Technical Document
TORQUE CONVERTER COMPATIBILITY WITH
SMOKE-CONTROLLED DIESEL ENGINES
TECHNICAL DOCUMENT NO. 115-E
May 1, 2008
P.O. BOX 894
INDIANAPOLIS, INDIANA 46206-0894
TD115 © 2008 Allison Transmission, Inc. All Rights Reserved.
TORQUE CONVERTER COMPATIBILITY
WITH SMOKE-CONTROLLED DIESEL ENGINES
TABLE OF CONTENTS
1.0 Background
2.0 Referenced Documents
3.0 Characteristics of Smoke Controls
4.0 Analytical Discussion of Problem
5.0 Possible Solutions
5.1 Smoke Control
5.2 Torque Converter
6.0 Guidelines
6.1 Initial Converter Selection
6.2 Vehicle Evaluation
Appendix: Performing Transmission Stall Tests
1.0 Stall Test Preparation
2.0 Performing a Static (Accel) Stall Test
3.0 Performing a Driving (Lug-Back) Stall Test
List of Referenced Documents
Revision History
TD115-E Page 2
TORQUE CONVERTER COMPATIBILITY
WITH SMOKE-CONTROLLED DIESEL ENGINES
1.0 BACKGROUND
It is possible for new vehicles equipped with emission-controlled diesel engines and Allison automatic
transmissions to exhibit extremely poor performance when accelerating from a standstill. Investiga-
tion of these complaints in the past has frequently indicated an incompatibility between the engine
smoke control devices and the normally selected torque converter.
The symptoms of this problem are a very low full throttle stall speed (even after some time has
passed) and a corresponding lack of propulsion at the wheels. The vehicle will usually perform in
a normal manner once some minimum engine speed is attained and the emission control device is
deactivated. The problem is always most apparent when the engine is accelerated from idle.
2.0 REFERENCED DOCUMENTS
Unless otherwise noted, all documents referenced in this document may be found in the Extranet
channel of the Allison Transmission website, www.allisontransmission.com. To locate the referenced
documents look for Tech Data under the Engineering heading on the Extranet home page. In this
document, these references are identified by italic font. Contact your Allison Transmission represen-
tative if you do not have access to the Allison Transmission Extranet. A list of all items referenced in
this document can be found at the end of this document.
3.0 CHARACTERISTICS OF SMOKE CONTROLS
Smoke controls have become more common as the level of permissible exhaust emissions are re-
duced and as engine power is elevated through increased use of turbocharged engines.
Many diesel fuel systems have the ability to provide more fuel to the cylinders for combustion than
can be burned by the available oxygen when accelerating from idle. This is partially the result of
the characteristic lack of pressure boost from the turbocharger when the exhaust gas flow is low. To
avoid the creation of excessive smoke in this situation, the fuel system is modified to restrict fuel flow
during acceleration from idle until an adequate oxygen supply is available.
This smoke control is accomplished in a variety of ways. Some systems are a simple time delay.
Others are more sophisticated "closed loop" devices which limit fuel as a function of air pressure.
When a closed loop engine control is used with a torque converter, it is possible to experience the
previously described low performance.
4.0 ANALYTICAL DISCUSSION OF PROBLEM
Published full power engine performance curves are "lug-back" curves. To generate this performance
data, the engine is first set at maximum speed with no load on the dynamometer. Loads are then
increased and torques recorded as speed decreases. Since air flow from the turbocharger is maxi-
mized during this test sequence, the smoke controls have minimal impact on the engine performance.
SAE J2548 describes a test method for acquiring data starting from idle with full load and increasing
TD115-E Page 3
speed. The results of this "acceleration" or "lug-
up" curve are quite different from the lug-back
curve, as illustrated in Figure 1. It must be noted
that the actual acceleration curve may be differ-
ent than the curve shown in Figure 1, depending
upon the characteristics of the emission control
device.
One measure of start-up performance is the full
throttle stall speed of the engine/torque converter
combination. When a vehicle is started from
a standstill, the engine accelerates until suf-
ficient torque reaches the wheels to overcome
the rolling resistance and grade forces, if any.
