• Welcome to The Truck Stop! We see you haven't REGISTERED yet.

    Your truck knowledge is missing!
    • Registration is FREE , all we need is your birthday and email. (We don't share ANY data with ANYONE)
    • We have tons of knowledge here for your diesel truck!
    • Post your own topics and reply to existing threads to help others out!
    • NO ADS! The site is fully functional and ad free!
    CLICK HERE TO REGISTER!

    Problems registering? Click here to contact us!

    Already registered, but need a PASSWORD RESET? CLICK HERE TO RESET YOUR PASSWORD!

Allison 2000 (July '01 Build) 4x4 conversion

jltait

New Member
Messages
11
Reaction score
16
Can anyone give me the parts list or point me in the direction to find a parts list to convert an Allison 2000 to 4x4 with a park pawl, while retaining the low ratio (wide ratio) the 2000 offers if possible. I know I will need a 4x4 extension housing, output shaft, c5 piston. I just don't know what planetary parts I need in the P3 to keep the wide ratio, or even if it exists.
 
I'm not sure what all you would need. I know the GM extension housing uses GM's proprietary C5 piston and output shaft. I just don't know if you can interchange them or not.
 
I've converted a 4wd 1000 to a 2wd 2000 before. You cant do the conversion without changing to the 1000 p3 planetary. If you want to keep the low gear ratio do a divorce mount transfer case.
 
Thanks for the replies, I will have to swap out to the 1000 p3 planet then. I do not want to go with a divorced t-case. Rockbillyrat, out of curiosity, what is it about the 2000 p3 planet that the 1000 4x4 shaft wont work, is it the size and or spline count cut into the P3 different between the two? I've worked on quite a few Auto's, but never an Allison so please be patient as I learn.
Thanks again to all who replied. This will be a slow project, but I'll keep this forum updated.
 
That's good information about the 4x4 Kodiak's Fermanator. I remember reading they had divorced t-cases....NV273's, I think
 
If I remember correctly the output shaft size is bigger on the 2000 and it uses smaller planetary gears in the p3.
 
You guys are great, and I love the friendliness of this forum compared to others.

I have a line on the P3, C5, extension housing, and park Pawl parts. If everything goes well, I should be picking them up after work tomorrow.
I have an early style TCM with the red/gray 32 pin connectors. the markings are 29537441, 5421-L, tcm001sb, Throttle J-1939 can anyone tell me if this medium duty TCM can be reprogrammed with EFILive, or would I need to take it to someone with AllisonDOC premium? I am assuming EFILive connects via Class 2 and I wouldn't think that the medium duty TCM's talk Class 2. That said, I don't know much about the Allison TCM's, or EFILive.
 
I managed to score the parts I need for the c5, p3, extensions housing and output...vitually another complete trans. It’s a 2001 basket case that seems to have everything with it. Guy said it was cooked, but minus slight discoloring of the plates, it doesn’t look bad at all. That’s the good part, the bad part is it appears that he had the parts dip tanked, then didn’t wash/lube them up. So it’s hard to tell outside of the parts I needed (and closely inspected) are of use, as there is a lot of surface rust.
The pump is definitely not usable! The strange part is, the trans is a 2001 and the valve body appears to be a 6 speed....has 7 solenoids and two tubes.? B751FD8D-D339-4A0B-B2B1-530CD4F1843B.jpegE58078BB-AB82-4DFC-981B-8C0DEA692F3F.jpegC8C25CFF-AA0D-47A6-9ACE-C7B27CA21084.jpeg80F05202-2444-490D-9F8D-F8EDC8CD21B3.jpegD4F4DB89-3D07-4DED-883E-99D4F0E8E6F6.jpeg
 
Thanks for affirming my suspicions about the valve body.

I did some fitment checks with the sae 3 clutch housing today. This is a 2nd gen Cummins. The Allison won't be going in yet, the 47re will be going back in for now. I bought it with the converter bolts all backed out. The seller thought the engine was knocking and had thrown a rod. The flex plate was destroyed along with the converter to flex plate bolts and the engine adapter plate had a hole punched in it. I was working on it today, I put in a rear main seal, new engine adapter plate and flex plate.
 

