Allison Transmission The inner workings and technical know how Freightliner

My name is Bruce McCamon. I have been with Alison Transmission for approximately 26 years. I work in the service department, not the marketing department, so I don't

know

any important words. You have to bring your own stuff, so here's my laser pointer from the service department. What I'm going to do this morning is take you through a 5-day service training class in about 45 minutes. If anyone has a problem with that, it's like school, just give me the facts, so that's what we're going to do. this morning and my expectations for you are to come away with about three or four things that you can share with the client or make decisions between yourselves.

Do you

know

there are some entrances or exits here that you could think of or why we have six? ranges versus why does a manual shift

transmission

have to have 10 or 12 something like that what does the torque converter do for us? I don't know, we're going to find out and hopefully from the beginning of the 45 minutes to the end. final uh we'll put all that in one package and hope it makes sense so here we go and we're not going to get any more complicated than this so you have a motor drive and wheels and a motor itself maybe it's a high-tech engine that is worth millions of dollars, but is not very efficient at turning the wheels, you have to have something in the middle to transform that rotational force or torque into utility so that we can let the engine run in The Sweet Spot all day.

That's basically what we're trying to do so we're going to talk about the automated manual and then of course Alice and Transmissions told you I didn't know any big words, we have small, medium and large and of course this

transmission

. It's going after a smaller engine than that, if you look at the cross sections and we're going to dissect one of these, we'll talk about some of the colors and what it entails, they assemble and disassemble easily, the 10 different colors represent bits or modules that come out together 20 years ago I brought my 10 year old son here and in half an hour, giving him a 13, 15 and 18 mm socket, he had this transmission and I helped him take some pieces out of the 10 modules. at the bank it's easy to set up and take down now when you take a tour here it's interesting to see how they set this up but what we're talking about is the customer pays for their truck to be on the road not in the shop so That's where we're going with this, all of our transmissions here are built with six forward ranges electronically.

You can sell one with fped, but what did you basically do? It's a calibration, you flip a switch and it turns it into a six-speed. but as far as the guts or the parts, they're all six-speed transmissions with two overdrives, with the service department being the one that we enjoy entering transmissions two or five million miles away and looking at them and, uh, when customers come in , they say you know, wait. your speech just tell me what's going to break first. Well, we'd say you pay the guy at the transmission shop who puts the transmission foot in there and it will last a long time.

I would say that as a general rule the transmission will last longer. the truck now, the things we see are really good design wise, all of our gears in the transmission are helical cut gears versus square cut gears, what I mean is it's cut at an angle with more surface area, I think of it as load bearing walls in your basement, the more surface area you have between the post and the floor above, the more force you can accept, that's what we are doing because we have a lot of mating service between the guys, we can accept a lot of load coming. from the motor, the other thing, as you'll notice, our specification as to how big a motor can be behind these is getting bigger and bigger, that's because we now have a j1939 serial communication interface, the system of three wires of the information computer that now speaks. about shifting energy management, uh, when we shift from our lowest gears, we're burning some energy and that takes some force.

We can say: Dear Mr. Engine, can you go back just a cat of a second while we do those lower gears and then? We'll let you get back to full strength and power, so that's one of the reasons we can now have a bigger engine than ever before behind some of these transmissions, so the helical cut gears are a big deal, we can accept more strength in each other. The thing is that all the gears are always in mesh all the time, there is not a single case where we do this when we change gears, so what don't we have?

We are not careful with our teeth, we do not have that wear factor that we would prefer. it has a little bit of excess iron, maybe spinning, but it's not wearing out the transmission, so between the helical cut gears and the gears that are in mesh all the time, even the PTO gear is in mesh with the driven gear , it has a hot shift PTO, so in other words, you can turn it on and off, basically that's the result you're talking about. Well, they said if you were going to have a class you had to have a graph and that's it, so rest assured, we want to see it. the torque that comes out of the engine and what happens to it when it reaches the transmissions, we look at a manual and an automated manual, then we will look at the Allison transmission, let's look at a manual shift transmission first, there are the shift points, there are the engine torque Highway speed, which is when you make changes, go up the ramp until you accelerate with your foot on the clutch.

Separate the transmission from the engine. Place the gears in the right place. Take your foot off the clutch. Reassemble the power package. Look at what we are doing to it. Multi-million dollar engine. that you just bought, every time you press the clutch, you take away strength or power and you have to accelerate, that is not a very efficient use of an engine, besides, look where they are. You have to start every time here basically at idle or maybe 850 lb-ft of torque going up, wouldn't it be nice to just sit there all day? Okay, let's look at an automated manual click, basically the same image, whether you can or not. it's got a clutch pedal there electronically, it's doing a little bit more, it's doing things down here, but the picture is going to look exactly the same.

Now let's look at the Allison transmission, that is its sweet spot all day long, each engine basically has one RPM or torque. likes to run. I'm a bike racer and I've read all the books and stuff and I found that if I keep my pace at 90 RPM that's the most efficient use I can make if I get to 120. that's not good or 40 is not good but I can last well. I'm old now but I can go a long time at 90 RPM and I still shift gears to stay, that's what we're doing with the transmission today to allow for that engine. to stay there at The Sweet Spot all day, we talk about non-stop shifts, in other words, that driver and we have several different types of drivers today, this guy can just step on the gas and leave it all day because we don't We don't have a front clutch, we don't have something we can burn if we do full power shifts with the manual shift transmission, so let's look at the torque converter, there is a torque converter in every transmission it's in. the front is the motor through a series of flexible plates that we connect to the transmission the purpose of the motor is to spin that torque converter which is pretty simple now let's see what it looks like on the inside we just have to remember two colors today I might even do it easier, you just have to remember a color on this side of the room, just like the class, you just have to remember red, everything you see in the transmission in red always spins with the engine on this side of the class, since you are an IND now you are in AR mode, anything in yellow rotates with the turbine, three parts of the torque converter, the torque converter pump, the turbine and the stator, when you notice the engine is here, here it is Where you screw it in is the torque converter pump that is always spinning. the engine this turbine look at the colors here the turbine is independent it is not connected in any way to the pump this is the

technical

part we are going to throw the flooded transmission because it is a hydraulic coupling we throw the flooded transmission from this side to this side try to make it turn, turn the turbine shaft, turn our gears and turn our wheels, so if the turbine doesn't move, the wheels don't move. red yellow, okay, it will be in the test, there is a hydraulic coupling, think about this electric fan this is plugged into the wall there is no connection between this and this we have enough air moving there finally we are going to overcome in our case the 60,000 pounds behind from you and we will overcome that force and our turbine will move the wheels which is a hydraulic coupling and that is why we can do full power shifts because we don't have a clutch to burn everything we have transmission fluid in there, let's talk about Go up that hill this afternoon, it may be a little wet going up there, but your mission is to go up that 25% grade.

