabled. 1111b (Not Available) is
indicated when broadcast is disabled.
Data Length: 4 bits
B.5.39.5. SPN 557 – RETARDER CONTROL
METHOD
% of Reference Torque
SAE Excerpt: This parameter identifies the number 5 3
of steps used by the retarder.
Data Length: 1 byte

Resolution: 1 step / bit, 0 offset
Data Range: 0 to 250 steps
Operational Range: 0: continuous control, 1 On/Off 4
control, 2 to 250: Number of 2
steps 1
Output Shaft Speed
Provided for RETARDER CONTROL use. 0 Allison sets the 5 points as follows:
(Continuous Control) is always indicated when TCM
broadcast is enabled. 0xFF (Not Available) is POINT 1 – Retarder Speed At Idle may vary with
indicated when broadcast is disabled. retarder operating temperature, as the minimum
engagement speed of the retarder is increased with
B.5.39.6. RETARDER CONFIGURATION MAP excess fluid temperature.
B.5.39.6.1. TCM Parameter Broadcast POINT 2 – By SAE definition, Percent Torque at
Provided for RETARDER CONTROL use. All five Maximum Speed and Maximum Retarder Speed
speed & torque points are supported when TCM should equal the maximum output shaft speed where
broadcast is enabled. If map broadcast is disabled, retarder operation is allowed. However, Allison
speed parameters will indicate 0xFFF and torque retarders have no such definitive point. Therefore,
parameters will indicate 0xFF. Scaling: Point 2 is calibrated to reflect the retarder operating
speed beyond which the retarder does not produce
Speed Points higher retarding torque.
Resolution: 0.125 rpm / bit, 0 offset POINT 3 – Highest output shaft speed where our
Data Range: 0 to 8,031.875 rpm retarder can produce its maximum output torque.
Torque Points POINT 4 – Best compromise of an “inflection point”

Data Length: 1 byte between points 3 & 2 based on Allison retarder data.
Resolution: 1 % / bit, -125% offset
Data Range: -125 to 125 % POINT 5 – Lowest output shaft speed where our
Operating Range: -125 to 0% retarder can produce its maximum torque output.
Under normal conditions, the map will reflect the B.5.39.7. SPN 556 – RETARDER REFERENCE
100% retarding curve of the specified retarder TORQUE
capacity as set by VEPS. The map also reflects the SAE Excerpt: This parameter is the 100% reference
reduced or completely inhibited capacity of the value for all defined indicated retarder torque
retarder during: parameters. It is only defined once and doesn’t
change if a different retarder torque map becomes
— High temperature conditions valid.
— Fire Truck Pump Mode operation
— Diagnostic conditions Data Length: 2 bytes
Resolution: 1 Nm / bit, 0 offset
If a temperature sensor (e.g. sump temperature) fails Data Range: 0 to 64,255 Nm
while that temperature input is causing a derated Operational Range: Same as data range
condition, the map will return to indicating the normal
100% retarding curve. If the retarder solenoid fails, B.5.39.7.1. TCM Parameter Broadcast
the configuration map will reflect 0% at all points. The broadcast value is dependent on TCM
calibration; see RETARDER CONTROL. 0xFFFF
disabled.

Used in function ENGINE BRAKE INTERFACE.
B.5.40. PGN 65250 – TRANSMISSION B.5.40.3. SPN 957 – NUMBER OF FORWARD
CONFIGURATION (TCFG) GEAR RATIOS
SAE Excerpt: Number of forward gear ratios in the
SAE Excerpt: transmission, provided as part of the configuration.
Transmission Repetition Rate.............. On request
Data length............................................... Variable Data Length: 1 byte
PDU format ......................................................254 Resolution: 1 gear value / bit, 0 offset
PDU specific ....................................................226 Data Range: 0 to 250
Default priority ......................................................6 Operational Range: 0 to 125 gear ratios
PGN ........................................... 65,250 (0xFEE2)
B.5.40.4. SPN 581 – TRANSMISSION GEAR
RATIO
Total message length depends on total number of
forward and reverse gear ratios. SAE Excerpt: The transmission configuration
describes the number of forward gears, the number
NOTE: The first gear ratio transmitted in bytes 3, of reverse gears, and the ratio of each gear with the
4 will be the highest reverse gear ratio. Additional following resolution.
2-byte gear ratios will follow:
3,4 Highest reverse gear ratio Resolution: 0.001 / bit, 0 offset
: Data Range: 0 to 64.255
a,b Lowest reverse gear ratio Operational Range: Same as data range
c,d Lowest forward gear ratio
: B.5.40.5. CONTENT EXAMPLE: 6-SPEED 3000
e, f Highest forward gear ratio SERIES
Parameter Value
Byte Bit Content
Number of Reverse Gear Ratios: 1
1 Number of Reverse Gear Ratios Number of Forward Gear Ratios: 6
2 Number of Forward Gear Ratios Transmission Gear Ratio (Reverse): 5.03
Transmission Gear Ratio (1st): 3.49
3,4 Transmission Gear Ratio Transmission Gear Ratio (2nd): 1.86
Transmission Gear Ratio (3rd): 1.41
B.5.40.1. TCM MESSAGE BROADCAST Transmission Gear Ratio (4th): 1.00
PGN and all parameters are broadcast from SA 03 Transmission Gear Ratio (5th): 0.75
unless PGN broadcast is disabled via VEPS. Transmission Gear Ratio (6th): 0.65
TCFG broadcast length is always > 8 bytes, therefore

destination-specific requests result in destination-
specific responses via RTS / CTS, and global
requests result in global responses via BAM.
This PGN provides OEM shift selectors with the gear

ranges available in the installed transmission, and
may be used in functions SHIFT SELECTOR, NON-
SELECTOR, NON-ALLISON STANDARD:
3000/4000 SERIES.
B.5.40.2. SPN 958 – NUMBER OF REVERSE

GEAR RATIOS
SAE Excerpt: Number of reverse gear ratios in the
transmission, provided as part of the transmission
configuration.
Data Length: 1 byte

Resolution: 1 gear value / bit, 0 offset
Operational Range: 0 to 125 gear ratios
B.5.41. PGN 65251 – ENGINE 4-5 Engine Speed at Point 2 
CONFIGURATION 1 (EC1)
6 Engine Percent Torque at Point 2 
SAE Excerpt: This map describes the stationary 7-8 Engine Speed at Point 3 
behavior of the engine and the speed dependent
available indicated torque. This map should 9 Engine Percent Torque at Point 3 
reflect the effect of changes due to barometric 10-11 Engine Speed at Point 4 
pressure, engine temperature, and any other
stationary changes (sensor failures, etc.) which 12 Engine Percent Torque at Point 4 
influence the engine torque curve more than 10%. 13-14 Engine Speed at Point 5 
This map is only valid for maximum boost
pressure. At low boost pressures the torque limit 15 Engine Percent Torque at Point 5 
may be much lower. 16-17 Engine Speed at High Idle- Point 6 
The engine configuration message must be sent 18-19 Engine Gain (KP) of The Endspeed
at any time that the engine configuration map has Governor 
changed by more than 10% of speed or torque 20-21 Engine Reference Torque 
(due to events other than boost pressure) since
that last time the message was transmitted. As an 22-23 Engine Maximum Momentary Override
alternative, it may be sent periodically, once every Speed- Point 7
5 s. It shall also be sent on response to a 24 Engine Maximum Momentary Override
configuration request message. Time Limit
The engine characteristic can be described in one 25 Engine Requested Speed Control Range
of three modes. Mode 1 provides a complete Lower Limit
curve of speed and torque points (see 26 Engine Requested Speed Control Range
PGN65251_A). Mode 2 and 3 provide a partial Upper Limit
curve of speed and torque points and a separate
endspeed governor characteristic. In modes 2 27 Engine Requested Torque Control Range
and 3, the receiver of the engine configuration Lower Limit
message has to calculate the minimum of the 28 Engine Requested Torque Control Range
engine torque curve and the endspeed governor Upper Limit
characteristic to get the final available engine
torque. 29-30 Engine Extended Range Requested
Speed Control Range Upper Limit
Mode 2 provides a high idle point where torque
31-32 Engine Moment of Inertia 
equals zero (point 6) and the endspeed governor
gain Kp (see Figure PGN 65251_B). Mode 3 33-34 Engine Default Torque Limit 
provides the kick-in point of the endspeed
35 Support Variable Rate TSC1 Message
governor (point 2) and the governor gain Kp (see
Figure PGN 65251_C). 36 Support TSC1 Control Purpose Group 1
37 Support TSC1 Control Purpose Group 2
Transmission Repetition Rate........ Every 5 s and
on change of torque/speed points of more than 38 Support TSC1 Control Purpose Group 3
10% since last transmission but no faster than
every 500 ms 39 Support TSC1 Control Purpose Group 4
Data Length ............................................. 39 bytes B.5.41.1. TCM MESSAGE RECEPTION

PDU Format .....................................................254 Parameters marked  may be used by the TCM.
PDU Specific ....................................................227
Default Priority .....................................................6 If PGN Request is not supported, EC1 must be sent
PGN ........................................... 65,251 (0xFEE3) via transport protocol at a periodic rate no slower than
every 5 seconds. Regardless, EC1 should be sent on
Byte Bit Content change of torque/speed points of more than 10%
1-2 Engine Speed at Idle- Point 1  since the last broadcast.
3 Engine Percent Torque at Idle- Point 1  EC1 data is required to be in either EC1 Mode 1 or
Mode 2 format. Regardless, Point 2 must contain
valid engine speed and torque data
B.5.41.2. ENGINE SPEED POINTS B.5.41.3. ENGINE PERCENT TORQUE POINTS
EC1 engine speed data is formatted as follows: Engine percent torque data is formatted as follows:
Data Length: 2 bytes Data Length: 1 byte

Resolution: 0.125 rpm/bit, 0 offset Resolution: 1% per bit, -125% offset
Data Range: 0 to 8,031.875 rpm Data Range: -125% to 125%
Operational Range: Same as data range Operational Range: 0 to 125%
SPN 188 – Engine Speed at Idle, Point 1 SPN 539 – Engine Percent Torque at Idle, Point 1
SAE Excerpt: Stationary low idle speed of engine SAE Excerpt: The torque limit that indicates the
which includes influences due to engine temperature available engine torque which can be provided by the
(after power up) and other stationary changes engine at idle speed. This parameter may be
(calibration offsets, sensor failures, etc). influenced by engine temperature (after power up)
and other stationary changes (calibration offsets,
SPN 528 – Engine Speed at Point 2 sensor failures, etc.) See also SPN 188. The data is
SAE Excerpt: Engine speed of point 2 of the engine transmitted in indicated torque as a percent of the
torque map. In engine configuration mode 1 and 3, reference engine torque.
point 2 is defined as the kick-in point from which
torque is reduced to zero. In mode 2, there are no SPN 540 – Engine Percent Torque at Point 2
special requirements for the definition of this point. SAE Excerpt: The torque limit that indicates the
available engine torque which can be provided by the
SPN 529 – Engine Speed at Point 3, engine at point 2 of the engine map. In engine
SPN 530 – Engine Speed at Point 4, configuration mode 1 and 3, point 2 is defined as the
SPN 531 – Engine Speed at Point 5 kick-in point from which torque is reduced to zero. In
SAE Excerpt: Engine speed of point 3, 4, and 5 of the mode 2, there are no special requirements for the
engine torque map. It is recommended that one of definition of this point. The data is transmitted in
these points indicate the peak torque point for the indicated torque as a percent of the reference engine
current engine torque map. Points 3, 4, and 5 are torque.
optional and lie between idle and point 2.
SPN 541 – Engine Percent Torque at Point 3,
SPN 532 – Engine Speed at High Idle, Point 6 SPN 542 – Engine Percent Torque at Point 4,
SAE Excerpt: Engine speed of high idle (point 6) of SPN 543 – Engine Percent Torque at Point 5
the engine torque map. In engine configuration mode SAE Excerpt: The torque limit that indicates the
3, point 6 is not defined by the engine torque map but available engine torque which can be provided by the
by the governor characteristic and the zero torque engine at point 3, 4, and 5 of the engine map (see
line. PGN 65251 and supporting documents). It is required
that one of these points indicate the peak torque point
B.5.41.2.1. TCM Parameter Reception for the current engine torque map. Points 3, 4, and 5
Received in all applications for used in functions: lie between idle and point 2. The data is transmitted
in indicated torque as a percent of the reference
DYNACTIVETM SHIFTING engine torque.
ENGINE MANAGEMENT – ARM B.5.41.3.1. TCM Parameter Reception