Attachments

  • 1399AC36-F62D-4CB4-87B4-84A0DEE92F4D.jpeg
    1399AC36-F62D-4CB4-87B4-84A0DEE92F4D.jpeg
    112.6 KB · Views: 8
  • 1EBF807D-4D41-4109-A26B-7C81361D4B40.jpeg
    1EBF807D-4D41-4109-A26B-7C81361D4B40.jpeg
    98.9 KB · Views: 7
  • 63E7AEBE-050E-4DDB-A85C-7F610E275AC3.jpeg
    63E7AEBE-050E-4DDB-A85C-7F610E275AC3.jpeg
    84.4 KB · Views: 7
  • E5E8BB90-07B2-45BA-B456-458AFEDA1F28.jpeg
    E5E8BB90-07B2-45BA-B456-458AFEDA1F28.jpeg
    56.3 KB · Views: 7
  • C2A52BD3-7E70-44A5-A01B-1A583AB8D9F4.jpeg
    C2A52BD3-7E70-44A5-A01B-1A583AB8D9F4.jpeg
    100.6 KB · Views: 7
  • 11CBA4D4-0C6A-4BAE-9A93-4B5D7BC521B7.jpeg
    11CBA4D4-0C6A-4BAE-9A93-4B5D7BC521B7.jpeg
    120.4 KB · Views: 6
Last edited:
Put those rusty components that You may be using into a container then cover them over with vinegar. Let it set for a couple of days, rinse off with water when the rust is gone. dry quickly or submerge into an alcohol bath.
It sure works nice for old motorcycle fuel tanks. Dissolves old rotten gasoline too.
only problem I can se when using vinegar in fuel tank is, exhaust might smell like a pickle factory. LOL
 
@THEFERMANATOR, and others. I am looking deeper into this conversion. I would like some input on what is needed to get the 5 speed to confidently handle a 300-350RWHP 24v cummins. So far I am thinking upgraded c1/c2's (reybestos torqkit) and a Trango JR. I know the full trasgo is better, but I am not sure if the additional cost is worth it at this power level, and I'd rather spend the money on the upgraded c1/c2's. I'll be running the 1.58 stall torque ratio converter. Is a billet cover converter needed at this power level?
 
The LLY made 310hp stock. I've installed quite a few Transgo jr kits in stock transmissions that had no problem handling a 40-50hp tune on daily driving. And if your doing upgrades in the c1/c2 it will handle that HP level without a problem.

If you ever plan to add more power it's not a bad idea to over build the trans now so you don't have to go back into it.
 
Last edited:
The LLY made 310hp stock, but if you removed SEM(shift energy management, aka defuel), a bone stock LLY would flat out destroy a 5 speed(many did it). The 6 speed was rated to 365hp with SEM, 300hp without, 5 speeds were rated to 300hp with SEM(yes, GM exceeded allison's rating), and I believe 255-260 without SEM.

A decent build for 350hp without SEM would be Raybestos GPZ's in the C2(you'll need an alto C2 5 speed apply plate, you could also use the alto power pack with 8 clutches, but do not use kolene steels), alto C1 power pack(14 single sided clutches), an alto C3 power pack(the drop in 5 speed version), transgo jr(do not use the full kit to modify the C2 piston with anything but stock clutched), mike L pressure spring, mike L trim valve springs, and a billet cover converter. Other than that make sure it has the new style teflon coated stator support bushing, replace all the other bushings, lml c3 & c4 apply pistons would also be beneficial, and do the drainback valve kit if yours needs it. An alto C4 power pack wouldn't hurt anything, and unless by some miracle your C5's are hurt, just re-use them.
 
We never remove torque managment from a truck unless it is it being used for competition. And in those cases the transmission is built to handle it. There really is no point in my opinion. You can decrease the amount of defuel and end up with a nice shift and keep the transmission alive longer. Especially on trucks that see a trailer behind them a few days a week. With out torque managment of course you will destroy a stock transmission.😅

But in his case with the 24v it will not have any torque managment and I neglected to consider that in my comparison to the LLY. So you bring up a really good point.
 
Last edited:
Back
Top