Hill, stop halfway and then use the gas and just go the rest of the way. Our insurance companies won't even allow our manuals or automated manuals to move forward. up that hill, I think for insurance purposes, we could start breaking Drive Lines axles, that kind of thing, but we used to have the train driver, these guys don't exist anymore, who do we have? We have driver B, the guy who will try to drive. It's like a rental car, remember when anti-lock brakes first came out? I was at the airport on a business trip, got in the rental car and my friend said to equip analog brakes, well we weren't even out of the parking lot, 60 80 mph from the exit. getting stuck on the brakes, welcome to today's drivers, so these are the guys we have to design our transmission for.

It's kind of like designing negatively by stopping you from doing all the bad things, let's talk about how the computer inhibits some of the things you're going to try Okay, imagine before you go up the hill, you better see what your gear selectors look like Now, in the front row, you are responsible for where I leave this. It's your only job here to be good on the 300 and 4000. serial transmission we have a toggle button or if you had a garbage bagger you might have both on the OEM supplied cable 1.00 2000 no two digit display like the one we have here and the only way the computer knows what range it's in through the cable, we're turning this selector shaft, that signal goes back to the computer, but in the 3,000 4,000 these are dedicated to talking about back and forth with the computer and let's go around the speaker here and see does everything except my first trick question of the day and as the teacher said there are no wrong answers there are wrong answers there are no which do you think you have more control over the lever or the button?

I hear a press the button, someone say toggle just for My Story to appear here. oh lever, there are wrong answers and those were wrong, as we say in Indiana, another Hooer term, it has the same wires coming out of the back, they are identical, so it's a preference. between OEM and customer some people like the lever others like the button of course this has no lever so to get to the detent positions the down arrow button is used, same for our hold ranges, but other than that, They're exactly identical, so thanks, we just go around the block to where we have here six different modes and, to get to these different modes, the up and down arrow buttons down they toggle it on the toggle selector, the button with the Allison logo takes it. around, okay, first mode, drive mode, you have two digits up there, one says select, one says monitor, if this is set up as a six-speed calibration, if you put it in drive, it will say six all day long at unless you use our wait. positions and it will say 5 43 the one on the right is Monitor and what that means is what range it's in now so as a truck driver I like to listen and know what range I'm in when I'm working So as you start to go up the chip, the number increases.

Now we'll talk about that key in the middle and that has to do with forecasts and that will identify when you need attention to those three parts on the right, which is an option. We'll get there okay so we all know what the drive mode looks like diagnostic mode now you can read your own troubleshooting codes then we have the oil level sensor on the 3000 and 4000 here's the control module or I call it the pan that is at the bottom of the transmission, the 4,000 is just a little bigger, this pile of smoke, there is the oil level sensor, the oil level is about there, this is like a float in your toilet electronically, the official terms are that it has a hall effect switch on top and it is measuring the density of the oil and it is sending the appropriate voltage back to thecomputer and then basically it's going to spell out L1, which means one quarter low, or hi2, which means two quarters high, and guess what the engineers thought of putting in. on the screen if the oil level is okay, there you go, so this is totally accurate and since it's not accurate we make you wait, so you have to be at 100° Fahrenheit, zero output shaft, low engine speed at neutral foot.

Take off the brake or step on the brake and now we'll give you a reading. Someone said, well, you don't have a dipstick anymore? Yes, we give you a couple of pieces to weld those 30 feet of dipstick tube, but what is more precise? and besides, once you get more than 6 horizontal strokes it's not very accurate anyway, you have oil in the line, so for the convenience of capacity for procrastinators like me who don't open the hood of my big prize to check the transmission fluid, that's The oil level sensor standard on the 3000.4,000 is not available on the 1.00 2000, okay, those are the three big modes on the left, now the ones on the right in yellow, praggnostics, the most important word.

I know the reason they came up with this and it's an option. in the computer or transmission TCM is an option that can be turned on and off the reason we have it with synthetic fluid now we go 300,000 miles sometimes without a transmission oil change we need these three to see how we do on the medium without We're just waiting for that 300,000 mile benchmark, so that's what we have here. We are looking at 99% oil life. It will read up to 1%. They are looking at mathematical algorithms. The density of change. How many times have you changed? He is calculating. all of that will give you a 99% reduction percentage for 1% once you go above 1% it's going to be a problem in the middle.

The next mode is the filter life. We know the pressure that comes. The pressure of the oil entering. We know the pressure that comes out. If the value of that number gets too big and you're going to get a spanner in the middle, then we're going to take care of the oil filter life and then the third one is the clutch life, we have five clutches in the transmission and, uh, We're looking at wear, we know how long it takes for that computer to tell the piston to push it to get the new gear range if that value goes too high and we're also looking at it's a closed loop system between the clutch and the valve body. and the valve there, there could be something there if any of those values ​​get out of hand, we're going to throw a wrench in the middle, so for forecasting we would prefer that you use those values ​​that you see in the change. selector other than the 300,000 mile benchmark that is in the manual, it is more accurate to continue that way, you can monitor it in a cargo truck.

The forecast option or function is available on the 3000 and 400,000 series transmissions, but in a load line. They chose not to re-release it or make it available on the 1.00 2000 series, so it is not an option on that product on a cargo truck. Some of their competitors offer it in a 1,000 2,000 series now for the secret mode button. button, it's nothing more than a toggle switch, a convenient place to put another input, something to turn on and off that can be calibrated in calibration many times calibration is performance versus economy or I could say PTO, you press that. button, your PTO comes on, but many times now it won't have that economy performance, it will be the computer that takes control of that decision, whether the driver wants to be in performance, in other words, moving against the governor or in economy .

When you get to about the middle of the power curve, the computer takes over and now makes the decision as to whether you should be on your economy performance. They've had great results with that shift scheduling based on pound loads, but I call it the mystery button because somehow the little sticker doesn't stay there very long, whether it says PTO or economy versus performance. Now let's see what this guy is going to try to do with the inhibitors in his vehicle that we're talking about now, at 100 mph on the highway. all he knows is driver B and he sees a curve coming up, bam, he puts it in first gear and goes around the corner.

Do you think it's going to happen? No guy in a yellow shirt knew he was going to pass. It will not happen. The reason is that we. we have speed sensors, we have three speed sensors in the transmission, one in the front center and rear of the transmission, the one in the front, located about a quarter of an inch from these bumps, is counting the bumps that go around , So what do you think? we're measuring and we're not saying the bumps, that's the last class, he said what are we actually measuring the RPM of this side engine?