Received in all applications. Used to determine
ENGINE MANAGEMENT – SEM engine maximum torque production capability in all
1000/2000 Series applications, and in functions:
Engine Speed at Idle, Point 1 support is required in
some applications; see EMISSION CONTROL ENGINE MANAGEMENT – LRTP
SYSTEMS – DPF / SCR.
B.5.41.4. SPN 532 – ENGINE GAIN (KP) OF THE Operational Range: Same as data range
ENDSPEED GOVERNOR
SAE Excerpt: The endspeed governor is defined as a B.5.41.6.1. TCM Parameter Reception
linear line with the following equations (Capital letters May be used by ENGINE MANAGEMENT – SEM.
mean physical values, small letters mean normalized
values). NOTE: For engines approved for use with
Allison Engine Management, any change in
The gain KP/kp is defined as a positive value. The the value broadcast requires re-evaluation
factor 4096 is necessary for realizing flat curves with by Allison.
sufficient resolution as well as very steep curves.
KP = delta Torque / delta Speed B.5.41.7. SPN 1846 – ENGINE DEFAULT

kp (normalized) = KP * 250/100% * 8031 rpm/64255 TORQUE LIMIT
* 4096 = KP * 1280 rpm/% SAE Excerpt: Companion parameter to
Transmission Torque Limit (SPN 1845). This “echo”
B.5.41.4.1. TCM Parameter Reception parameter provides confirmation to the transmission
See DYNACTIVETM SHIFTING. that the engine has received and will invoke the
requested Transmission Torque Limit in the event
B.5.41.5. SPN 544 – ENGINE REFERENCE that J1939 communication is lost between the two
TORQUE devices.
SAE Excerpt: This parameter is the 100% reference
value for all defined indicated engine torque If the engine supports this protection logic, the Engine
parameters. It is only defined once and doesn't Default Torque Limit parameter should be set equal
change if a different engine torque map becomes to the Transmission Torque Limit parameter as
valid. received in the Transmission Configuration 2
message (PGN 65099). Otherwise, an Engine
Data Length: 2 bytes Default Torque Limit value of FF00 to FFFF indicates
Resolution: 1 Nm per bit, 0 Nm offset that no default engine torque limit has been received
Data Range: 0 to 64,255 Nm or set.
The intention is to protect transmissions that use a
B.5.41.5.1. TCM Parameter Reception continuous torque limit during torque converter mode
Received in all applications for use in functions: or operation in specific lower gears, where stall or
drivetrain torque may reach levels higher than the
ENGINE MANAGEMENT – ARM gearbox capacity. If communication is lost during
torque-limited operation, unrestricted engine torque
ENGINE MANAGEMENT – SEM output could harm the transmission.
ENGINE MANAGEMENT – LRTP It is recommended that engines use reception of the

ETC1 message as a transmission “heartbeat”. In the
ENGINE MANAGEMENT – OTL event that the ETC1 message is not received in a time
period of 5 times its’ broadcast rate (5 x 10 ms = 50
…to estimate transmission net input torque. Also ms), the engine should invoke a torque limit holding
used by shift quality and transmission abuse the engine to less than or equal to the value of the
algorithms to determine TSC1 command values. If Transmission Torque Limit parameter. The engine
not supported as required, shift feel will be degraded may release the limit when engine-to-transmission
due to inaccurate net torque estimates. See the communication is re-established.
functions for how to best set this value.
B.5.41.6. SPN 1794 – ENGINE MOMENT OF Resolution: 1 Nm per bit, 0 Nm offset
INERTIA Data Range: 0 to 64,255 Nm
SAE Excerpt: Moment of inertia for the engine, Operational Range: Same as data range
including items driven full-time by the engine such as
fuel, oil and cooling pumps. The inertia from the B.5.41.7.1. TCM Parameter Reception
following items are not included: flywheel, alternator, Received in all applications for use in functions:
compressor and other engine-driven accessories.
Resolution: 0.004 kg-m^2 / bit, 0 offset ENGINE MANAGEMENT – OTL
Data Range: 0 to 257.02 kg-m^2
While not clarified in the current SAE definition, this B.5.42. PGN 65259 – COMPONENT ID
parameter is in terms of indicated torque – not gross (CI)
torque. Also note that for the Engine Management
functions listed above, an ETC1 heartbeat is required;
SAE Excerpt:
not “recommended” as mentioned in the excerpt from
Transmission Repetition Rate ............. On request
the SAE definition.
Data length .............................................. Variable
PDU format ...................................................... 254
PDU specific .................................................... 235
Default priority ..................................................... 6
PGN ........................................... 65,259 (0xFEEB)
Field Content
a Make 
b Model 
c Serial number
d Unit number (Power unit)
NOTE – The make, model, serial number and unit

number fields in this message are optional and
separated by an ASCII “*”. It is not necessary to
include all fields; however, the delimiter (“*”) is
always required.

upon request from SA 03 in all applications, unless
message broadcast is disabled via VEPS.
TCM CI broadcast length is always > 8 bytes,

therefore a destination-specific request will result in a
destination-specific response via RTS / CTS, and a
global request will result in a global response via
BAM.
B.5.42.2. SPN 586 – MAKE

SAE Excerpt: Make of the component corresponding
to the codes defined in the American Trucking
Association Vehicle Maintenance Reporting Standard
(ATA/VMRS).

NOTE – The ASCII character “*” is reserved as a

delimiter.

Contains the standard Allison ATA / VMRS 5
character code “ALLSN”. See example below.
B.5.42.3. SPN 587 – MODEL B.5.43. PGN 65260 – VEHICLE
SAE Excerpt: Model of the component. IDENTIFICATION (VI)
Data Length: Variable – up to 200 characters SAE Excerpt:
(“*” delimited) Transmission Repetition Rate ............. On request
Resolution: ASCII, 0 offset Data length .............................................. Variable
Data Range: 0 to 255 per byte PDU format ...................................................... 254
PDU specific .................................................... 236
NOTE – The ASCII character “*” is reserved as a Default priority ..................................................... 6
delimiter. PGN ........................................... 65,260 (0xFEEC)
Byte: 1-n Vehicle Identification Number 
Parameter contains the Allison vocational model
name, which may vary in length up to a maximum of Delimiter (ASCII “*”)
50 characters. See example below.
B.5.42.4. EXAMPLE BROADCAST B.5.43.1. TCM MESSAGE RECEPTION

The data string below illustrates the Component ID Parameters marked  may be used by the TCM.
response of an Allison 3000 RDS transmission.
If parameter is not received within a short time after
key-on, the TCM will issue a series of up to 3 requests
Byte Decimal Hexadecimal ASCII until it is received.
1 65 0x41 A
B.5.43.2. SPN 237 – VEHICLE IDENTIFICATION
2 76 0x4C L NUMBER
3 76 0x4C L SAE Excerpt: Vehicle Identification Number (VIN) as
assigned by the vehicle manufacturer.
4 83 0x53 S
Data Length: Variable – up to 200 characters
5 78 0x4E N (“*” delimited)
6 42 0x2A * Resolution: ASCII, 0 offset
7 51 0x33 3
NOTE – The ASCII character “*” is reserved as a
8 48 0x30 0
delimiter.
9 48 0x30 0
10 48 0x30 0 Parameter is used to identify the TCM host vehicle.
11 32 0x20 (space)
12 82 0x52 R
13 68 0x44 D
14 83 0x53 S
15 42 0x2A *
16 42 0x2A *
17 42 0x2A *
B.5.44. PGN 65262 – ENGINE B.5.45. PGN 65265 – CRUISE CONTROL
TEMPERATURE (ET1) / VEHICLE SPEED 1 (CCVS1)
SAE Excerpt: SAE Excerpt:

Transmission Repetition Rate........................... 1 s Transmission Repetition Rate ................... 100 ms
Data Length ............................................... 8 bytes Data Length ............................................... 8 bytes
PGN: .......................................... 65,262 (0xFEEE) PGN ............................................65,265 (0xFEF1)
For product availability and byte/bit locations, see the For product availability and byte/bit locations, see the
J1939 MESSAGE & PARAMETER OVERVIEW J1939 MESSAGE & PARAMETER OVERVIEW
tables. tables.
B.5.44.1. SPN 110 – ENGINE COOLANT B.5.45.1. SPN 70 – PARKING BRAKE SWITCH
TEMPERATURE SAE Excerpt: Switch signal which indicates when the
SAE Excerpt: Temperature of the liquid found in the parking brake is set. In general the switch actuated by
engine cooling system. the operator's park brake control, whether a pedal,
lever or other control mechanism.
Data Length: 1 byte
Resolution: 1° C per bit, -40° C offset 00b Parking brake not set
Data Range: -40°C to +210°C (-40°F to +410°F) 01b Parking brake set
10b Error
B.5.44.1.1. TCM Parameter Reception 11b Not Available
Received in all applications for use in functions:
DYNAMIC SHIFT SENSING May be used by functions:
RETARDER CAPACITY REDUCTION AUTOMATIC NEUTRAL – SINGLE INPUT
Also used by the TCM to: AUTOMATIC NEUTRAL – SINGLE INPUT WITH
SHIFT SELECTOR OVERRIDE
— determine normal engine idle speed,
— aid in transmission oil temperature diagnostics, AUTOMATIC NEUTRAL – DUAL INPUT W/ARTR
— detect if the engine is warmed up or de-rated,
— adjust shift schedules. NEUTRAL AT STOP INPUT
B.5.45.2. SPN 84 – WHEEL-BASED VEHICLE

SPEED
SAE Excerpt: Speed of the vehicle as calculated
from wheel or tailshaft speed.

