With the new gearbox, mileage increased to 19 mpg (22 mpg/only sipped 3 gallons during one 66.4-mile stretch) for the same distance, while also cruising at 65 mph, with the transmission in Sixth gear. On our outbound trip with the E4OD four-speed automatic and ECM programming set to a “Stock” tune (note that the truck’s 7.3L Power Stroke engine is upgraded with 160cc/30-percent-over injectors and a high-volume lift pump), the 8,400-pound dualie averaged 11.5 mpg over the course of 350 miles (65 mph, transmission in Fourth gear). Given the rising fuel prices in California (almost $4.00 per gallon for #2 diesel in some areas of L.A.), it’s something we really appreciate. While the performance differences presented in the chart are dramatic…and impressive, more impressive is the effect the Allison 1000 six-speed automatic has on Big White’s fuel usage. The transmission’s low First gear (3.1:1) also limits hammer-down/ from-a-standstill takeoff performance (the truck will lag a bit, then take off as boost comes up), unless, of course, it’s dragging a loaded, heavy trailer. So, don’t think that after several miles of highway and then street driving, the Allison will adjust quickly enough to provide lightning-fast shifts at wide-open throttle if you accelerate hard from a dead stop. The caveat here is that while adaptive learning technically happens on the fly, it is not an immediate/ instant process. While tuning/custom-calibrating is not possible with the CA system, thanks to Allison’s Adaptive Learning technology, our setup’s baseline shift strategy (technically for a medium-duty, industrialstyle diesel engine like a Cummins) is automatically modified during road testing to support the ways in which Big White is driven and used. See all 42 photos 42 photos Mat loads a pre-programmed Allison transmission map into the TCM (programs are developed based on an engine’s torque output across its rpm band). It also has a billet piston and L-trim stator and a braised impeller and turbine. The zerobalance, 1,900-rpm-stall torque converter in the package features five redesigned (square-tab) clutch packs and pistons that provide better clamping on the pressure plates, ensuring separator and clutch plates are properly applied and provide even pressure.
The channel and valvebody castings are machined to eliminate cross leaks, a critical step that confirms the valvebody’s hydraulic integrity. Custom A- and B-trim valves are installed in the valvebody to increase hydraulic pressure and volume to the clutch packs, as are new solenoids for greater overall reliability. Inside the Allison, ATS adds a modified pump for increased fluid flow and cooling and reworks the hubs, drums, shafts, and planetaries to resolve an issue these parts have with cracking in severe-use situations. Here’s a look at the internal makeup of an ATS Diesel Performance Stage 1 LCT1000 six-speed automatic transmission and TripeLok torque converter.
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