So we have one on the Yeller, so we're actually measuring the speed of the turbine, so it's really us. We're looking at the combination or the difference between the engine and the turbine, so we're looking at what the load is, then we have one on the output shaft, between the inlet, the outlet and everything in between and the computer just he said on that downshift from 6 to 1 at that speed we were in, that wasn't going to happen so we avoid it until his speed on the highway starts to slow down, then it will automatically shift from fifth to fourth to third, that guy of stuff, so we sprayed it there.

We inhibit it now. The next thing he's going to try to do is 100m per hour and his friend blows his doors off being a guy, that's not going to happen so what he's going to do is stick to R for race and he'll do it too. it won't happen, same principle it won't go in reverse, the speed sensors will talk to the computer, it's not logical and until your road slows down to about half a mile an hour it will shift into reverse, the next thing it will try to do is warm up the vehicle in the morning in neutral 1,600 RPM foot buried in the accelerator and tries to start it does not work that speed sensor has something with the computer that says anything above 900 RPM engine speed do not let it start , so with these three inhibitors, fun little stories that we're talking about here, we just keep things from starting with a screech, stopping with a screech, and going backwards, so that's the big three, now we've got some other stuff. which we call electronic inputs and outputs, each calibration has about six or eight inputs and six or eight outputs that can be connected through hard wires or many times since the 90s, they can be connected through j1939 let's say you have a truck with buckets, buckets up The stabilizers are down, that guy sitting in the passenger seat and Joe is up in the bucket, well you know what he's going to try to do, put it in and drive, but we've connected some inputs to that bucket. it has to be down against the switch signal back to the computer The stabilizers raise the signal back to the computer until those two things are satisfied that the truck is not moving.

There are other examples of inputs and outputs that are more than just inhibitions and Dan is going to talk about that. some of those others like neutral car and what are all the things that guy in a garbage truck has to think about and you know when he gets out? Do you have to put your foot on the brake? Do you have to step into neutral? we gotta hit the tall idol and then he goes off our mission here and uh uh we always say when we have customers come in, think about everything you want that truck to do, we do more than turn the output shaft, maybe we can help reduce the At some point maybe you don't just have to put your foot on the service break and hit high idle, maybe we have some of our inputs and outputs that we can use to meet your needs and that's very attractive when many of these no- user customers come here, oh you can do that right, yeah, another example of an input, it says you had an engine failure, it says they didn't have our reti output, but you wanted to help them, well we'll take that cable. coming out of the Jake brake, that signal wire and when we see the Jake brake come on, we'll automatically lower the transmission to a predetermined range.

We increase the RPM of the engine, which makes the Jake brake more efficient, so those are some of the inputs and outputs that don't. necessarily just inhibits but helps the guy do his job, okay, your mission this afternoon, if you decide to accept it, is to climb our hill, we had to build that 25% hill because we don't have hills in central Indiana, okay, come on. To talk about torque multiplication and why you don't need those big 14 to 1 reduction gears, picture this, you're sitting at the bottom of the hill with the foot of the gear buried in the accelerator and it's that stage just before you've moved. call that stalled converter so what's going on?

There's your red part, there's your yellower part, we're going to throw the oil from this side to this side, but when your wheels stop, that turbine, the turbine shaft, the gears are all connected to the wheel, so that's not moving yet, so we're violently when we send this oil here violently changing the direction of that oil going through the torque converter turbine, it's like cracking a whip, when you hear that whip sound , you are doing something violently in this case. We are violently changing the direction of that oil and then we send the drive flow through this stator, it stops, so the purpose of the stator is to redirect the oil flow back in the same direction as the torque converter pump To help pump well, when this situation occurs that we call converter stall, we are going to multiply the engine output torque by two times, this is the main problem of the day, let's say you had 1,000 lb-ft of torque coming out of the engine in draft before starting. going up the hill we're going to multiply the engine torque by two times the first gear ratio is about four times so there's our 8,000 lb-ft of torque where you started with 1,000 lb-ft of torque and this doesn't even take in count times three or four for the axle ratio, so that's how it adds up, but that's where your investment is and the reason you don't have to have those granny gears is because we're multiplying right here. from waiting until you get into the gear train doing that 14 to 1, now you don't want to stay in this condition for too long, you want to keep moving down the road, so once you've gotten past that 60,000 pounds behind you, the axle your turbine starts moving. move because this is the only way to move the wheels, but we also don't have to burn that high-end energy all the time once you're moving, so this is where the brochure above comes up and says some transmission matches the power and charge it this is it once you start turning the wheels the turbine is turning now this drive foot coming this way has to hit a moving target so it doesn't have that rigid stopping surface.

Torque multiplication will begin to decrease, but road speed increases. We call that a beautiful thing around here, so we're not burning that high-end heat and we're more efficient because we have the highway momentum going forward, okay, Dan will talk a little bit more later about the starting ability and the values. On the right side, what do you have on the wheels so you can go? Well, there's just one problem with my physics problem, uh, in a hydraulic coupling that can't reach the same speed because of energy inefficiencies, energy losses there. well, the engine manufacturer said well, Aon transmission said you were very efficient, we're not going to lose anything, well we're going to lose a little like that, but we came up with an answer, we invented the C clamp, no, we came up with a lock and when we do this this will happen somewhere when I upshift between the second and third range, we are going to go into lock and we will stay locked until the sixth range and then when I downshift somewhere between the third and second range.

We'll go back to that other image where we can multiply the torque, so when we put this lockup clutch or the C clamp in there, we have the same thing here as we do here and that's what we want, we don't have. any loss of torque inside, inside there, we're going to add two components to the lock or, excuse me, the torque reverser lock-up clutch plate, it's in a yellow groove on the turbine piston, on the pump, what we're going to do What to do is bring the transmission. foot up from the sump through the center of the turbine shaft into that piston cavity.

Under pressure, push that piston against the clutch plate, squeezing those two together is like squeezing those two together, that's how we bring the hydraulic lock to pieces, huh? For you non-believers, we have red and yellow pieces. We put hydraulics in the piston press that sits against the clutch disc, the friction material, we also have damper springs here, in other words, if we're tied to the engine. Now we don't want those nasty torques coming from the engine, so these springs dampen or lessen the blow of any torque.that goes into the transmission system, okay, so that locks up, when does it come on approximately when you're upshifting between two gears between second? and third, once you're locked, you don't have torque multiplication, but you don't need it because you have boost on the way, so you'll stay locked until you get to six and somewhere in between third. and in the second range you will return to what we call converter flow or torque multiplication.