Resolution: 1/256 km/h per bit, 0 km/h offset
Data Range: 0 to 250.996 km/h

Received in all applications. Used in DYNACTIVETM
SHIFTING, DYNAMIC SHIFT SENSING, and may be
used in:
CRUISE CONTROL, STANDARD

ATI 5th
Gen Controls Datalink Communications – August 10, 2020 SAE J1939 – 296
B.5.45.3. SPN 597 – BRAKE SWITCH B.5.45.5. SPN 86 – CRUISE CONTROL SET
SAE Excerpt: Switch signal which indicates that the SPEED
driver operated brake foot pedal is being pressed. SAE Excerpt: Value of set (chosen) velocity of
This brake foot pedal is controlling the vehicles’ velocity control system.
service brake (total vehicle braking application, not
park brakes). It is necessary for safe drivetrain Data Length: 1 byte
behavior that the switch activates before the physical Resolution: 1 kph per bit, 0 kph offset
braking components are activated (i.e. Disengage the Data Range: 0 to 250 kph
cruise control function prior to the activation of friction Operational Range: Same as data range
brakes).
00b Brake pedal released May be used by functions:
01b Brake pedal depressed
10b Error DYNACTIVETM SHIFTING
11b Not Available
CRUISE CONTROL, STANDARD.
May supplement or replace the brake switch GPI in: B.5.45.6. SPN 527 – CRUISE CONTROL STATES
SAE Excerpt: This parameter is used to indicate the
AUXILIARY FUNCTION RANGE INHIBIT – SINGLE current state or mode of operation by the cruise
INPUT control device. This is a Status Parameter.
AUTOMATIC NEUTRAL – BRAKE-BASED (BBAN) Data length: 3 bits

INPUT State values: See function CRUISE CONTROL,
STANDARD
AUTOMATIC NEUTRAL – DUAL INPUT W/ARTR
DIRECTION CHANGE ENABLE
Received in all applications unless disabled via
DYNAMIC SHIFT SENSING VEPS. Correct state support is required when used
to meet the requirements of functions:
ENGINE MANAGEMENT – NRA
CRUISE CONTROL, STANDARD
SERVICE BRAKE STATUS INPUT
CRUISE CONTROL, ADAPTIVE
B.5.45.4. SPN 595 – CRUISE CONTROL ACTIVE
B.5.45.7. SPN 976 – PTO GOVERNOR STATE
SAE Excerpt: Cruise control is switched on. It is not
ensured that the engine is controlled by cruise SAE Excerpt: This parameter is used to indicate the
control, as in the case of a large driver's demand the current state or mode of operation by the power
engine is controlled by the driver while cruise control takeoff (PTO) governor. In lieu of support for PTO
is active (maximum selection of cruise control and Drive Engagement parameters, this parameter may
driver’s demand). The cruise control is set to 0 if a represent the status of a PTO drive. The
switch off condition occurs. broadcasting device must ensure that each achieved
state is conveyed in at least one message broadcast
00b Cruise control switched off before a transition to another state is allowed.
01b Cruise control switched on
10b Error Data length: 5 bits
11b Not available State values: See below
B.5.45.4.1. TCM Parameter Reception B.5.45.7.1. TCM Parameter Reception

Reception is defaulted off in all applications, and may Received in all applications. Correct state support is
only be enabled via VEPS. When enabled, used by required when used to meet the requirements of:
functions:
ACCELERATOR PEDAL INPUT – DUAL MODE
DYNACTIVETM SHIFTING OFS
CRUISE CONTROL, STANDARD. CRUISE CONTROL, VIA ENGINE PTO

GOVERNOR
When the vehicle is moving, the bit states map as
Off / Disabled – The PTO governor enable switch
shown in the following table. The TCM ignores this
is in the off position.
parameter when the vehicle is stationary.
Hold – The PTO governor is active and currently
Bit PTO Mod. maintaining a captured operating speed.
State State Source
Remote Hold – The remote PTO governor is
00000b Off / Disabled Pedal active and the PTO governor is currently
00001b Hold Load maintaining a captured operating speed.
00010b Remote Hold Load
00011b Standby Pedal Standby – The PTO governor device enable
00100b Remote Standby Pedal switch is in the ON position and it is possible to
00101b Set Load manage the PTO governor.
00110b Decelerate / Coast Load
00111b Resume Load Remote Standby – The remote PTO governor
01000b Accelerate Load device enable switch is in the ON position and it is
01001b Accelerator Override Pedal possible to manage the PTO governor.
01010b Pre-Program Set Speed 1 Load
01011b Pre-Program Set Speed 2 Load Set – The PTO governor is establishing current
01100b Pre-Program Set Speed 3 Load speed as the operating speed (captured value).
01110b Pre-Program Set Speed 5 Load Decelerate / Coast – The PTO governor is in the
01111b Pre-Program Set Speed 6 Load process of ramping down, or coasting, from the
10000b Pre-Program Set Speed 7 Load current operating speed.
Resume – The PTO governor is in the process of
10010b PTO Set Speed Memory 1 Load
resuming the operating speed to a previously
10011b PTO Set Speed Memory 2 Load
captured value.
11111b Not available Pedal
Accelerate – The PTO governor is in the process
Pedal position is used for all undefined states.
of ramping up the operating speed.
Per SAE, the states should convey the following: Accelerator Override – The PTO governor is
active but for the present time the engine is
controlled by a large driver's demand.
Preprogrammed PTO Governor Set Speed 1

through 8 – The PTO device is establishing a
preprogrammed governor set speed (user
programmable) as the current operating speed.
PTO set speed memory 1 through 2 – A PTO

set speed memory set state is active.

shift modulation is based on EEC2 Accelerator Pedal
Speed. Other parameters that factor into modulation

— EEC2 Road Speed Limit Status
— EEC1 Engine Torque Mode

information may not be valid for shift modulation
purposes, then load information is utilized.
B.5.46. PGN 65266 – FUEL ECONOMY B.5.47. PGN 65272 – TRANSMISSION
(LIQUID) (LFE1) FLUIDS (TRF1)
SAE Excerpt: SAE Excerpt:

Transmission Repetition Rate.................... 100 ms Transmission Repetition Rate ................ 1 second
Data Length ............................................... 8 bytes Data Length ............................................... 8 bytes
PGN ........................................... 65,266 (0xFEF2) PGN ............................................65,272 (0xFEF8)
For product availability and byte/bit locations, see the For product availability and byte/bit locations, see the
J1939 MESSAGE & PARAMETER OVERVIEW J1939 MESSAGE & PARAMETER OVERVIEW
tables. tables. PGN is broadcast from SA 03 unless all
B.5.46.1. SPN 183 – ENGINE FUEL RATE
SAE Excerpt: Amount of fuel consumed by engine B.5.47.1. SPN 177 – TRANSMISSION OIL
per unit of time. TEMPERATURE 1
SAE Excerpt: First instance of transmission lubricant
Data Length: 2 bytes temperature.
Resolution: 0.05 l/h / bit, 0 l/h offset
Data Range: 0 to 3212.75 l/h Data Length: 2 bytes
Operational Range: Same as data range Resolution: 0.03125°C / bit, -273°C offset
Data Range: -273°C to +1735.0°C
B.5.46.1.1. TCM Parameter Reception Operational Range: Same as data range
See DYNACTIVETM SHIFTING.
0xFEFF (Error) is indicated when sensor failures
occur. 0xFFFF (Not Available) is indicated when
B.5.47.2. SPN 3026 – TRANSMISSION OIL

LEVEL 1 MEASUREMENT STATUS
SAE Excerpt: Measurement status for the first
instance of a transmission oil level indicator.
Indicates if conditions are acceptable to obtain a valid
transmission oil level measurement as conveyed in
SPN 124 Transmission Oil Level or SPN 3027
Transmission Oil Level High / Low. If conditions are
not acceptable, this parameter conveys to the
operator what prevents conditions from being
acceptable. Only one condition can be conveyed in
this parameter at any given point in time. If multiple
conditions exist, it is not important which condition is
actually broadcast, as the driver must “correct” each
and every condition as it is presented before a valid
oil level reading can be made. If multiple conditions
exist that prevent a valid reading, the sender should
broadcast one of those conditions until it is corrected;
then the next condition can be conveyed to the
operator, and so on.
Data Length: 4 bits
indicated when broadcast is disabled by VEPS, or an
Value Meaning
oil level sensor is not installed.
0000b Conditions valid for transmission oil
level measurement B.5.47.4. SPN 3028 – TRANSMISSION OIL
LEVEL 1 COUNTDOWN TIMER
0001b Conditions not valid – Settling timer SAE Excerpt: Countdown timer for the first instance
still counting down
of a transmission oil level indicator. Once all vehicle
0010b Conditions not valid – Trans. in gear conditions (such as vehicle stopped, etc) are met,
some transmissions may require a “settling time” to
0011b Conditions not valid – Transmission allow the fluid level to normalize. This parameter
fluid temperature too low indicates how much of the required settling time
0100b Conditions not valid – Transmission remains. When time reaches 0, a valid oil level
fluid temperature too high measurement value will be broadcast in SPN 3027
Transmission Oil Level 1 High / Low.
0101b Conditions not valid – Vehicle moving;
output shaft speed too high Data Length: 4 bits
0110b Conditions not valid – Vehicle not level Resolution: 1 minute / bit
Data Range: 0 to 15
0111b Conditions not valid – Engine speed Operational Range: 0 to 13 minutes
too low
1000b Conditions not valid – Engine speed Bit Transmission Oil Level 1
too high State Countdown Timer
1001b Conditions not valid – No request for 0000b Less than 1 minute
reading 0001b 1 minute
1101b Conditions not valid – Other 0010b 2 minutes
0011b 3 minutes
1110b Error 0100b 4 minutes
1111b Not available 0101b 5 minutes
0110b 6 minutes
0111b 7 minutes
B.5.47.2.1. TCM Parameter Broadcast 1000b 8 minutes
Parameter is only available for broadcast in 1001b 9 minutes
applications equipped with an oil level sensor. Used 1010b 10 minutes
with OIL LEVEL DISPLAY. 1111b (Not Available) is 1011b 11 minutes
indicated when broadcast is disabled by VEPS, or an 1100b 12 minutes
oil level sensor is not installed. 1101b 13 minutes
1110b Error
B.5.47.3. SPN 3027 – TRANSMISSION OIL 1111b Not available
LEVEL 1 HIGH / LOW
SAE Excerpt: First instance of a transmission oil
level indicator. Conveys the amount of current
volume of transmission sump oil compared to Parameter is only available for broadcast in
recommended volume. Positive values indicate applications equipped with an oil level sensor. Used
overfill. Zero means the transmission fluid is filled to with OIL LEVEL DISPLAY. 1111b (Not Available) is
the recommended level. indicated when broadcast is disabled by VEPS, or an
oil level sensor is not installed.
Parameter Specific Indicator: A value of FB hex
indicates conditions are not acceptable for a valid
fluid level measurement.
Data Length: 1 byte

Resolution: 0.5 L / bit, -62.5 L Offset
Data Range: -62.5 L to +62.5 L

Parameter is only available for broadcast in
applications equipped with an oil level sensor. Used
with OIL LEVEL DISPLAY. 0xFF (Not Available) is
B.5.48. PGN 65275 – RETARDER B.5.49. PGN 65280 TO 65535 –
FLUIDS (RF) PROPRIETARY “B”
SAE Excerpt: SAE J1939-21 Excerpt: This proprietary PG uses

Transmission Repetition Rate........................... 1 s the PDU2 format message allowing
Data Length ............................................... 8 bytes manufacturers to define the PS (GE) field content
PDU Format .....................................................254 as they desire. However, significant percentages
PDU Specific ....................................................251 (2 percent or more) of vehicle network utilization
Default Priority .....................................................6 must be avoided. How the PS (GE) and data fields
PGN ........................................... 65,275 (0xFEFB) of this message are used is up to each
manufacturer. The data length of these messages
has been left up to each manufacturer. Therefore,
J1939 MESSAGE & PARAMETER OVERVIEW two manufacturers, say of transmissions, may use
the same GE value and it may very well have a
tables. PGN is broadcast from SA 16 (Retarder –
different Data Length Code. Receivers of this
Driveline) in Allison retarder applications unless all
information would need to differentiate between
the two manufacturers.
B.5.48.1. SPN 120 – HYDRAULIC RETARDER
OIL TEMPERATURE Transmission Repetition Rate: Per user
requirements
SAE Excerpt: Temperature of oil found in a hydraulic
retarder.
Data Length .................................. 0 to 1785 bytes
(multipacket supported)
Data Length: 1 byte
PDU Format ..................................................... 255
Resolution: 1° C / bit, -40° C offset
PDU Specific ..... Group Extension (mfg assigned)
Data Range: -40°C to +210°C
PGN ............................ 65,280 to 65,535 (0xFFxx)
Byte Bit Content
Parameter is only available for broadcast in Allison
retarder applications. Provided for the discretionary 1-n Manufacturer specific use
use of the system, such as dashboard displays. 0xFF
B.5.49.1. ALLISON MESSAGE USE
disabled.
The TCM may broadcast the following Proprietary B
In the event of retarder temperature sensor DTC PGNs:
P2742 or P2743, Error (0xFE) is indicated.
— PGN 65440 – Proprietary TCM Information (on
B.5.48.2. SPN 5346 – DRIVELINE RETARDER request)
OVERHEAT INDICATOR
SAE Excerpt: Signal from the driveline retarder
indicating that its fluid temperature is above normal
acceptable limits, and as a result, retarder operation
may be altered or restricted. The indicator is typically
a lamp. Distinctions in meaning between the
continuous and flashing are left to the transmission
manufacturer.
00b Driveline Retarder Overheat Indicator is off