As the vehicle begins to move, the torque con-
verter speed ratio begins to change. The high- A11A
est torque multiplication (torque ratio) occurs at
stall (zero speed ratio). As the vehicle moves, Figure 1: Accel vs. Lug-Back Torque
converter speed ratio increases and torque ratio Curves
decreases.
The maximum start up torque would exist at a
stabilized full throttle stall condition (wheels not
turning and throttle pedal fully depressed). At
stall, a torque converter behaves like a dyna-
mometer. The torque required to maintain a giv-
en speed is proportional to that speed squared,
as shown in Figure 2.
Figure 2 also shows that engine torque exceeds
the capacity of the converter at speeds less than
the stall speed (region A). Therefore, the engine
speed will increase until the torque available
matches the capacity of the converter. This is
the full throttle stall stabilization speed (commonly
called stall speed). Obviously, an increase in
engine torque level results in a higher stall speed
and vice versa. For any given stall speed, the
torque available for accelerating a vehicle will be A112
the product of the specific torque ratio and net
Figure 2: Torque Capacity
engine torque at the stall speed. Note also that
at Converter Stall
as the available torque (net engine) exceeds the
required torque (converter capacity), by greater
amounts, the engine is capable of accelerating toward the stabilization speed more rapidly.
TD115-E Page 4
A114
A113
Figure 4: Smoke Control Effect
Figure 3: Smoke Control Effect on Stall Speed on Vehicle Performance
A physical description of the effect of the smoke control would be a vicious circle. The smoke control
initially restrains fuel flow as the throttle is depressed. Consequently, the engine produces very little
torque. This results in a low stall speed. The low engine speed at stall dictates a low air flow to the
engine which causes the smoke control to continue restraining fuel flow. This effect is demonstrated
in Figure 3. For example, if the normal stall speed were 1700 rpm and the smoke control reduced
the stall speed to 1100 rpm, only 42 percent ( [1100/1700]2 ) of the normally expected engine torque
would be available. This can result in a serious loss of performance.
Note that during a lug-back the engine follows the advertised curve. It would be possible in an ex-
treme case to be climbing a grade (with a running start) with no problem. Then if, due to traffic, the
vehicle stops--it may be impossible to restart up the hill. See Figure 4.
5.0 POSSIBLE SOLUTIONS
Only two possible solutions exist. Either change the
characteristic of the smoke-controlled power curve
or change the relationship of the torque converter
absorption curve to the engine curve by selecting a
different torque converter.
5.1 SMOKE CONTROL
Federal law dictates that the smoke control must be
calibrated exactly as certified by the engine manu-
facturer. It is illegal in the U.S. to run a vehicle on
public highways with the smoke control disconnected
or misadjusted. The only permissible modifications
are to adjust to factory specs. Occasionally a smoke
control may be out of specification and correct adjust-
ment may fix a complaint.
Because of the steep slope typical on the power
curve with these devices, sometimes accessory
losses can have a dramatic impact on the match A115
characteristics as shown in Figure 5. Note that the Figure 5: Effect of Accessory Losses
TD115-E Page 5
application of accessory loads can significantly affect stall speed. The elimination of certain options
such as air conditioning for some engine/transmission combinations could alleviate the symptoms in
some borderline compatibility situations.
5.2 TORQUE CONVERTER
Sometimes more than one torque converter will provide an acceptable match with a given engine.
Normally the converter which maintains the lowest engine speed is chosen for fuel consumption and
noise optimization. Selection of a converter which allows a higher engine stall speed will sometimes
alleviate this type of performance problem. However, in some cases only one converter will ad-
equately match a given engine. Therefore, it is possible that for some combinations no satisfactory
solution exists.
6.0 GUIDELINES
It is difficult to accurately predict the compatibility of closed loop smoke controlled engines with torque
converters. Allison recommends that engine manufacturers and OEM's recognize this potential prob-
lem and take steps to assure acceptable vehicle performance.