You get one thing when you're blocked. Now we also have an engine brake if we are tied to the engine. It's a great way to slow down the engine. Everyone, okay, time to figure out how to put the right gears so that the computer has to make all these decisions on the left. Are you trying to downshift from six to 1? Is the cube up? What is my throttle? You will send your response. to the valve body at the bottom of the control module we have solenoids getting their response basically these are traffic cops pushing the valves up and down at a controlled rate and what we are trying to do is send our transmission foot main pressure to two clutches to control two gears to get the correct gear ratio, we are going to increase or decrease the torque, we already talked about j1939, not everything is programmed these days, we have joined the 90s and, every time, more things we do.

Putting in the j1939, it's a more sophisticated system that even has priorities, so there are two signals coming into the computer at the same time and the computer makes the decision which one is more important, when I should receive it first. Well, we're talking about planetary gears. We have three sets of planetary gears in the transmission, they are labeled from left to right planetary 1, two and three. We got three gears multiplied by three sets, so we got nine gears so the engineers are trying to figure out how to get six forward ranges, so our mission uses a hydraulic clutch to turn a gear, we hold one gear and our third gear or the result will be a different torque, whether we increase or decrease the torque, there are our three sets of planetary gears, we have five clutches, we will talk about the rotating clutches C1 and C2 for the clutch and then three stationary clutches, so we are going to rotate a gear we have to achieve rotation in the gear system from the turbine shaft, that is the only way we we're going to go through here or there and then we have three sets of stationary clutches, okay, first range, hold one gear, engage one gear, third. member is my output, see how many times I have to rotate my input or motor input to get one revolution of my output one two 3 four so this is a 4:1 decrease in speed but it is a 4:1 increase in the mechanical advantage or Torque, so in our math problems in moments 4 that was the first range, then we talked about releasing a clutch and activating a clutch now we are going to drive the ring gear, hold the sun gear, my result is still this carrier, it still goes slower than the input we are approaching one to one when we get to the fourth range in all our transmissions, the one to one input and output are the same, we just turn two together and the third has to go clockwise in the same speed to reverse hold the carrier it doesn't matter if the position is this or that the other is going to go backwards this is how we get out of here in reverse to get overdrive keep a gear engage a gear look at my blue sun The gear it goes much faster, my output goes much faster than my input, absolutely no torque.

Advantage here, but you're also not pulling stumps out of the ground at fifth and sixth range. Now we talk about maintaining a clutch, we use stationary clutches than C3. at five we take one of those hydraulic pressures of the valve body against the piston we squeeze the clutch discs together this pink piston that we're pushing to the left we squeeze the clutch discs together a set of steel reaction plates are bolted into the case like an anchor so whatever is connected inside when we squeeze them anchors to the box so those are stationary clutches and we have three of them then we have like we said we have to receive information here so coming For the turbine shaft we are going to choose that rotating clutch or that rotating clutch.

The same principle is that the clutch plates are a hub this time because we have to drive something, so it's usually a rotating clutch over a stationary clutch and that's where we are. getting our gear ratio okay, you just finished day three or day five, class no problem, eh, we'll just keep going for you who like to play along at home, here's the X table, the X's represent what clutches are in what range Note that in neutral we have one clutch, whether we go to a forward or reverse range, we are going to use that clutch and we would prefer, as a quality thing, not to activate two clutches at the same time to take a drop in head pressure so that's what we're doing right here's the eye chart of the day just an eye chart we're talking about a wide ratio transmission vs a close ratio transmission maybe you have a Rugged RDS R unit that is wider. first gear than a close ratio maybe a space highway or HS this is where it's happening right there Special highway maybe a closed ratio wide ratio 4 and a half to one versus three and a half to one.

I put this chart here because some people in the past say oh give me that give me that four and a half to one because I know I'm going to have a deeper reverse look at this all of our setbacks are about one to one or excuse me five to one so is your best investment is up here not here as you can see from this chart all of our fourth ranks are one to one so whether you have a wide or close relationship by the time you get to the fourth rank they are all one to one anyway, now it's the only difference.

Someone said it was a completely different transmission. No, it's all in this last planetarium. They make the planetary gear larger. the torque in the lower range somewhere between the second and third range, you go into lockup when you do that, you are binding the turbine and the pump, basically we are tied to the engine, now you will stay locked until the sixth range. good engine braking somewhere between the third and second range, you'll go back to the torque converter flow where you can multiply the torque, then we have three sets of planetary gears, five clutches, that's how you'll determine your mechanical ratio, well done.

Speaking of gears, let's talk buzzwords Engine-driven PTO Converter-driven PTO Turbon-driven PTO The 3000 and 4000 series Transmissions are PTO engine-driven, which means it's your responsibility here is in red, so our converter pump drives the PTO gear through those tanks PTO gear drives the charge pump up here, no PTO about four or five inches shorter, the PT or torque converter pump drives the charge pump load without the PTO gear engaged so it is driven by the engine, whatever the engine speed is that is the speed of the PTO and if it is still I wonder if you have a PTO unit on the truck that is drag below.

See if you have this access door. Two of them, if you have one, and if you don't have the access door, you don't have a PTO. That's a little different. that on our 2000 1.00 we didn't have the convenience of putting an extra four or five inches here, so they had to put the PTO gear up here on our rotary clutch module at turbine speed, you get the access door Whether you have a PTO or not, that's the only place we can measure turbine speed, so we're measuring that PTO gear. If you bought a transmission without PTO gear, how do you measure turbine speed? turbine?

It has a tone wheel, so it has a tone wheel or you have a PTO, but in any case you have the access door there on the 3000 and 4,000 cars under the truck, if you have the door, the access plate, you have a PTO, if you don't have one, you don't have a PTO So that's the difference between boosted engine and converter driven or turbine driven. Now we also say that you had a stationary condition where you wanted to run this transmission at engine speed. We have a neutral lock option, so now activate the neutral lock switch, which means. those two are linked, the torque converter pump and the turbine, now your PTO gear is running at engine speed.

Ask. I was going to ask you what the difference is between converter speed and turbo speed. Well, it's kind of a colloquialism when we talk about converter driven. We are talking about turbine driven in exactly the same way except when we go into lock then the torque converter turbine and the engine act as one and now you are at engine speed so when you are not in lock there is a difference between turbine and engine speed, so in a situation where you needed hydraulics, a hydraulic pump running with a PTO and a 2000 series transmission that was operating at low RPM, would you have enough turbine speed? converter to work?