01b Driveline Retarder Overheat Indicator is on
continuously
10b Driveline Retarder Overheat Indicator is
flashing
11b Not available

See RETARDER TEMPERATURE INDICATOR. 11b
disabled.
B.6. APPENDIX A: REQUIRED ENGINE GOVERNOR
CHARACTERISTICS FOR ENGINE MANAGEMENT
While the following “Good” governor characteristics B.6.2. OPTIMUM ENGINE GOVERNOR
are required for ENGINE MANAGEMENT functions, CHARACTERISTICS FOR
they will also provide improved shift quality and
drive-ability with all Allison transmissions.
AUTOMATIC TRANSMISSIONS
The optimum governor actually falls somewhere in
B.6.1. FUNDAMENTAL DESIGN between the pure limiting speed governor and the
PREMISE OF AUTOMATIC pure variable speed governor. Optimum governors
TRANSMISSIONS produce constant engine horsepower versus engine
speed for a given part throttle position.
A fundamental premise in the design of automatic
transmissions is that throttle position controls engine To accomplish this, engine throttle progression must
torque, as opposed to engine speed. be such that a given throttle percentage produces
nearly the same percentage of power, as shown in
A “Good” governor with this characteristic is Figure A3.
illustrated on the left side of Figure A1. Relatively flat
throttle curves mean increasing the throttle input will This design yields constant torque and power at the
increase engine torque output. In truck industry transmission output before and after a shift, and
jargon, governors of this type are often referred to as therefore minimizes driveline disturbance during the
“Min/Max” or “Limiting Speed” governors, or a shift. The constant output results in the best shift
“Power Throttle”. quality and smooth vehicle acceleration.
For a given throttle position, the vehicle will Approximately 200 – 300 rpm of high idle governor
accelerate smoothly, and easily reach part throttle droop is required.
shift points. When a shift does occur, as shown on
the left side of Figure A2, there is relatively little
change in engine torque. This results in a smoother,
quieter shift.
In contrast, a “less than optimal” governor

arrangement is illustrated on the right side of Figure
A1. With steep throttle curves, increases in throttle
position will increase engine speed. Governors of
this type are often referred to as “Variable Speed” or
“All Speed” governors, or a “Speed Throttle”.
Here, at a given throttle position, engine speed

cannot reach the upshift point unless the driver adds
more throttle. As shown on the right side of Figure
A2, there is a large change in engine torque if a shift
does occur. This results in noticeable vehicle surge,
as well as increased engine noise and clutch slip.
FIGURE A1 – DEFINITIONS OF GOVERNOR TYPES
FIGURE A2 – PART THROTTLE UPSHIFT CHARACTERISTICS
FIGURE A3 – EXAMPLE OF OPTIMUM GOVERNOR USING PART THROTTLE CONSTANT HORSEPOWER APPROACH
B.7. APPENDIX B: REQUIRED ENGINE RESPONSE
CHARACTERISTICS FOR ENGINE MANAGEMENT
While the following characteristics are required for Allison ENGINE MANAGEMENT features, they will provide
improved shift quality and drive-ability with any Allison transmission.
B.7.1. GENERAL TSC1 TORQUE LIMIT

— Under no circumstances should the engine stall
COMMAND RESPONSE due to TSC1 torque limit reception.
In general, engine TSC1 torque limit response is
required to have the following 6 characteristics: An example of acceptable engine torque response
during an upshift is shown below. The values reflect
— Engine torque output at the flywheel must reach Allison estimates of gross brake torque, not
the commanded limit within 100 ms of Allison “indicated” or “measured” torque.
placing the command on the J1939 datalink.
— While Allison TSC1 torque limits are controlling

the engine, the engine’s Actual Engine – Percent
Torque broadcast must be within 2% of the TSC1
commanded torque limit.
— The engine must respond quickly to the removal

of torque limits:
When a torque limit is removed, the engine

must – within 150 ms – produce the same
torque output (for the given engine speed and
accelerator pedal) as if the engine had not
been torque limited by the TCM. For example,
after a wide-open throttle (WOT) upshift,
maximum torque output for the current engine
speed must resume within 150 ms of the torque ACCEPTABLE ENGINE TORQUE RESPONSE TO
limit being removed or set greater than the ALLISON TORQUE LIMIT COMMAND
100% torque curve.
B.7.2. SPEED CONTROL CONDITIONS
Slow torque recovery can cause a noticeable
Engine Management TSC1 commands will issue one
drop in output torque and poor shift quality. of two Requested Speed Control Conditions:
Causes for slow recovery may include:
01b Stability optimized for driveline disengaged
… Improper resetting of an engine governor and non-lockup conditions
dynamic element such as an integrator,
10b Stability optimized for driveline engaged
… Engine governor gains that provide too low and/or lockup condition 1 (e.g. vehicle
of a system bandwidth, and/or driveline)
… In turbocharged diesel applications, loss of Support of Requested Speed Control Conditions is

boost pressure coupled with “air-fuel ratio” more essential for engine fuel systems with slow
or “smoke” control limits. response times. Multiple gain sets allow increased
gains when inertia is high (driveline engaged), and
— LRTP requires the engine to accept TSC1 torque decreased, more stable gains during lower inertia
limits for an unlimited amount of time (see stall conditions (driveline disengaged or in Neutral).
test below).
If response is acceptable for both driveline engaged
— The engine must accept a full (0 – 100%) range of and disengaged situations, fuel systems with fast
TSC1 torque limits at all engine operating response times may not be required to have unique
temperatures. gain sets for each speed control condition.
B.7.3. TORQUE ACCURACY Tests are typically run on an engine dynamometer,
although a well calibrated in-vehicle torque meter
There are three main components which factor into may also work as long as all accessory loads are
the torque at an engine’s flywheel: disabled during testing. Regardless, the error must
be evaluated across the entire engine operating
— Indicated torque generated in the cylinders. This range and expected environmental conditions,
data is conveyed via EEC1 Actual Engine – including temperature extremes and altitude.
Percent Torque.
B.7.3.3. CONDITIONAL ±10% ACCURACY
— Internal engine friction losses, as well as those
due to normal engine equipment such as fuel, oil B.7.3.3.1. SEM
and water pumps. This data is conveyed via
Tests show SEM shift quality is best when ±5%
EEC3 Nominal Friction – Percent Torque.
accuracy is maintained, particularly at higher load
— Parasitic losses due to engine accessories (e.g. conditions. Adequate SEM shift quality can be
air compressors, power steering pumps, air obtained with accuracy as low as ±10%, provided
conditioning, engine-driven cooling fans). This that a given engine’s torque response is repeatable.
data is conveyed via EEC3 Estimated Engine
“Repeatable” means that a given engine in a given
Parasitic Losses – Percent Torque.
vehicle consistently reports and controls (a) on the
This section discusses the impact of each on Allison high side of actual torque, or (b) on the low side of
Engine Management functions. actual torque. TCM adaptive logic can compensate
for these consistent torque biases; however, it
B.7.3.1. TORQUE ACCURACY cannot address accuracy concerns during LRTP
REQUIREMENTS operation.
First, two definitions: B.7.3.3.2. LRTP
— ACTUAL GROSS TORQUE – Power made in the LRTP applications must maintain ±5% accuracy for
cylinders (indicated torque) minus any losses a variety of operating conditions, but most
required for the base engine to operate (friction particularly near the full-load torque curve. For lower
torque), as measured through testing with cooling torque values, LRTP has no impact on the accuracy
fans and other engine accessories turned off. requirements; all requirements are driven by SEM
shift quality. “Lower torque” in this case is
— J1939 GROSS TORQUE – The gross torque of approximately < 80% of the full-load torque curve,
the engine as calculated from J1939 parameters depending on the torque curve and the torque
broadcast by the engine: converter used in a given application.
( EEC1 Actual Engine – Percent Torque minus B.7.3.4. FANS & OTHER PARASITIC LOSSES
EEC3 Nominal Friction – Percent Torque ) x EC1 Engine-driven fans (e.g. viscous driven units) and
Engine Reference Torque other accessory loads are often not directly
controlled by the engine control module (ECM). As
Gross engine torque calculated from J1939 data is such, Allison accuracy requirements focus on what
required to be within ±5% of actual measured gross is known and controlled by the ECM: Indicated
engine torque. However, accuracy of ±10% may be torque generated in cylinder and the friction of
conditionally acceptable. normally installed components. Lack of knowledge
about any additional engine loading is in part what
B.7.3.2. MEASURING TORQUE ACCURACY drives the tight (±5%) accuracy requirements.
Since indicated torque is difficult to measure directly,
tests typically measure actual steady-state gross If the ECM does know fan or accessory parasitic
torque at the flywheel, and compare this data to the losses, it should broadcast this information in EEC3
“J1939 gross torque” determined from J1939 Estimated Engine Parasitic Losses – Percent Torque
parameters broadcast by the engine. so the TCM can make use of it.
Engine OEMs usually provide or at least summarize While not typical -- and not recommended -- some
this data, often in terms of throttle progression. engine OEMs choose to include these additional
parasitic losses in their EEC3 Nominal Friction –
To measure gross engine torque, the engine must be Percent Torque broadcast. If so, EEC3 Estimated
operated with minimal parasitic losses from any load- Engine Parasitic Losses – Percent Torque support is
bearing engine accessories. This includes disabling required, and must indicate 0xFB as defined by SAE.
any engine-driven fans and minimizing operation of 0xFB indicates that additional information has been
other engine-driven accessories.
lumped in with the standard Nominal Friction – B.7.4.1.1. Full Power Downshifts during
Percent Torque broadcast. Cruise Control or Road Speed
Governing
In either case, the ECM must control the fan or other Cruise control maintains a set vehicle speed, and
accessory in order to impart its impact on the adjusts engine torque output as needed to do so. On
parameter broadcast values. steep grades, cruise governors will request
maximum available engine torque to maintain the set
Bottom line: Allison does not require fan or other speed. Still, the vehicle may slow to a point where a
accessory losses to be included in any torque power downshift will occur.
parameter; it is accepted that these fans and loads
may not be controlled by the ECM. However, the It is understood that minor decreases in Engine
TCM will use the additional information if provided. Percent Load at Current Speed may occur during
these downshifts, due to the combination of
B.7.3.5. SUMMARY
increased engine speed and negative slope on the
For Engine Management compatibility, any areas of engine torque curve. However, if Engine Percent
operation lacking ±5% torque accuracy must be Load at Current Speed drops significantly during this
understood. If error up to ±10% occurs somewhere downshift, the transmission may upshift immediately
away from the full-load torque curve and the afterwards. To avoid this cycling, the following
particular engine’s torque response is repeatable, requirements must be met:
good shift quality and durability can still be had. If an
error is not repeatable or occurs near the full-load For full power downshifts that occur while against an
torque curve, a more detailed analysis is necessary active cruise set speed or road speed governor,
to determine the effects. Engine Percent Load at Current Speed must not
drop by more than 45% during the shift, and must
B.7.4. TORQUE RESPONSE DURING recover to an absolute value of at least 77% within
SHIFTS IN CRUISE CONTROL 900 ms of the end of the shift. These requirements
OR ROAD SPEED GOVERNING are illustrated below:
In addition to the general TSC1 responses above,

100%
there are further SEM / LRTP requirements if cruise
control or road speed governors are involved.
95%
B.7.4.1. BACKGROUND: NON-SEM SHIFTS
90%
Text in this section is repeated from “Allison
Implementation” as stated under EEC2 Engine than 45% during shift

