If the Duramax in front of it is left at the factory horsepower and torque rating, an Allison will last indefinitely.
#Allison transmission problems full
During upshifts, full power from the engine cannot be applied (which is often mistaken as defueling), which is necessary to avoid shift flare, shift binding, or burnt up clutches. Rather, the clutch packs are engaged (and disengaged) in precise intervals determined and commanded by the TCM. There are no bands, sprags, or overrunning clutches. As a clutch-to-clutch transmission, the Allison 1000 is quite different from other automatics such as the aforementioned 4R100 and 47RE. Built with plenty of brawn, the Allison 1000 utilizes a 1.26-inch diameter input shaft, a 1.75-inch output shaft, a 12.2-inch diameter converter, and possesses a dry weight of 330 pounds. Its three primary sections consist of the front cover (bell housing), main case or gearbox module (where you find the geartrain, PTO if applicable, and valve body), and rear cover (tail housing). Looking at the Allison 1000, its structural makeup is modular in design. The 10L1000 offers converter lockup capability in first gear and triple Overdrive. The Allison 10L1000 as it’s called, was developed by GM but with assistance from Allison engineers (and we’re told Allison actually performed much of the validation for the 10-speed). Beginning with ’20 model year HD trucks, the Allison boasted 10 forward speeds. In ’06 the Allison became a six-speed auto when it gained a second Overdrive (0.614:1).
The Allison 1000 was dreamt up in the late 1990s and it brought a medium-duty work ethic to the light duty truck segment when it debuted behind the LB7 Duramax in ’01 model year Chevrolet Silverado and GMC Sierra HD’s. Whether you’re looking to preserve the life of your stock Allison or build it right the first time you pull it, you’ve come to the right place.
#Allison transmission problems plus
We’ll cover each of those failure points plus a few more this time, along with their appropriate aftermarket solution(s). And at higher horsepower levels many have found out the hard way that the factory C2 hub and P2 carrier can fail catastrophically. Clutch pack failures and slipping factory torque converters have perpetually been a weak link when the Duramax ahead of it has been turned up. Of course, it’s also no big secret that the commercial-grade Allison has its fair share of shortcomings, namely when it’s tasked with harnessing large increases in horsepower and torque.
Since then, the Allison has gone from handling an input torque rating of 520 lb-ft to a mind-boggling 910 lb-ft at present, and chances are the current 10-speed rendition will be asked to grapple with even more in the future. The industrial-strength Allison 1000, with its 1.26-inch diameter input shaft, massive 1.75-inch output shaft, 12.2-inch diameter torque converter, and 330-pound heft was far superior to the 4R100 and 47RE available in the Ford and Dodge competition when it debuted in 2001. And The Aftermarket Parts That Address Themįor more than two decades, the Allison name has been synonymous with the Duramax, the common-rail, aluminum headed V-8 that put GM back at the forefront of the diesel pickup segment.
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