Well, I'm going to repeat the question just for the benefit of those who are watching the video. The question is if you had a high load coming out of the PTO. In this case, your example is a hydraulic pump. Do you have enough speed to operate that pump without neutral lock at idle? and the answer is. It depends on the load, the load on the PTO is no different than having a load on the output, if it receives enough load the turbine shaft will stop and take a certain amount of torque from the engine. to start the PTO movement depends on the load, how much is um, the neutral lock function is set so that it must be above 900 RPM before the neutral lock can be activated and once it reaches that point , then it will be direct transmission. to one and it will, as long as your PTO load doesn't exceed the spec limitations, you'll be in good shape and stay locked until you get below 800 RPM, uh, but you know what. engine speed needed to operate the power take-off.

A question came up with the landscapers who do a lot of the work in Sall, yes, they're out front or right, and that's a little bit of a different situation because now when they're plowing, they're going. so it's not the load on the PTO that's stalling the torque converter, it's the PTO load and transmission output combined and the problem there usually is is that you know regardless of what the load is when you're at the end. of in a race, you are pushing snow, you reach the end of the stroke, it is time to raise the plow and reverse if the vehicle has stopped and you are moving, the power take-off gear is not turning, so there is no no period they cannot lift. the blade when they are stopped that is that is a matter of physics with a turbine driven or a converter driven PTO there is no way around it that answered the question I know I know no it doesn't it doesn't work better or it's different, but that's the physics of a turban driven PTO, so they would have to stop putting it in neutral to boost in that scenario, or you start to reverse and when you start to reverse, the gear is going to start turning, then it you lift up as you back up, okay, that's why Dan, here, he's the smart one, he's kind of like the good cop, the bad cop, okay, last slide and then I want to build the three complete sets of planetariums. gears for a 1.00 2000 I was talking about how easy it is to assemble and disassemble, well I'll let you see for yourself, but the last slide is adaptive control, it's like the black box or the flight recorder of an airplane that the computer knows. what your shift looked like and if he didn't think it was perfect the next time you shift, he'll try to improve it and keep improving that, so this is what we're going to talk about and each gear. shifting from second to third from third to fourth upshifts downshifts all have a different picture inside the computer, but let's choose the two or three upshifts by looking at the turbine speed or basically our load over time and That's what the computer says is perfect, so we're going to continue our shift with a big taste of engine flare, so the computer said it probably wasn't perfect next time you do the same second to third range. sh uh, uh, I'm going to try to make the same change. one big jump to get you to that perfect change point, it may take four or five big jumps or four or five times to change from second to third rank, but it's always about improving it, there are three specific cases where this really comes in in Game. and it helps to smooth this out and while driving the trucks you get an idea that this even works, it just works well, in three different cases,you have 60,000 pounds behind you in a dump truck, you dump your load and you go back to the empty barn it's going to generate a little load change a little different than what it had before the computer is going to smooth that out try to smooth it out or let's say it had 10 million miles on it on those clutch plates and it takes a little more computer It's time to put those clutch plates together to maintain that gear for the next range we'll try to speed up that time or the third case my different favorite drivers you have driver A and you have driver B and we say that they have different feet.

Features Driver B just hits it with the accelerator, so he's putting kind of a different load or that turbine parameter uh than Driver A, but between full load and going back to the barn, empty worn clutch components, driver different, that's what adaptive control is for. Now, the reason we spend a lot of time in our service training classes teaching technicians about this is that if a guy brings a truck into the shop and says I've got two or three bad ones on the boat, the service manager doesn't I should say let's break it. go down and see what's wrong, no, what you should do is hand the keys to the guy, tell him to get out and put on the radio, drive the truck, keep doing those two or three upshifts and see if he comes in and converges if he turns softer. we know it's adaptive control uh changing it for you if not then we go to the next step so that's adaptive control it's like the black box or the flight recorder on an airplane okay last thing which builds three sets of planetariums. gears in the transmission this seems a little intimidating when you walk into the room why would you as a customer want all these gears how easy is it to put them together that's how easy the engine is down there this is the yellow rotating clutch from the turbine shaft yellow?

PTO gear module and the first sun gear of the three planetary gear sets we added to that planetary ring gear 1 here's your first planetary carrier in the middle and here's your second planetary ring gear, okay, add one or two bearings here is the second carrier and the ring gear for the third planetary. Now we're going to add the blue shaft there, which is the main shaft and the sun gear for planetaries 2 and 3. Now we have the sunar GE and the ring gear. We are only missing the carrier and in this we have a parking leg, so in some of the 1,00 to 2,000 units below 33,000 GVW, you physically put them in park, you physically put them in park, parking brake, it is our third carrier and there are our three sets of planetary gears and it's that easy when the guys take it apart in the shop too.

I'm in clean room conditions here. I'm not on my back if they're doing it still in the vehicle but in our Transmissions we can load half the stuff from the front half.things from the back, so if you have something back there that needs to be checked, you don't have to take everything out. from the front to easily reach it, so in summary, in our 5 day service training class we talked about different drivers. We talked about the torque converter that multiplies the engine's force in the lower ranges when it locks up. We are joining the torque converter pump and the turbine.

Three sets of planetary gears to obtain a different gear range. one gear driving one gear getting a different ratio, we have a lot of electronics here, half of us to prevent driver B from doing bad things, the other is to help with the manicure or serve the customer so that the vehicle gets to do whatever you want and we give you more than just rotating the output cha questions comments constructive criticism very well, thank you for your time and this is Dan Murphy. Like I said, he's the smart one of the two, mom raised him differently, but she dresses us the same way.

Same thanks Bruce okay let's take this apart while we're good since Bruce said my name is Dan Murphy. I made a living from Alison's broadcasts for about 33 years. I started as a technician. Everything I worked for. at Moralis and transmissions for about 15 years before coming to Allison, I was in the quality services organization for several years and then for the last five and a half years I lived the dream as an OEM account manager with responsibility for Dier North truck. United States Account um the topics we're going to cover today are based on me and Joe Johansson, many of you I've worked with for sure.

He is an applications engineer who works strictly with Freightliner trucks at Western Star and we get calls from dealership salespeople. from our own Freightliner Factory CAE group field salespeople, um, different questions that we look at, you know, what are the things, what are the common themes of the questions that we get that we can cover while we have everything. Guys together, we came up with four topics that we're going to cover in just 25 or 30 minutes here. One of them is starting ratio coverage and axle ratio selection has to do with the torque reverser and how that differs radically from how you specify a vehicle without a torque converter very briefly, let's talk about the selection of the shift schedule, uh, parking brake, automatic neutral, there have been some complexities introduced recently based on some different operating options on how it's implemented and some changes to the way it's implemented. implemented on a truck or cargo truck and then finally we'll look at uh Allison optimized in Spec Pro and what from my perspective is not so intuitive a step to take to make sure you have access to the Allison optimized package and the incentives.