Percent Load at Current Speed. 85%
Must not drop more
To avoid shift cycling and potential transmission 80%

damage during cruise control or road speed
governor operation, Engine Percent Load at Current 75%
Speed behavior is required to: 900ms of end of shift
Must recover to at
least 77% within
70%
— Reflect actual engine conditions with minimal
filtering, and
65%
— Maintain relatively constant values during certain
shift scenarios. Unless the engine is responding 60%
to external TSC1 commands, Engine Percent
Load at Current Speed should not change 55%
significantly during shifts that occur while
operating under an active cruise control or road 50%
speed governor. Downshift in
45% Process
Typically, cruise and road speed governors using Time
only vehicle speed and / or acceleration feedback do
not exhibit significant changes in Engine Percent PERCENT LOAD BEHAVIOR DURING CC OR
Load at Current Speed. The rapid changes RSG FULL POWER DOWNSHIFTS
described in the following two sections most often
result from the use of engine speed and / or
acceleration feedback in the controlling governor.
B.7.4.1.2. Upshifts as Cruise or Road Speed below an absolute value of 89% within 400 ms of the
Governor Set Speed is end of the shift to avoid a shift cycle.
Approached
As vehicle speed increases, an upshift may occur
1100
just as the cruise control or road speed governor set 1030 ms
point is approached. Near the set point, the cruise 1000
Time (ms) Window to Get Below 89%

or road speed governor tapers off the engine torque
900
output, initiating the upshift.
800
If Engine Percent Load at Current Speed jumps
significantly during these upshifts, the transmission 700
to Prevent Shift Cycling

may downshift immediately afterwards. The 600
increase in Engine Percent Load at Current Speed
during the shift impacts the period of time available 500
after the shift in which the value must drop below a 400 ms
400
threshold to avoid cycling. Requirements are
illustrated in the two figures below. 300
200
The sequence in the figure below illustrates (A) the
jump in Engine Percent Load at Current Speed value 100
10 ms
B
during the upshift, and (B) the time window after the
0
shift in which Engine Percent Load at Current Speed 0% +48% +67% +86%
must drop below 89% to prevent shift cycling. If the Jump in Percent Load at
value does not peak above an absolute value of 89% A Current Speed During Upshift
during the upshift, shift cycling will not be a problem.
PERCENT LOAD TIMING REQUIREMENTS FOR

100% UPSHIFTS MADE NEAR CC OR RSG SET POINT
90%
B.7.4.2. POWER DOWNSHIFTS WITH SEM
(1000 – 4000 SERIES ONLY)
With SEM, cruise control systems must still attempt
80% to maintain torque during power downshifts, except
A when interrupted by Allison TSC1 torque reduction
commands.
70%
When honored, these torque reductions are correctly
reflected in engine broadcast parameters such as
60% Engine Percent Load at Current Speed and Actual
Engine – Percent Torque. To understand the
B engine’s desired torque output level sans external
50%
TSC1 influences, Allison torque limit commands are
based on Engine Demand – Percent Torque.
40%
In the case of a power downshift during cruise control
Veh. Speed
Cruise Set Speed operation, Engine Demand – Percent Torque should

reflect the torque level requested by the cruise
Upshift in algorithm. If Allison commands result in improper
Process engine torque reduction during cruise control,
typically the cause is incorrect behavior of Engine
Time
Demand – Percent Torque during the shift.
PERCENT LOAD BEHAVIOR DURING UPSHIFTS B.7.4.3. UPSHIFTS WITH SEM
MADE NEAR CRUISE OR RSG SET POINT
Torque response during SEM upshifts in cruise
The figure below defines “recovery time” control should be very similar to that during throttle-
requirements associated with the Engine Percent controlled upshifts. For test purposes, “resuming” to
Load at Current Speed increase during the shift. For a high cruise set speed while at a low vehicle speed
example, if Engine Percent Load at Current Speed can create these upshifts.
jumped up by 55% during the upshift, it must drop
B.7.5. TORQUE RESPONSE B.7.6.2. HIGH SPEED GOVERNOR
RESPONSE
B.7.5.1. DURING GARAGE SHIFTS While the transmission is in gear (with or without
The engine must accept TSC1 torque limits torque converter clutch engaged) and the vehicle is
immediately after engine start and at all coolant and accelerating, the engine high-speed governor
intake manifold temperatures, since TSC1 may be response is required to be approximately slightly
transmitted during garage shifts (shifts from Neutral). under-damped to critically damped (i.e., 2nd order
The engine should not stall if it receives a TSC1 system approximation damping ratio 0.7 to 1.0).
torque limit during idle operation.
B.7.5.2. DURING UPSHIFTS FROM ENGINE’S

HIGH SPEED GOVERNOR
Manual upshifts via the shift selector while the
engine is operating against its’ high speed governor
are sometimes known as “hold override” upshifts in
Allison terminology.
Regardless of throttle or cruise control operation,

these upshifts should result in the engine attempting
to increase torque throughout the shift. As a result,
Engine Demand – Percent Torque should increase
throughout the shift as well.
As with cruise control operation, decreases in engine

torque output should only result from Allison torque
limit commands.
B.7.5.3. DURING THROTTLE TIP-IN

During transitions from zero to any amount of throttle
(small, part, or full), engine torque response shall not
generate a large impulse on the driveline such that
an oscillation or “ringing” results.
Regardless of whether shifting is involved, driveline

ringing often results in customer dissatisfaction with
the vehicle powertrain. This dissatisfaction may
translate into improper blame on the transmission as
well as unwarranted service time and expense.
B.7.6. SPEED RESPONSE

B.7.6.1. LOW SPEED GOVERNOR RESPONSE
When the vehicle driveline is under no load and the
torque converter lockup clutch is released (such as
while coasting), the engine will naturally fall to the
low speed governor. For these situations, low speed
governor response is required to be approximately
critically damped; at a minimum, it should not be too
under-damped (i.e., 2nd order system approximation
damping ratio of 0.6 to 1.0).
The TCM releases the torque converter immediately

preceding some shifts (such as a 2-1 downshift), and
if engine speed is oscillating wildly at this point, the
turbine response may lead to poor shift quality. The
transmission may also adapt shifts incorrectly.
SECTION C: PROPRIETARY PROTOCOLS
C.1.1. IES-CAN AND PT-CAN
As a proprietary protocol, its details cannot be
IES-CAN & PT-CAN are proprietary communication discussed in this public document. This section
protocols used by Mercedes Benz trucks to describes Allison functions supported over GMLAN,
communicate with the TCM and other vehicle and the limited subset of J1939 support available in
components. GMLAN applications.
As proprietary protocols, their details cannot be C.1.2.1. CALIBRATION CONFIGURATION

discussed in this public document. This section GMLAN applications use unique 1000-2000 Series
describes what Allison functionality is supported by vocational model calibrations. The CAN port
these interfaces. If further information is necessary, protocol and network speed assignments are fixed:
please contact your Allison Application Engineering
representative. — CAN1 is always set to a special limited subset of
SAE J1939 message and parameter support, and
C.1.1.1. ALLISON FUNCTIONS SUPPORTED always has a 250 kbps network speed.
VIA IES-CAN AND PT-CAN
The IES-CAN protocol supports equivalents to the — CAN2 is always set to GMLAN with a 500 kbps
following Allison J1939- or GPIO-based functions: network speed.
— Accelerator Pedal Input If further information is necessary, please contact

— Anti-Lock Brake System (ABS) Input your Allison Application Engineering representative.
— Automatic Traction Control (ATC or ASR)
— Auxiliary Function Range Inhibit – Single Input C.1.2.2. ALLISON FUNCTIONS SUPPORTED
— Cruise Control, Standard VIA GMLAN
— Engine Brake Interface The GMLAN protocol supports equivalents to the
— Kickdown Input following Allison J1939- or GPIO-based functions:
— Neutral Start
— Preselect Request — Accelerator Pedal
— Range Inhibit Indicator (RII) — Anti-Lock Brakes (ABS)
— Retarder Active Indicator — Automatic Traction Control (ATC or ASR)
— Retarder Control — Cruise Control, Standard
— Retarder Temperature Indicator — Dynamic Shift Sensing
— Reverse Enable Input — Engine Management – SEM
— Reverse Inhibit Input — High N/V Ratio
— Reverse Warning Indicator — Range Selection Mode (Tap Up, Tap Down)
— Road Speed Limiting — Service Brake Status
— Service Brake Status Input
C.1.2.3. J1939 MESSAGE AND PARAMETER
In addition to the functions listed above, PT-CAN SUPPORT IN GMLAN APPLICATIONS
applications also support: The subset of J1939 parameter broadcast and
reception support is denoted by a superscript “1” in
— Automatic Neutral – Single Input the 1K–2K column of the J1939 MESSAGE &
— Automatic Neutral – Brake-Based (BBAN) Input PARAMETER OVERVIEW tables.
— Engine Management
— Dynamic Shift Sensing C.1.2.4. J1939-BASED FUNCTION SUPPORT
IN GMLAN APPLICATIONS
C.1.2. GMLAN The J1939-based functions supported in GMLAN
applications are denoted by a superscript “1” in the
GMLAN is a proprietary communication protocol
1K–2K column of the J1939-BASED FUNCTION
used by certain General Motors gasoline engine to
OVERVIEW table.
communicate with the TCM and other vehicle
components.
ATI 5th Gen Controls Datalink Communications – August 10, 2020 Proprietary Protocols – 310
SECTION D: NETWORK ASSEMBLY
D.1. ALLISON COMPONENT CONNECTIONS

D.1.1. ALLISON TCM CONNECTIONS
Jumper Wire
D.1.1.1. NETWORK CONFIGURATION The termination resistor jumper wire must be 120
Allison 5th Generation TCMs can support up to 3 ohm impedance wire identical to that used
different CAN networks through their CAN1, CAN2 throughout the rest of the given CAN network. The
and CAN3 ports. Network attributes are set via jumper wire should be kept as short as possible.
VEPS / ACCT; see NETWORK CONFIGURATION
for details. Labeling
The TCM must be CLEARLY LABELED as utilizing
D.1.1.2. NETWORK CONNECTIONS the internal termination resistor. Otherwise,
CAN1, CAN2 and CAN3 hardware are compatible technicians may mistakenly believe a vehicle is
with SAE J1939-11, J1939-14, J1939-15 and J2284- missing a termination resistor, when in fact it is
3 physical layer Recommended Practices. simply not visible to the naked eye.
The CAN1, CAN2 and CAN3 ports may be wired to Exact label wording is left to the vehicle OEM’s
networks via stub connections. On chassis-mount discretion; phrasing such as “INTERNAL
(1000 – 4000 Series) TCMs, CAN1 and CAN2 ports TERMINATION RESISTOR IN USE” is acceptable.
may also be installed as backbone termination. The label must not be painted over during the vehicle
Transmission-mount (TC10) TCMs are not capable assembly process.
of backbone termination.
Network Location
D.1.1.2.1. General Connection Requirements The TCM must be connected at one of the two ends
No two TCM CAN ports may be connected to the of the network backbone.
same vehicle network.
D.1.1.2.2. Stub Connection Requirements

TCMs installed via stub connection must meet the
following requirements:
Wiring
CAN High, Low and shielding wires (if applicable)
must conform to the SAE physical layer in use.
Network Location
The TCM cannot be connected at either end of the
backbone; the backbone must terminate with
termination resistor(s) and / or other controllers
equipped with internal termination resistors.
D.1.1.2.3. Internal Termination Requirements

(Chassis-Mount ONLY)
For networks connected to chassis-mount TCM ports
CAN1 or CAN2, this implementation allows
elimination of one of the two external termination
resistors required in every J1939 network. A jumper
wire connects an internal termination resistor across
CAN high and low. Chassis-mount TCMs installed
as backbone termination must meet the following
requirements:
ATI 5th Gen Controls Datalink Communications – August 10, 2020 Network Assembly – 311
D.1.1.3. CHASSIS-MOUNT (1000 – 4000 D.1.1.4. TRANSMISSION-MOUNT (TC10) TCM
SERIES) TCM NETWORK NETWORK CONNECTIONS
CONNECTIONS
Optional customer-furnished vehicle
Optional customer-furnished vehicle interface wiring connector(s)
interface wiring connector(s) WIRE 118
18 A CAN 1 HIGH
7 A Optional CAN1 internal WIRE 112
12 B CAN 1 LOW
48 B termination resistor jumper
WIRE 128
28 C CAN 1 HIGH
WIRE 106
WIRE 108 6 C CAN 2 HIGH
8 D CAN 1 LOW
T WIRE 117
WIRE 149 17 D CAN 2 LOW
49 E CAN 1 SHIELD C
M
WIRE 111
11 E CAN 3 HIGH
26 F Optional CAN2 internal
T WIRE 123
termination resistor jumper 23 F CAN 3 LOW
C 66 G
M WIRE 106
6 H CAN 2 HIGH
WIRE 105
27 I
WIRE 127
CAN 2 LOW 5 G CAN SHIELD
WIRE 167 Required with J1939-11,
67 J CAN 2 SHIELD
optional with J1939-14
WIRE 132 See text for details, requirements and restrictions.