6.1 INITIAL CONVERTER SELECTION
The following evaluation will help to identify the most compatible torque converter before the vehicle
is built:
1. The engine manufacturer performs the SAE J2548 test at 250 rpm/sec.
2. Convert the curve generated by the SAE J2548 test to a net curve as shown in Figure 5.
3. Plot the net curve on the appropriate composite converter absorption chart. The composite con-
verter absorption charts may be found in the following documents:
• Technical Document 159 for the 3000/4000 Product Families
• Technical Document 160 for the 1000/2000 Product Families
6.2 VEHICLE EVALUATION
The vehicle evaluation tests described in this paragraph may be used in the following situations:
• SAE J2548 lug-up curves are not available from the engine manufacturer
• Investigation of a vehicle performance complaint
Two relatively simple tests to identify potential problems are suggested:
• Comparison of Full Throttle Stall Speeds: A full throttle stall speed test is run in the normal
manner (locking the brakes and then depressing the throttle). A second test is made by running
the engine at governed speed in second range and then, while keeping the throttle depressed, use
the brakes to stop the vehicle thereby achieving a lug-back stall. If the accel stall speed is signifi-
cantly lower than the lug-back stall speed, the smoke control may be the cause.
Detailed procedures for conducting both types of stall tests are in the Appendix.
• Time to Achieve Stabilization: Allison experience dictates that for good vehicle acceleration, it
should take 5 seconds or less to achieve the normal stabilized stall speed from idle. Times be-
tween 5 and 7 seconds are considered marginal. Times greater than 7 seconds are considered
unacceptable and may result in vehicle performance complaints by the customer. This is because
the smoke control is producing a torque curve which is close to the absorption line. Sluggish ve-
hicle acceleration is the typical symptom of this condition. Increases in accessory losses, opera-
tion at high altitude, or operation in cold temperatures also increase engine acceleration times and
degrade vehicle acceleration performance.
TD115-E Page 6
While running both of the above tests, the maximum engine accessory loads should be applied to as-
sure worst case test. In addition, during these tests the stall speeds should be within 50 rpm of that
predicted by a published engine curve, corrected for actual losses, and published converter absorp-
tion curves. This predicted stall speed may most easily be obtained from iSCAAN, Allison's vehicle
performance calculation program.
It must also be noted that the symptoms and solutions outlined in this report could also be applied to
any phenomenon which causes differences between acceleration and lug-back engine performance
such as turbocharger lag. However, it is believed that the primary cause of the observed effect is
usually the smoke control. Temporarily disabling the emission control system for a test will normally
verify the cause.
TD115-E Page 7
APPENDIX: PERFORMING TRANSMISSION STALL TESTS
1.0 STALL TEST PREPARATION
The following preparations must be made before conducting a transmission stall test:
1. Verify that the vehicle manufacturer concurs with performing a full-throttle stall test.
2. NOTE: Some engine manufacturers provide a programmable parameter to limit engine
speed when the transmission output speed is 0 rpm, such as at a stop. This parameter
must be set to a higher value than the expected transmission stall speed before performing
a stall test.
3. Locate the vehicle in an area where a transmission stall test can be safely performed.
4. Make sure the fuel control pedal and any linkage go to full throttle and do not stick when re-
leased.
5. Make sure the engine air induction system and exhaust system have no restrictions.
6. Perform a cold check of the transmission fluid level and adjust as necessary.
7. Connect Allison DOC™ to the vehicle diagnostic data connector or install an accurate tachom-
eter. Do not rely on the vehicle tachometer.
8. Install a temperature gage with the probe in the transmission converter out (to cooler) line. Al-
lison DOC™ can not be used because it displays transmission sump temperature, not converter
out temperature.
WARNING: To help avoid personal injury, such as burns, from hot transmission fluid
and to help avoid equipment damage, do not stall the torque converter for more than
10 seconds maximum. Monitor transmission fluid temperature during the stall test.