To accept it, so with that question about ratio coverage and axle ratio selection a lot of times we get calls about this after the fact, which is unfortunate, but the customer has a lot of experience and history with a manual. transmission, they know what axle ratios they used with a manual, they know what first gear ratio, what overdrive or top gear ratio they had, they look at the Allison comparison ratios and especially when you get to first gear, they look at it and don't they can. They think they could run five speeds or six speeds instead of 10 or more and, looking at the first gear ratio, they are worried that they are going to have a truck that won't get out of their way because of the coverage ratio. um, so what are we going to do with these same customers?

We bring them here and do what you're going to do this afternoon, take them to the test track, they get a 70,000 pound truck. drive halfway up the hill, stop and then restart and go up that hill without a problem, doing the same thing in a fully loaded truck with manual transmission, there would be smoke and pieces rolling out from under the thing, so they are in all of how is that and they don't understand, uh, how it works, but the difference is the torque inverter. Bruce talked about the 2 to 1 ratio, uh, multiplication at a stop, but there's another feature of the way the torque converter works that's equally important, so there we are.

I'm going to talk about that, you can't just look at first gear versus first gear and obviously the right ratio has a lot of implications, there's no free lunch, there's always a trade-off: you want the engine speed to be as low as you can. do it in cruise to save fuel, but if you go too far you'll end up with a truck that doesn't run at the bottom end, so to set the stage with a couple of simplistic examples with a direct driver manual transmission Top Gear: a first gear 10 :1 and in this example a 4:1 axle ratio if you look at the overall ratio coverage that gives you 10:1 first gear 4 to 1 on the rear axle uh 40 times the torque available on the rear axle versus what comes out of the engine in Top Gear there is no torque multiplication in the transmission because in your direct drive you still have 4:1 on the rear axle, so a 4:1 ratio on the rear axle is the general ratio in first gear or 40 time multiplication is what you need to get the charge rolling the grunt and get you out of the hole in Top Gear.

The overall Rao is what determines where the engine speed will be in Cruise. Pretty basic, right now, let's look at an overdrive. a manual transmission we have changed the direct drive top gear to an 08 to 1 overdrive our first gear ratio is 8 to 1 look at the overall ratio coverage of the first gear 8:1 we have now changed the rear axle to get the The same engine RPM in cruise goes at 5 to 1 on the rear axle. The top gear is 8 to 5 to 1 on the rear axle, so the overall ratio coverage if both transmissions are identical, these trucks would behave identically, just illustrates the importance of two transmissions with radically different ratios, can make them work the same with a change in axle ratio, but now let's look at the same thing with a manual transmission versus an automatic with a torque converter.

The transmissions are out of the transmissions available in Spec Pro Top Gear 73 to 1. the 16.7 ratio coverage that we will give you, you will see on the next slide a first gear ratio of 12.19. Our rear axle ratio in this example is 383, so if we want to take the customer off the truck operating manuals, put them in an Automatically look at which rear axle ratio to use. The first thing we look at is, well, let's see what it would look like with the ratio that gives it the same RPM of the engine in cruise. In this example we will be using a 4,000 HS which is a close ratio transmission with Top Gear 64 to 1 overdrive versus 73, so we had to go to a 438 rear axle which gives you the same engine RPM in cruise.

Now let's see what that ratio coverage does to the torque for the low end again. of 16.7 gives you a first gear ratio of 12.19 in the manual. We have our 383 rear axle, so 46 to 4.7 times the torque on the rear axle compared to what the engine makes with the automatic. You have the torque converter. We have the stall ratio of 2:1, so we double the first gear is only 3 and 2 to 1 compared to 1219, but we did our 438 adjustment on the rear axle to adjust the RPM, so we have 30 times 31 times the torque available on the rear axle so which of these will have the advantage in terms of torque available to throw the load the manual usually everyone is afraid of insulting the guest so they say automatic here the manual is what it would seem Here, but what you are not considering is one of the key advantages of the torque converter, not only in the ratio coverage but in the way it works.

The difference in the torque converter, the torque converter inverter has what we call a stall speed and everything. Torque converters are matched to engines, but would normally be in this range of 14 to 1700 RPM, meaning that as soon as you put your foot on the accelerator to roll the load, the engine immediately ramps up to a speed that is at or near maximum engine torque, compare to a manual transmission. Eaton says the correct gear will allow you to start with your foot off the accelerator, so he needs to essentially idle the load. The caterpillar says there is no accelerator when starting the engine.

The truck engineering manual says to start the engine at 800 RPM maximum. All diesel engines have this compromise torque specification that is used for the transmission. For analysis on manually equipped transmissions. The quantities are essentially the same range, it's usually in the 650 to 800 RPM range, so what? Does that mean this is a brochure taken from the Internet? Turns out it's the Volvo D13 engine, the dd13, the cumin Detroit Diesel, all diesel engines would essentially be the same in terms of advertising, some type of cranking torque, in this case it's a 1350 lb-ft engine, the starting torque for a manual or AMT 850 lb-ft at 800 RPM with a torque converter, on the other hand, our starting torque would be the maximum torque of the engine, i.e. 1350 RPM, so now let's do those calculations again. the manual 850 RPM for launch times 1 129 rear axle 383 or excuse me 1219 first gear 383 rear axle so we got about 40,000 lb-ft of torque available at the axle with the automatic being able to launch at the maximum torque of the 1350 engine coming soon in multiplication times two in the torque converter so now who has the advantage come on you were ready to insult me ​​who has the advantage thanks ok 5% more ok now this is a 1350 ft-lbs engine with a rating relatively low. motor the bigger it is the bigger the gap if you take that same motor now it goes to a 1650 lb-ft rating nothing changes the manuals still start at idle or close to it now it has 1650 to start so the gap grows fine , start to see how you can roll a 70,000 lb load on a 25% grade with a torque inverter versus a manual transmission with a clutch, now typically in thoseapplications that will see those types of things where starting ability is really going to be critical.