32 K CAN 3 HIGH
WIRE 172
72 L CAN 3 LOW
WIRE 146
46 M CAN 3 SHIELD
Use of shield pins is

required with J1939-11,
See text for details, requirements and restrictions.
D.1.2. ALLISON SHIFT SELECTOR Jumper Wire
CONNECTIONS The termination resistor jumper wire must be 120
ohm impedance wire identical to that used
All Allison 5th Generation shift selectors are J1939- throughout the rest of the given CAN network. The
based. The 5th Generation TCM still supports PDL- jumper wire should be kept as short as possible.
based selectors; however, OEMs must provide their
own as Allison has discontinued their manufacture. Labeling
Selector(s) must be clearly labeled as utilizing the
D.1.2.1. NETWORK CONFIGURATION internal termination resistor. Otherwise, technicians
Shift selectors must be connected to a single may mistakenly believe a vehicle is missing a
properly configured TCM CAN port; see NETWORK termination resistor, when in fact it is simply not
CONFIGURATION for details. visible to the naked eye.
D.1.2.2. NETWORK CONNECTIONS Exact labeling is left to the vehicle OEM’s discretion;
Allison shift selectors are compatible with SAE phrasing such as “INTERNAL TERMINATION
J1939-11, J1939-14, J1939-15 and J2284-3 physical RESISTOR IN USE” is acceptable. The label must
layer Recommended Practices. not be painted over during the vehicle assembly
process.
Allison shift selectors may be wired to a network via
stub connections, or as backbone termination. Network Location
The selector(s) must be connected at one of the two
D.1.2.2.1. General Connection Requirements ends of the network backbone.
— Allison shift selectors auto-detect the baud rate of D.1.2.3. SHIFT SELECTOR CAN PINS
the network they are connected to; baud rate
cannot be configured. Optional customer-furnished vehicle
interface wiring connector(s)
— Shift selectors cannot be connected to the TCM
CAN3 port. S 7 D Optional internal termination
E
In 3000/4000 Series applications where dual shift 16 E resistor (120Ω) jumper
— L
selectors are used, both selectors must be E 8 A J1939 HIGH
connected to the same TCM CAN port. C
T 15 B J1939 LOW
D.1.2.2.2. Stub Connection Requirements O
Selectors installed via stub connection must meet R 14 C J1939 SHIELD
the following requirements: Required with J1939-11,
Wiring
J1939 High, Low and shielding wires (if applicable) See text for details, requirements and restrictions.
must conform to the SAE physical layer in use.
Network Location
The selector(s) cannot be connected at either end of
the backbone; the backbone must terminate with
termination resistor(s) and / or other controllers
equipped with internal termination resistors.
D.1.2.2.3. Internal Termination Requirements

This implementation allows elimination of one (in
single selector applications) or both (in dual selector
applications) external termination resistors that are
required in every J1939 network. A jumper wire
connects an internal termination resistor across
J1939 High and Low.
Selector(s) installed as backbone termination must

meet the following requirements:
D.1.3. ALLISON DOC® CONNECTIONS D.1.3.4. SAE J1939-13 TYPE 2 DIAGNOSTIC
CONNECTOR PINS
D.1.3.1. NETWORK CONFIGURATION
There are no TCM configuration requirements for D
Allison DOC® support. Allison DOC® uses the UDS E
protocol which is compatible with all network C J1939-13 Type 2
protocols supported by the TCM. F A B Connector
J (GREEN)
G
For non-Allison tools, vehicle OEMs may choose
among three diagnostic protocols; see NETWORK H Note: Vehicle connector view.
CONFIGURATION for details.
A = Battery (–)
D.1.3.2. NETWORK CONNECTIONS B = Battery (+) unswitched, w/uncond.10A fuse
C = J1939 High 250 Kbps or 500 Kbps (YEL)
D.1.3.2.1. General Connection Requirements D = J1939 Low 250 Kbps or 500 Kbps (GRN)
All applications require at least one connection point E = J1939 Shield (J1939-11)
for the Allison DOC® service tool, which can be on F = J1708 High or CAN High 1 Mbps or lower
either CAN1, CAN2 or CAN3. G =J1708 Low or CAN Low 1 Mbps or lower
H = Proprietary OEM use
As long as the connector pin usage is correct, DOC® J = Proprietary OEM use
will be able to communicate with the TCM:
Note: To satisfy the DOC® connector requirement, the TCM
— SAE J1939 Type 1 and Type 2 connectors must must be connected to pins C through E
have correct support of pins A through E.
— The SAE J1962 (ISO 15031-3) connector must D.1.3.5. SAE J1962 (ISO 15031-3)
have correct support of pins 4, 6, 14 and 16. DIAGNOSTIC CONNECTOR PINS
D.1.3.3. SAE J1939-13 TYPE 1 DIAGNOSTIC SAE J1962 (ISO 15031-3) Connector
CONNECTOR PINS
1 2 3 4 5 6 7 8
D 9 10 11 12 13 14 15 16
E C J1939-13 Type 1 Note: Vehicle connector view.
F A B Connector
J (BLACK or GREY) Pin SAE J1962 Assignment
G
1 Discretionary
H Note: Vehicle connector view. 2 Bus positive line of SAE J1850
A = Battery (–) 3 Discretionary
B = Battery (+) unswitched, w/uncond.10A fuse 4 Chassis ground
C = J1939 High 250 Kbps (typically yellow) 5 Signal ground
D = J1939 Low 250 Kbps (typically green) 6 CAN_H line of ISO 15765-4
E = J1939 Shield (J1939-11) 7 K line of ISO 9141-2 and ISO 14230-4
F = SAE J1708 (+) (typically blue) 8 Discretionary
G = SAE J1708 (–) (typically white) 9 Discretionary
H = Proprietary OEM use 10 Bus negative line of SAE J1850
J = Proprietary OEM use 11 Discretionary
12 Discretionary
Note: To satisfy the DOC® connector requirement, the TCM 13 Discretionary
must be connected to pins C through E 14 CAN_L line of ISO-15765-4
15 L line of ISO 9141-2 and ISO 14230-4
16 Permanent positive voltage
D.2. VEHICLE NETWORK WIRING
Allison TCMs and shift selectors support the
following SAE-defined CAN physical layers: — Malfunctions due to EMI can be extremely difficult
to diagnose and correct.
— J1939-11 (250 kbps, shielded)
— J1939-14 (500 kbps, shielded or unshielded) D.2.2.1. 1000 – 4000 SERIES AND TC10
— J1939-15 (250 Kpbs, unshielded) RECOMMENDATION
For the reasons listed above, Allison does not
In addition, the TCM supports the J2284-3 (500 recommend use of unshielded cable (e.g. J1939-15).
kbps, shielded or unshielded) physical layer.
Physical layer variations typically involve topology NOTE: Allison accepts that some vehicle
requirements such as length, node count and stub OEMs will opt for unshielded cable,
spacing. All use 120Ω impedance wire and 120Ω however, Allison continues to STRONGLY
termination resistors. It is possible that the different RECOMMEND the use of shielded cable
TCM CAN ports are connected to different physical (e.g. J1939-11) in 1000 – 4000 Series and
layer types. TC10 applications.
D.2.1. GENERAL REQUIREMENTS As a supplier of a major system component, Allison

deems it appropriate and important to communicate
The vehicle OEM sets physical layer use, and is its position regarding the roles and responsibilities in
responsible for proper implementation per the the design, manufacture, and service of SAE J1939
applicable SAE physical layer document. networks. In regards to shielding:
The following sections provide Allison and SAE — Network wiring is the responsibility of the vehicle
requirements and recommendations for assembling manufacturer, as is other vehicle interface wiring.
robust networks. They may be used by vehicle
OEMs to assist in wiring development; however, they — For malfunctions relating to any vehicle datalink or
are not a substitute for requirements and details interface wiring, the first line of responsibility for
found in J1939 physical layer documents, or diagnosis and repair lies with the vehicle
elsewhere in this Datalink Tech Data document. manufacturer.
Allison Application Engineering will review new CAN — Vehicle OEMs install unshielded cable at their own
installations for minimum requirements as noted by risk and are responsible for design and validation
bold text. to assure unwanted or improper signals are not
induced in the CAN wires.
All unused network connections must be covered
with weather-tight caps. — If unshielded cable causes transmission
malfunctions, Allison will not be held responsible
D.2.2. SHIELDING for costs associated with vehicle modifications or
repairs.
SAE J1939-11 defines the original J1939 cable
system; a twisted wire pair surrounded by a shield D.2.2.2. SHIELD CONNECTIONS
and drain wire throughout the length of the cable. The shield drain should break out of the backbone as
Shielding significantly reduces network susceptibility close to the center as possible, and connect directly
to electrical noise in the vehicle. However, shielding to the battery ground terminal, or the central
does make the cable more expensive and unwieldy grounding point of the vehicle electrical system.
in terms of making connections and cable routing.
The shield drain must not be grounded in more than
Many vehicle OEMs prefer unshielded cable for its one place, as this can create a “ground loop” with
lower cost and physical flexibility. However: current flow that may induce noise onto the network
wires.
— Unshielded networks are more susceptible to
electromagnetic interference (EMI). The shield drain wire should be connected to the
shield pin of every controller that has one; it may
— EMI is extremely difficult to quantify and predict, never be connected to a ground pin.
and could be generated or influenced by
components or modifications performed on the
vehicle after manufacture by the primary OEM.
Where network wiring passes through a bulkhead types (e.g. shielded and unshielded) on a given
connector, shielding should be maintained as close network.
to the connector as possible.
Cable impedance is determined by all of the
D.2.2.2.1. Installing Unshielded Components components in a given cable package, including not
on Shielded Networks only the wire strands, but the insulation, shielding,
Occasionally there are instances where a device with and sheathing as well. While the J1939 and J2284
no shield pin must be connected to a shielded (e.g. physical layers all specify 120Ω impedance, it is
J1939-11) network. possible for signal degradation to occur at the
junction between two cable types.
In these situations, the shield should be maintained
along the stub as close to the controller as possible, Cable mismatching most often occurs when
as shown in the figure below. The shield drain wire additional datalink components are installed after
at the end of this stub should not be terminated, and initial vehicle manufacture, or during vehicle repairs.
under no circumstances should it be grounded at the
OEM controller. D.2.5. TERMINATION RESISTORS
SAE J1939 networks require two 120Ω termination
OEM controller with Stub from resistors, one at each end of the backbone.
no J1939 shield pin. shielded network
All SAE J1939 physical layers have provisions which
J1939 High allow one or both termination resistors to be built into
O A
controllers if they reside at the end of a backbone.
E J1939 Low
OEM Connector
B This can reduce the number of wiring connections

