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Allison specs

A

Acesneights1

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Just curious. GM trannys used the same bellhousing from the slip and slide right up to the 4L80e and they were all basically interchangable(to an extent, things needed to be swapped etc) . oes the Allison/Dmax have the same bellhousing as traditional GM triangle/square or is it it's own animal ? Also if it is the same can the Allison be run indepenent of the GM TCM/PCM with a standalone ?
 
Acesneights1 said:
Just curious. GM trannys used the same bellhousing from the slip and slide right up to the 4L80e and they were all basically interchangable(to an extent, things needed to be swapped etc) . oes the Allison/Dmax have the same bellhousing as traditional GM triangle/square or is it it's own animal ? Also if it is the same can the Allison be run indepenent of the GM TCM/PCM with a standalone ?
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If you are refferring to the block bolt pattern then mostly yes. The DURAMAX/ALLISON combo does use the same basic pattern, but it uses the seventh bolt at the top unlike most other GM applications did. You can bolt the ALLISON up to any of the GM 90 degree V6/V8 engines and if you have the 4L80E or ALLISON flexplate you can use all of the torque converter bolts(ALLISON uses 6 like the 4L80E does whereas the 4L60E and others only used 3). Yes the ALLISON can be made to run stand-alone with the use of the PCS XFC box and DESTROKED's custom OS for the XFC box. Basically they took the PCS XFC fuel controller and came up with a system that allows it to talk to the ALLISON TCM via the J1939 bus and provide the neccesary TPS signals, tow/haul mode, OD/LO, and any other messages that is required to make the 5 speed ALLISON work with an 03 ALLISON TCM operating system. This also allows you to use EFILIVE to be able to program shift points and lock-up points in the TCM to custom tailor it to your needs.
 
The allison is a lot of transmission to move hence why high horsepower drag racers use dodge autos. The allison is built to heavy.

The bell housing is an SAE 8 bellhousing.

The torque converter runs off of a flex plate design not sure if this would affect your intents.

as mentioned there are standalone computers.
 
Yeah but an Allison behind a 6.2 turbo would be way more tranny than the truck could ever break and would have even better OD than a 4l80e. when you think in full economics of it it does add up. To get the same effect of an Allison 5 or 6 spd you would need a 4l80e with a stand alone(which is pricey as well) and then top off with a gearvendors which when added up would probably cost more than an Allison no ? I mean a junkyard Allison or a bought outright eat the core charge allison + a standalone would be under 5k no ? I wouldn't use a Dodge tranny for anything except a Mooring. I have one, trust me. They made a good tranny back in the 70's. That's about it IMHO.
 
Actually the Duraflites are holding up well. The main issue with the allison is that its a clutch to clutch transmission so there are shift hangups/overlaps that occur on occasion and destroy everything. Its irritating. Of course were talking big power here, which a 6.2 is not.

The allison can be had cheap from the right place.
 
The OD in a 4L80E and the 5 speed ALLISON are pretty dang close to each other, so the OD thing is a mute point. The stand-alone controller for the ALLISON will cost you MORE than one for a 4L80E, and then you'll have to figure in $800 MORE for EFILIVE if you want to be able to adjust the shift points. The 6 speed is currently out of the question right now as nobody has found a way to mimic GM's CAN BUS network to get the 6 speed gen 4 controller to work. The 4L80E has proven itself to be able to stand up to even the mighty DURAMAX in 1st-3rd(OD is the weakest link in a 4L80E). The only real advantage would be the ALLISON's lower first gear, but IMHO it is just too low for most things except maybe rock crawling. not trying to burst your bubble, but you could be up in the neighborhood of 5-6K for a ALLISON 5 speed by the time you get it to work, VS the 4L80E that is plentiful and stron enough to do the job. I know DESTROKED tells people to figure in about $8K(at least that is what they quoted me) for an ALLISON 1000 5 speed for the CUMMINS and FORD guys who want to swap em into there super duties.
 
Acesneights1 said:
OK. Good info. So I may be better off with the 4l80e. I am still pondering just keeping the TH400 and adding a gear vendors OD.
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A 4L80E with a VAN or 92-93 truck ECM would be ALOT cheaper than a gear vendors unit IMO. $3K for the GEAR VENDORS VS being able to go to the scrap yard and for a couple hundred come up with everything makes it an easy choice for me.
 
Shipping from dock to dock wouldn't be bad. I don't know the weight of the 4l80 but an Allison dry with tc is 330lbs and I can't imagine any other pickup transmissions being any heavier.
 
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