You know a dump truck, a waste baler, a concrete mixer, something where you're going to use a closed transmission or, excuse me, a wide ratio transmission instead from a close ratio, so now instead of the 3 and 1/2 to one that we had in the close ratio, let's go to a wide ratio 4500 R RDS with a 4.7 to 1 first gear and look at the same thing, nothing has changed in the manual, we have the 1650 ft-lb motor, we now have 4.7 first gear instead of 3 and 1 mid to one, so the gap again continues to increase and again, this is something that needs to be considered as it is considered the axle ratio in the overall specifications of the vehicle because what it does is it gives you flexibility, but one of the things I might say is okay, but once you put the load on, you get more gears, shorter steps, the manual will have the advantage, but the reality is you still have the power interruptions, you still have the inefficiencies of losing turbo boost and having to make up for lost boost during 0 to 20 mph shifts, a manual transmission could do five, six , seven shifts, getting a fully loaded truck up to 20 mph at that time, when the 4500 RDS with a torque inverter would still be in the torque inverter phase, we keep the engine up there at maximum torque all the time always It has torque on the rear wheels to keep the load moving, so what it gives you is flexibility in terms of ratio coverage.

If we look at the same graph, we just saw 71% more torque available now you know what we specified. That is, we had the same engine RPM in Cru. Well, we got all this torque to start charging. Let's look at how to make an adjustment so that we have lower engine RPM in Cruise, better fuel economy and at the same time have more torque available. If we go from 438 to 411, nothing has changed, we have lost some torque in terms of throwing the load, but still more than we probably need, we can. We have 61% more torque available to launch the load, but now we're racing.

The engine is 7% lower, so it gives you some flexibility in terms of setting the vehicle specs, doing what you can. Detroit diesels love to run at those lower speeds in Cruise. We have some vehicles running very successfully. 1150 RPM Crews 1100 RPM Crews and doing a good job still have great starting ability with a torque converter for launch. There are other considerations: you can't infinitely reduce the axle ratio numerically a lower axle ratio to get a lower engine speed at some point, uh, you run. As for the problems, you have to make sure you maintain enough power and torque to keep your six gears cruising, it doesn't do you any good to slow down the engine, but every time you hit a slight incline in the road, you end up downshifting to fifth. gear, you lose any advantage you might have had with the lower axle ratio, but again it gives you flexibility.

Scan is a great tool that performs the analysis that gives you the great ability in Cruise and gives you the boot ability that it allows. you have to look and understand what the trade-offs are and find the best specification for the customer. Well, shift schedules, we're not going to spend a lot of time on this, other than to say that there are a million different shift schedules available. It can be as complex as you want, my recommendation is to let the engineers do the work for him, Joe Johansson and his counterparts at Cummins and Detroit Diesel along with the Freightliner truck engineers for each epa10 engine with an Allison transmission.

They have gone out and done the work and recommended the times that are in the system and unless you ask or tell us to give you something different, you will get what they recommend in most cases. We're not going to be able to do better than that, there may be some exceptions and if you think there are, give us a call, let's talk about it, but for the most part this adds a lot of complexity that you guys don't really need. Worry so my recommendation is when you get to the 343 codes you see that long list and there are some that say S1 primary S5 secondary just don't worry about that stuff and don't write your own recommendation like a line item uh request for group C uh sixspeed Compared to the 5 speed of virtually any truck 33,000 lbs or more, you can get better specs in terms of performance and fuel economy using a six speed than you can with a five speed, and we've had guys say good.

I have a customer who has been using a 5 speed and is very happy with it. You like where your engine is running in cruise. He doesn't want another overdrive. He doesn't want it to run lower than that. Well, let's put in a six-speed. There the axle ratio changes so that they are the same RPM in cruise. Now you've improved performance at the bottom end, which not only gives them better productivity, but it also locks up sooner, which means better fuel economy, time and time again on almost everyone. In some cases, you can get a better spec with a six-speed than a five-speed.

I'm sure there are exceptions and I'm just saying if you think you have one, give us a call, let's talk about it. You have less than 30,000 pounds. enough engine power and torque to get adequate performance, there may be an argument that a 5-speed makes more sense, in those lighter vehicles, there are fewer turning bosses in five-speed than in six-speed, huh , but again, you know, in the larger truck class. high class 7, torque and class eight, you are generally better off, excuse me, you are generally better off with a six-speed transmission, parking brake, automatic neutral, we have data logs, a lot of data that shows that operators most often than you can imagine with a fully automatic transmission they will stop at the Quicky Mart they will set the parking brake they will get out they will go have their cup of coffee they will chat with Lulu they will return half an hour later they will get into the cab still in motion release the parking brake and drive, it's been sitting there idling in gear for half an hour.

It burns about twice as much fuel in IDL driving as it does in neutral, it doesn't burn much fuel at idle, but in the current environment customers will. take whatever little bit of fuel economy you can give them so the Auto neutral parking brake will take it out of the driver's hand and put it in neutral save you any amount it really doesn't matter how much just the fact that it's better uh it's something that is important This is something relatively easy to specify and is getting very close to the standard. One of the complexities of the parking brake.

Auto neutral is that there are several different options to suit the way the vehicles are operated. However, these two options are the The most common are somewhat basic, the top one is single input automatic neutral, it is what was on a cargo truck for years, it is done with a pressure switch in the air brake circuit with a hard wire passing through the transmission bulkhead. connector to the transmission controller when we see the parking brakes set, we put the transmission in neutral to get out of neutral, the operator had to do two things: release the parking brake and select the gear if it goes fast until today and it is I have It is understood that all multiplex trucks with EPA 10 engines, which is the majority of the truck lineup you see on the test track, use this bottom end.

A single input automatic neutral with shift selector override. The differences are rather than being hardwired, it's j1939. is Multiplex, it receives a message from the brake controller, instead of a pressure switch that closes and sends a wire message, we see that message from the brake controller that orders the transmission to go into neutral, the difference in the way it operates now is get out of gear even if the parking brake is still on, if the operator selects a gear it goes into it goes into range so there may be a difference in the way it operates although you can specify the truck exactly the way you specified it two years ago. operate a little differently, so there's something we need to keep in mind: can we fix it? you can fix it?

I guess I'm not sure the question is can you fix it? and I think the argument would be: "it's not." something that would be fixed, can you make it work another way? From Allison's perspective, the cable will still accept that hard cable and it can be done. A different calibration would be needed that did not have j1939 enabled for this feature and the pressure switch and cable would need to be added. Freightliner Trucks' position is that they are not going to offer the wired version and their argument is that there are times when you want to override this feature in an emergency situation.

Move the vehicle out of the way, you may want to void it if you lost air pressure or whatever the case may be, so they won't offer it anyway except the j1939. It's all in the vehicle, although if the aftermarket bodybuilder wanted to change. The other complexity is that there is some Legacy that is still in some of the compatibility rules in Spec Pro that were recently discovered and begin to specify the Allison Optimized Package, the Allison Optimized Packages. I think they probably all are at least. aware that they have been part of at least three different webinars. have been part of these dealer meetings in recent years.