M
J1939 Shield and components in a CAN network.
E
Allison chassis-mount TCMs and shift selectors have
C Terminate the shield wire
U
internal termination resistors available. See
in the J1939 stub as ALLISON TCM CONNECTIONS and ALLISON
close as possible to the SHIFT SELECTOR CONNECTIONS for details.
OEM ECU connector. Do
NOT connect the shield Since internal termination resistors are not visible to
wire to ground at this service technicians, J1939 documents require that
location! controllers utilizing an internal termination resistor be
clearly labeled indicating such. Otherwise,
TERMINATING A SHIELD WIRE WHEN A technicians may incorrectly believe a vehicle is
CONTROLLER HAS NO SHIELD PIN missing one or both termination resistors, when in
fact their location is simply not visible.
D.2.3. CABLE ROUTING

Inducted noise tends to be a much greater issue with
unshielded cable. As such, it is critical that routing
of unshielded cable provide a minimum of 3 to 4
inches of physical separation from items such as
solenoids, alternators, flasher modules, high output
CB radios, starter motors, relays, or any other high-
current switching device. While critical for
unshielded cable, such routing is also good practice
with shielded cable.
Where network wires share a connector with other

vehicle circuits (such as a firewall bulkhead), the
CAN pins should be located away from any high
current switching circuits in that connector.
D.2.4. IMPEDANCE MATCHING

While not specified in the J1939 physical layer
documents, it is good practice to avoid mixing cable
D.2.6. CABLE LENGTH D.2.7. SAE J2284-3 WIRING
REQUIREMENTS REQUIREMENTS
D.2.6.1. SAE J1939-11 SAE J2284-3 defines a high-speed 500 kbps CAN
communication link that uses either shielded or
Overall network length must be ≤ 40 m. Stub unshielded cabling. In practice, most applications
lengths are not included in this calculation. use unshielded cable.
Backbone-to-node stub length must be ≤ 1 m, with The main advantage of J2284-3 is reduced wiring in
one exception: backbone-to-diagnostic-connector single controller installations; it has a unique set of
stub must be ≤ 0.66 m. The diagnostic-connector- topology requirements for networks with only one
to-service-tool cable must be ≤ 5 m. control module and one diagnostic connection.
Stub spacing on the backbone must be ≥ 10 cm. In this configuration, only one termination resistor is
needed. By using the TCM internal termination
D.2.6.2. SAE J1939-14 resistor available on chassis-mount TCM CAN1 or
Cable that meets SAE J1939-11 or SAE J1939-15 is CAN2, a simple, low-cost diagnostic connection can
acceptable. be achieved. By definition, this network does not
have a backbone. A sample schematic is provided
The maximum allowable distance between nodes is in the NETWORK WIRING EXAMPLES section.
dependent on the number of nodes in use and must
not be exceeded; see SAE J1939-14. D.2.7.1. ALLISON REQUIREMENTS AND
RESTRICTIONS
Backbone-to-node stub length must be ≤ 1.67 m, — J2284-3 may only be used to connect a TCM to a
and stub spacing on the backbone must be ≥ 30 cm. J1962 diagnostic connector, with no other devices
on the network.
D.2.6.3. SAE J1939-15
The distance between the termination resistors or — Any TCM CAN port may be used, as long as its
between any two nodes (including the diagnostic VEPS value for ON-VEHICLE PROTOCOL is 0 =
scan tool) shall not exceed 40 m. OFF.
All backbone-to-node stub lengths must be ≤ 3 m, — Wiring must meet all J2284-3 requirements, e.g.
including service tool connections. In other words, the distance between the TCM and the diagnostic
total cable length from the backbone-to-diagnostic connector must be ≤ 5 m.
connector-to-service-tool must be ≤ 3 m.
— Allison requirements for internal termination
Stub spacing on the backbone must be ≥ 10 cm. resistor use must be followed.
D.2.8. NETWORK WIRING EXAMPLES

The following pages illustrate these examples:
— A “traditional” 250 kbps J1939 network connected

to chassis-mount TCM CAN1, and the associated
SAE terminology,
— A 500 kbps J1939 network connected to chassis-

mount TCM CAN2 utilizing the TCM and shift
selector internal termination resistors, and
— A J2284-3 installation of a diagnostic connector

connected to chassis-mount TCM CAN2.
These illustrations are not intended to replace SAE

J1939 or Allison Datalink Tech Data requirements;
they are intended as overviews for those getting
acquainted with on-board vehicle networks.
D.2.8.1. 250 KBPS J1939 WIRING EXAMPLE, CHASSIS-MOUNT TCM WITH STUB CONNECTIONS
J1939 Wiring Example: 250 Kbps J1939 on CAN1 w/Stub Connections

A = CAN High § Chassis-mount TCM and selector internal termination resistors CANNOT be used with component ‘stub’ installations.
B = CAN Low § Maximum network length is 40 m. For shielded networks (J1939-11), stub lengths are not included; with unshielded
C = Shield networks (J1939-15), stub lengths are included in the overall network length. K. Karch: 02.17.2012
Allison 5th Generation

Two 120 ohm TERMINATION BACKBONE - the cable Stubs must be spaced Chassis-Mount TCM
RESISTORS required; one at between the two termination > 10 cm apart.
49 CAN SHIELD
each end of the backbone. resistors. It and the stubs must
8 CAN LOW
They always use blue wedge be 120 ohm impedance cable. CAN1
locks. Parts shown have the As shown, the backbone can 28 CAN HIGH
resistor built in the casing. pass through bulkhead 48
connectors. NOTE: Wire twist is 7 INTERNAL TR
not shown for clarity.
DT04-3P-EP10 Bulkhead receptacle DT06-3S-PP01

(Receptacle type) body DT04-3P-LE08 (Plug type)
Blue Wedge Lock W3P-1939
Blue Wedge Lock W3S-1939 PLUG connectors are SHIELD drain connects D Pins 0460-202-1631
Pins 0462-201-1631 typically used on the directly to battery ground E C Housing DT04-3P-EE01
Housing DT06-3S-E008
backbone side: terminal, and breaks out F A B
In-Cab Diagnostic
Green Wedge Lock W3S-P012 of the backbone as close G J Bulkhead Housing
to its center as possible. H
STUBS tee off of the Pins 0462-201-1631 HD10-9-1939P
backbone, and include Housing DT06-3S-EP11 A = Battery (–) E = J1939 Shield
the length of wiring on the B = Battery (+) unswitched F = J1587 + (White)
OEMs may wire stubs C = J1939 High (Yellow) G = J1587 - (Blue)
node. Maximum lengths: RECEPTACLE
D = J1939 Low (Green) H & J = For OEM use
connectors are typically directly to nodes; use of
Shielded Network: 1m used on nodes: 3-pin connectors is not
Unshielded Network: 3 m required. However, they Allison 5th Generation
Green Wedge Lock W3P R
Pins 0460-202-1631 simplify troubleshooting Shift Selector N
D
NODE - an electronic Housing DT04-3P-EE01 and repair.
14 CAN SHIELD
controller attached at the 15 CAN LOW
end of a stub. Number of CAN
Engine ABS 8 CAN HIGH
nodes allowed:
16
Shielded Network: 30 Controller Controller
7 INTERNAL TR
Unshielded Network: 10
D.2.8.2. 500 KBPS J1939 WIRING EXAMPLE, CHASSIS-MOUNT TCM WITH INTERNAL TERMINATION
J1939 Wiring Example: 500 Kbps J1939 on CAN2 w/Internal Term.

A = CAN High § Components must be clearly labeled indicating ‘internal termination resistor’ use.
B = CAN Low § Only 120 ohm impedance wire may be used for the jumper wires.
C = Shield § Jumper wire length should be kept to a minimum. K. Karch: 02.17.2012
R
Allison 5th Generation Allison 55th
Allison Generation
th Generation
N
D
Shift Selector Chassis-Mount TCM
Chassis-Mount TCM
CAN SHIELD 14 67 CAN SHIELD
CAN LOW 15 NOTE: Wire twist is not shown for clarity. 27 CAN LOW
CAN CAN2
CAN HIGH 8 6 CAN HIGH
16 26 INTERNAL TR
INTERNAL TR 7 66
The SHIFT SELECTOR INTERNAL The TCM INTERNAL TERMINATION

TERMINATION RESISTOR is RESISTOR is connected by placing a 120Ω
connected by placing a 120Ω impedance impedance jumper wire between pins 26 & 66.
E D
jumper wire between pins 7 & 16.
C
J1939-13 TYPE 2 CONNECTOR (Green)
F A B
J In-Cab Diagnostic Bulkhead Housing
G H HD10-9-1939P-P080
A = Battery (–)
B = Battery (+) unswitched, w/uncond.10A fuse
C = J1939 High 250 Kbps or 500 Kbps (YEL)
Engine D = J1939 Low 250 Kbps or 500 Kbps (GRN)
E = J1939 Shield (J1939-11)
Controller F = J1708 High or CAN High 1 Mbps or lower
G =J1708 Low or CAN Low 1 Mbps or lower
H = Proprietary OEM use
J = Proprietary OEM use
D.2.8.3. J2284-3 WIRING EXAMPLE, CHASSIS-MOUNT TCM WITH INTERNAL TERMINATION
J2284-3 Wiring Example: Diagnostic Connector Installation on CAN2

A = CAN High § TCM must be clearly labeled indicating ‘internal termination resistor’ use.
B = CAN Low § Only 120Ω impedance wire may be used for the jumper wire.
C = Unused
§ Jumper wire length should be kept to a minimum. K. Karch 02.17.2012
Allison
Allison 55th
th Generation
Generation
Chassis-Mount
Chassis-Mount TCM TCM
SAE J1962 (ISO 15031-3)
Diagnostic Connector 67 CAN SHIELD
27 CAN LOW
CAN2
1 2 3 4 5 6 7 8 NOTE: Wire twist is not shown for clarity. 6 CAN HIGH
9 10 11 12 13 14 15 16 26 INTERNAL TR
66
The cable used for the bus must be 120
Pin 6 = CAN High (Yellow) ohm impedance cable. Per SAE J2284-3,
Pin 14 = CAN Low (Green) shielding is not required, and there is no
shield pin defined on the J1962 connector.
The TCM INTERNAL TERMINATION
Pin 4 = Chassis ground
The distance between the TCM and RESISTOR is connected by placing a 120Ω
Pin 16 = Permanent positive voltage
diagnostic connector must be < 5 meters. jumper wire between pins 26 & 66.
§ Use of a SINGLE TERMINATION RESISTOR is a SPECIAL CASE permitted by J2284-3 when only ONE controller
(our TCM) and ONE off-board service tool (DOCTM) will be connected to the network.
§ The system will work fine if two termination resistors are installed (one at each end of the backbone as done traditionally);
the above special case was developed by vehicle OEMs as a cost saving measure.
D.2.9. CAN CABLE & CONNECTORS connectors are distinguished by their black color, and
use either green (node connections) or blue
D.2.9.1. CABLE SUPPLIERS (termination resistors) wedge locks.
While Allison does not endorse any specific supplier,
the following companies were producing J1939- Node wedge lock color changed from orange to green
compatible cable at the time of publication: to signify the new seal retention design. Termination
resistor wedge locks remained blue; however, they
BELDEN WIRE AND CABLE COMPANY have a different part number because of the newer
2200 U.S. Highway 27 South seal retention design. The wedge locks and seals for
Richmond, IN 47374 the black plug connector assemblies cannot be
Phone: 1-800-235-3361 interchanged with those on the grey plug connector
Web: www.belden.com assemblies.
BICC BRAND-REX COMPANY Due to the high volume of questions received, an

1600 West Main Street overview of more commonly used connectors is
Willimantic, CT 06226-1128 shown on the following page. Contact your local
Phone: 860-456-8000 Deutsch supplier for additional information.
Web: www.brand-rex.com
D.2.9.4. PART NUMBERS COMMONLY USED
CHAMPLAIN CABLE COMPANY WITH UNSHIELDED CAN NETWORKS
175 Hercules Drive The following are all two-pin connectors. While effort
Colchester, VT 05446 has been made to ensure correctness, please contact
Phone: 1-800-451-5162 your Deutsch connector supplier for the latest
Web: www.champcable.com information.
NORTHWIRE TECHNICAL CABLE Receptacles

110 Prospect Way DTM04-2P-P007 ... Receptacle, “Y” connector
Osceola, WI 54020 DTM04-2P-E007 .... Receptacle, Grey, w/shrink boot
Phone: 1-800-468-1516 adapter
Web: www.northwire.com DTM04-2P-P006 .... Receptacle, Grey, w/120 Ohm
termination resistor
TYCO CONNECTIVITY DTM04-2P-EE03 .... Receptacle, Black, w/shrink
300 Constitution Drive boot adapter
Menlo Park, CA 94025-1164 WM-2P ................... Wedge Lock, Orange
Phone: 1-650-361-3333 WM-2PA ................. Wedge Lock, Grey
Web: http://raychem.te.com/ WM-2PB ................. Wedge Lock, Black
0460-202-2031 ....... Pin, size 20, gold
D.2.9.2. CONNECTOR SUPPLIERS 1060-20-0144 ......... Pin, size 20, gold, stamped and
Deutsch (now Tyco Connectivity) is one of the more formed
common connector suppliers for J1939 and other
CAN-based networks. They can be contacted at: Plugs
DT06-2S-P007 ....... Plug, Grey, w/shrink boot
DEUTSCH INDUSTRIAL US adapter on tail
3850 Industrial Avenue DT06-2S-P006 ....... Plug, Grey, w/120 Ohm
Hemet, CA 92545 termination resistor
Contact: [email protected] DT06-2S-EE03 ....... Plug, Black, w/shrink boot
adaptor
D.2.9.3. 3-PIN WEDGE LOCK COLORS DT06-2S-EP10 ....... Plug, Black, w/120 Ohm
The most common CAN network connectors were termination resistor
developed from Deutsch’s “DT” connector series, WM-2S ................... Wedge Lock, Orange
which traditionally used grey connector bodies with WM-2SA ................. Wedge Lock, Grey
orange wedge locks. Orange locks were used for WM-2SB ................. Wedge Lock, Black
node connections while blue wedge locks were added 0462-201-2031 ....... Socket, size 20, gold
to indicate termination resistors. 1062-20-0144 ......... Socket, size 20, gold, stamped
and formed
Around 1999, Deutsch introduced a new DT version
with improved seal retention on the plugs. These
D.2.9.5. PART NUMBERS COMMONLY USED WITH SHIELDED NETWORKS
While effort has been made to ensure correctness, please contact your Deutsch connector
supplier for the latest information.
Receptacles
DT04-3P-P007 ....... Receptacle, Grey, “Y” connector (shown at right)
DT04-3P-E008 ....... Receptacle, Grey, w/shrink boot adapter (shown at right)
DT04-3P-LE08 ....... Receptacle, Grey, w/bulkhead flange and shrink boot adapter on tail
DT04-3P-P006 ....... Receptacle, Grey, w/120 Ohm termination resistor (shown at right)
DT04-3P-EE01 ....... Receptacle, Black, w/shrink boot adapter on tail
DT04-3P-EP10 ....... Receptacle, Black, w/120 Ohm termination resistor
W3P ........................ Wedge Lock, Green (functionally identical to former Orange part)
W3P-1939............... Wedge Lock, Blue, for grey termination resistor receptacle
0460-202-1631 ....... Pin, size 16, gold
1060-16-0144 ......... Pin, size 16, gold, stamped and formed
0460-247-1631 ....... Pin, size 16, extended
Plugs
DT06-3S-E008 ....... Plug, Grey, w/shrink boot adapter on tail (shown in assembly at right)
DT06-3S-P006 ....... Plug, Grey, w/120 Ohm termination resistor (shown at right)
W3S ........................ Wedge Lock, Orange, for grey plug
W3S-1939............... Wedge Lock, Blue for grey plug
DT06-3S-EP11 ....... Plug, Black, w/shrink boot adapter and seal retention groove on front.
Two piece molding like the DT06-3S-E008.
DT06-3S-PP01 ....... Plug, Black, w/120 Ohm termination resistor and seal retention groove
DT06-3S-PE01 ....... Plug, Black, w/120 Ohm resistor w/seal retention groove & latch guard
DT06-3S-P032 ....... Plug, Black, w/shrink boot adapter and seal retention groove (shown in
assembly at right). This is a stronger single piece molding, and is shorter
than the EP11.
W3S-1939-P012 ..... Wedge Lock, Blue (for black termination resistor plug w/seal retention
lip)
W3S-P012 .............. Wedge Lock, Green (for black plug w/seal retention lip)
0462-201-1631 ....... Socket, size 16, gold
1062-16-0144 ......... Socket, size 16, gold, stamped and formed
0462-221-1631 ....... Socket, size 16, extended
“Type 1” 9-Pin Diagnostic

HD10-9-1939P ....... Receptacle (shown in assembly at right)
HD10-9-1939PE ..... Receptacle w/reduced wire seal (for smaller wire, such as 18 gauge)
HD16-9-1939S ....... Plug, w/coupling ring
HD16-9-1939SE ..... Plug, w/coupling ring and reduced wire seal
HD17-9-1939S ....... Plug, no coupling ring (slip on)
HD17-9-1939SE ..... Plug, no coupling ring (slip on), reduced wire seal
0460-202-1631 ....... Pin, size 16, gold
0460-247-1631 ....... Pin, size 16, extended
0462-201-1631 ....... Socket, size 16, gold
0462-221-1631 ....... Socket, size 16, extended
“Type 2” 9-Pin Diagnostic

HD10-9-1939P-P080 .....Cab mounted receptacle (shown at right)
HD10-9-1939P-BP03 ....Cab mounted receptacle, with jam nut mount
HDC16-9-E004 ..............Sealing Cap
HD17-9-1939S-P080 .....Plug, no coupling ring (slip on)
HD16-9-1939S-P080 .....Plug, w/coupling ring
HD18-009 ......................Strain Relief
D.3. NETWORK SIGNAL INFORMATION
D.3.1. J1939 BUS LOADING
D.3.2. CAN BIT TIMING
D.3.1.1. GENERAL DISCUSSION
TCM and Allison shift selector CAN bit timing
Allison does not publish a recommended maximum
registers are set such that they produce the CAN
bus loading, as the bus load capability of a CAN
chip operation shown in the tables below.
network in a given vehicle is only as high as that of
the weakest component in the network. D.3.2.1. TCM CAN BIT TIMING
For example, if a certain device on a network can 250 kbps 500 kbps
only handle 30% bus loading, the resulting network Item Baud Rate Baud Rate
is limited to 30% bus loading to preserve normal
network and vehicle operation. Clock Frequency 4 MHz 8 MHz
Time Quanta 250 ns 125 ns
Allison components have been tested with success
at bus load levels approaching 100%. Bit Time 4 µs 2 µs
Bus Frequency 250 KHz 500 KHz
D.3.1.2. ALLISON BUS LOAD
CONTRIBUTIONS – 250 KBPS J1939 SJW 3 TQ 3 TQ
Allison Bus Load No. of Samples 1 1
Component / Function Contribution Sample Point 75% or 81% 75% or 81%
Base: 1000/2000 Series TCM +9.8%
Base: 3000/4000 Series TCM +9.8% D.3.2.2. SHIFT SELECTOR CAN BIT TIMING
Base: TC10 TCM +12.0% 250 kbps 500 kbps

Item Baud Rate Baud Rate
1st Allison J1939-based selector +1.7%
Clock Frequency 2 MHz 4 MHz
2nd Allison J1939-based selector +0.3%
Time Quanta 500 ns 250 ns
Allison driveline retarder +0.9%
Bit Time 4 µs 2 µs
Engine Management activity; +5.0%
intermittent broadcasts Bus Frequency 250 KHz 500 KHz
Engine Brake control activity; +1.0 to +2.0% SJW 1 TQ 1 TQ
intermittent broadcasts in 1000/2000
No. of Samples 1 1
Series and TC10 applications only
Sample Point 87.5% 87.5%
TCM-Initiated Selector Calibration +11.0% max
(TISC) event; only occurs at end of
assembly line or during vehicle service
The approximate values shown are for the CAN port

set to SAE J1939 FULL FUNCTIONALITY. The
impact of an Allison transmission on a given vehicle
installation can be approximated by adding up the
contributions of the applicable components and
J1939-based functions.
When 500 kbps operation is utilized, bus loading will

be reduced to about half the 250 kbps level.
In some cases, VEPS options are available to

disable unused TCM broadcast messages, thus
reducing the Allison bus load contribution. In
addition, Allison J1939-based shift selector(s)
communication may be transferred to the CAN port
set to SAE J1939 LIMITED FUNCTIONALITY.

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SUBJECT: Datalink Communications for 2019 and 2020 Software Releases

PRODUCT COVERAGE: 1000 and 2000 Series™

3000 and 4000 Series™

CONTENT LINKS: Section A: General Information

Section B: SAE J1939

Section C: Proprietary Protocols

Section D: Network Assembly

QUICK LINKS: TCM Network Configuration

J1939 Message & Parameter Broadcasts

J1939 Message & Parameter Reception

Copyright © 2020 Allison Transmission, Inc. All Rights Reserved.

SECTION A: GENERAL INFORMATION ................................................................................7

SECTION B: SAE J1939 .......................................................................................................22

SECTION C: PROPRIETARY PROTOCOLS ......................................................................310

SECTION D: NETWORK ASSEMBLY ................................................................................311

Allison Transmission is not responsible

J1939 MESSAGE AND

: J1939 MESSAGE AND

J1939 Message and

FUNCTION J1939 PARAMETER &

TYPICAL NAVIGATION PATHS

Normal Operation These sections convey:

— specific functions that use the given parameter.

SAE J2284-3 High Speed CAN (HSC) for Vehicle

— Physical Datalink Connection, NOTE: A59 TCMs (released in 2014) are

— SAE J1939 is available on all products; however,

A.3.2. TCM MODEL

— A61 TCMs only support 12V, 6-speed

— A62 TCMs add support for driveline retarder, 7-

— A63 TCMs add 24V capability.

— A6A TCMs are identical to A61 TCMs but with

— A6B TCMs are identical to A62 TCMs but with

— A6C TCMs are identical to A63 TCMs but with

A.3.6.1. ON-VEHICLE COMMUNICATION Applications with no CAN port set to SAE

[18060] NETWORK SPEED: CAN3

Echoing is not recommended because:

A.5.1. APRIL 23, 2019

A.5.1.1. SECTION B: SAE J1939 SHIFT SELECTOR DIMMING

AUTOMATIC TRACTION CONTROL (ATC OR

AUTOMATIC NEUTRAL – BRAKE-BASED (BBAN)

AUTOMATIC NEUTRAL – SINGLE INPUT (ANSI)

DIAGNOSTIC COMMUNICATION FOR OEM USE

Clarified CAN port requirements for J1939-73

New designation “A” is used in the SAE J2012 DTC

A.5.2.1. SECTION B: SAE J1939 A.5.3.1. SECTION B: SAE J1939

A.5.2.1.1. J1939-Based Function A.5.3.1.1. J1939-Based Function

B.1. J1939 SYSTEM INTEGRATION APPROACH &

— Include datalink changes with other planned

— Minimize special implementations.

Allison engages in activities to improve the electronic

— Specify primary and backup technical contacts for

— Share documented J1939 message and parameter

— Evaluate all changes that will affect J1939

— Coordinate software schedules by sharing vision

— A sender broadcasts bad data. — Unsupported broadcast parameters should

B.1.2.3.4. Incorrect Data Broadcast When a problem affecting broadcast parameter

2. The Error indication may appear for up to 2

As always, the preferred path for requesting new

WARNING: Mixing parts of Allison wire-

Depending on its complexity, converting a wire-based