All packages include Park break Auto neutral. This sheet is one of at least three that are. in the sales center, but show the rules, if you want, Allison optimizes which vehicles, which vocational segments, truck models and transmissions apply. It offers retail discounts that are pretty significant, pretty aggressive, from $800 to $5,600 retail if there's any vocational a84. the segment restrictions are listed here if there are aa3 body type restrictions they are listed here and then the different codes uh depending on whether you want a five or six speed so all of that is available in salale Center the complexity comes in when you go to specs and spec testing and this slide comes from Brian Daniels' webinar three or four weeks ago Brian Daniels and Greg Tran used this slide, the first three steps are pretty intuitive outside of that sheet that describes the schedule and the constraints, if you select an E4 vocational segment uh, a qualifying A3 body type, and a drivetrain that's included in whatever chassis you're specifying, it's all pretty simple at that point, then you move on to the next section, which isn't as intuitive.

It has to do with the legacy of the hardwired auto neutral, there is still a compatibility rule that requires that if you have a code 343 with auto neutral, you must bring this 882 module, which I believe the description is something like Two Valve Parking Brake with automatic neutral, but essentially it's the pressure switch and cable that you needed on the old wired version, so you have to pull that 88218 or 021 and then you have to go to module 34C, which is the transmission bulkhead. connector and select the 34C 001 2 or three depending on the location of that bulkhead connector.

It doesn't use those with the j1939 implementation, but it's still a legacy that they are working to fix until it's done. You have to do this if We will get access to the Allison optimized packages so just quickly review them uh the a84 codes this example is a non mun dump of 4500 RDS on a m2112 the four constraints of a84 are road construction and maintenance and highways aa3 uh final dump version and uh the front plow with final dump drive is a 4500 RDS, then you get into the not so intuitive part, the 882 module single valve parking brake system with control valve of the dashboard, automatic neutral and wiring indicator or two parking brake systems, the same has to have one of those two and you have to select one of those 3 codes 34C 001 2 or three once you have done that, when you go to section 343 you will have access to the 343 codes with the Allison optimization package, select one of the You will get the discount, you will also get the additional five year coverage on everything except 3,000 and 4,000 HS on a tractor, in which case you will get questions about seven-year coverage, or you already knew and did it right. and I'll tell you it's, uh, I was tearing my hair out trying to understand where this kind of thing was discovered. uh uh the marketing guys ran a query of all the vehicles specified this year with Allison transmissions both built and in The backlog looked at the ECT against the sheet showing the different a84 and aa3 restrictions and and the IO package restrictions um and you took a good look at all of these trucks, how many of them seem to qualify and seem to mean all the requirements or restrictions in the Allison optimization program, how many actually selected thecode Allison optimiz uh and so they got the discount and the extended coverage was about 20%?

Part of it is that they go in there and they don't see it because This is this Quirk that you guys now know and understand and I think in the past a lot of guys haven't, so I hope it's helpful, hopefully it gets fixed real quick, so Any other question that comes, we have not talked about the seven. speed Why haven't we talked about the seven speeds? You're talking about the 4,000 uh the 4700 specifically and the reason, frankly, is that the speed isn't launched on a Freightliner truck uh I understand there's an active program or uh uh. par in the system to put the 4700 in the Coronado SD um, I heard at the end of this year, but I don't know if there is a date that has been announced, you would have to ask the product strategy guys, but I think there is a plan, It is recognized that there is demand, customers have asked for it, but today the 4700 is not launched in freight transport, it is in the star, it is in the Western Star, that is the right question, the comment was: it is a great transmission concrete.

I'll say it again for the video, it's a great concrete truck transmission. Any other questions, yes, the automated manual people have criticized Alison Coast's performance, like when we talk about highway fuel consumption, one of the arguments they are making is that When you go down a hill with an H type transmission, you will know that you won't lose any of your built up road speed on the hill because it turns backwards and how would you answer that question? Well, I'm going to repeat your question, you said that the AMT people have criticized the Allison because when going down a hill the torque converter spins backwards.

I guess first of all, I don't think they understand the physics of a torque converter because nothing rotates backwards and when you're downshifting at any time, like Bruce happened before, the torque converter is in its torque multiplication mode. of fluid coupling when you launch, depending on load and speed you will usually do the first one in SEC one or two shifts and then at some point in second gear it will lock from that point onwards, it's a P link mechanical, there, there, it's the same as having a clutch applied up there, in fact, that's exactly what it is, so mechanically and physically it's a mechanical link. for engine is direct drive, it depends on the speed at which it locks up, the torque converter locks up depends on the axle ratio, the load, but normally it is less than 20 mph and usually less than 15 M hour but at highway speeds it's always the The torque converter will lock up and it's a direct mechanical link so there's no difference no yeah so I'd like to have that debate with them but I don't know where they come.

He said the blockage just happened. I thought the lockdown started at four, five and six, now three. I think your question is the second and third block, which comes in verses four, five and six, now we know that we want to block as soon as you have enough tensile effort to maintain. the load accelerates without the benefit of torque multiplication, we need that torque multiplication to get the load rolling, that's how we do it with less number of gears than a manual, but once you get it going and we can drive with mechanical relations the steps a we keep the speed increasing, we lock it as soon as we can so you can lock 30 seconds or 30 absolutely absolutely yes, driving them you don't notice it because between the gears the engine changes when, once the torque converter locks it It never goes out, it doesn't go out between shifts, it stays on until 6th gear and goes back down, we don't break the lock to make a shift for example, once it comes on it stays fine, but in 4th gear.

It is always locked in fourth, it is always direct drive with a one:one ratio and yes, it is always locked in fourth, but it can be locked in second and third. It can and does lock up on second and third drives. It doesn't always crash. second, yes, I think your comment is that no, it's driving it, it's not, it's not obvious when the lock goes on and off, you feel the lock6 I can say it but I can't say it second third yes, well, when it's Try Increasing lock shifting generally feels like any other shift, except when you can drop 300 RPM in a range shift, it will only drop 150 RPM or so, so yeah, maybe, when you're on a test track, play a bit. and uh, but it's not, it's not, I mean, it doesn't feel any different for the guy driving a truck than any other shift, really as far as competition, have you been able to dissect the tx31 caterpillar? um, the question is, have we been able to? to dissect the cx31 and, you know, that product has been around for a long time in off-highway applications, they tried it on the highway, I think it's fair to say we have a pretty good idea of ​​what's inside that box. um we think we have a good product that can hit it anywhere you put it um and it looks like we're going to have a chance to demonstrate it in some additional applications here in the pretty near future.