Immediately return the engine to idle if converter out (to cooler) temperature exceeds
150º C (300º F). Operating the transmission at high engine power at transmission stall or
near stall conditions causes a rapid rise in the transmission fluid temperature. The fluid
in the transmission torque converter is absorbing all of the engine power and the vehicle
cooling system cannot dissipate the excessive heat load. Extended operation under high
heat load conditions causes transmission and cooling system damage and can possibly
crack hydraulic lines, resulting in the leakage of high temperature fluid.
2.0 PERFORMING A STATIC (ACCEL) STALL TEST
The following procedure describes a traditional stall test with the vehicle parked. The engine speed is
increased from idle to stall.
1. Perform all of the steps in 1.0, Stall Test Preparation.
2. Install wheel chocks.
3. A driver must be in the driver's position.
TD115-E Page 8
APPENDIX: PERFORMING STALL TESTS (continued)
4. The vehicle's parking brakes and the vehicle's service brakes must both be applied and fully
locked.
WARNING: To help avoid personal injury and equipment damage while conducting a
transmission stall test, the vehicle must be positively prevented from moving. Apply the
parking brake, the service brakes, and chock the wheels securely. Warn personnel to
keep clear of the vehicle and its travel path.
5. Start the engine. While in Neutral, let the transmission warm to operating temperature:
• Sump temperature: 71º - 93º C (160º - 200º F)
• Converter out temperature: 82º - 104º C (180º - 220º F)
6. Perform a hot check of the transmission fluid level and adjust as necessary.
7. For a baseline test, turn all engine accessory loads off.
For a worst case test, turn all engine accessory loads on.
8. Select the clutch test mode from the action request menu in the Allison DOC™ diagnostic tool.
With the transmission in drive, step through the gear ranges to the appropriate range:
• 3rd range for the 1000/2000 transmissions
• 4th range for the 3000/4000 transmissions
• For all transmissions: Do not perform a transmission stall test in Reverse.
• For 7-speed models: Do not perform a transmission stall test in Low (1st) range
Using an upper gear range reduces the torque imposed on the transmission and driveline.
CAUTION: To help avoid transmission or driveline damage, full throttle transmission
stall tests must never be performed in reverse range (all models) or in low (1st) range
(7-speed models).
9. Notify all personnel in the area to keep clear of the vehicle.
10. Slowly increase engine rpm until the engine speed stabilizes.
11. Record engine speed.
CAUTION: The transmission stall test causes a rapid rise in transmission fluid
temperature that can damage the transmission. Never maintain a stall condition once
the engine speed stabilizes or the converter out (to cooler) temperature exceeds 150º C
(300º F). During a stall condition, converter out temperature rises much faster than the
internal sump temperature. Never use sump fluid temperature to determine the length of
the stall condition. If the stall test is repeated, do not let the engine overheat.
12. Record the converter out (to cooler) temperature.
13. Reduce engine speed to idle and shift the transmission to Neutral.
14. Raise the engine speed to 1200 - 1500 rpm for 2 minutes to cool the transmission fluid.
TD115-E Page 9
APPENDIX: PERFORMING STALL TESTS (continued)
15. At the end of 2 minutes, record the converter out temperature. The converter out temperature
should have returned to the operating temperature range described in Step 5. If the transmission
fluid does not cool within 2 minutes, the cause could be an issue with the transmission cooler, the
cooler lines or fittings, or the cause could be a stuck stator. Investigate and resolve the problem
prior to repeating the test and using the data to diagnose a smoke-control interaction.
3.0 PERFORMING A DRIVING (LUG-BACK) STALL TEST
The following procedure describes an accel stall test. The vehicle is braked to a stop in order to de-
crease the engine speed from governed to stall.
NOTE: If the vehicle is equipped with a smoke-controlled or an emission-controlled
engine, or if the engine programming inhibits the engine's acceleration, the following
transmission stall test procedure can be used.
CAUTION: To help avoid personal injury and equipment damage, a driving stall test must
be performed by a trained driver and a qualified technician.
1. Perform all of the steps in 1.0, Stall Test Preparation.
2. Start the engine. While in Neutral, let the transmission warm to operating temperature:
• Sump temperature: 71º - 93º C (160º - 200º F)
• Converter out temperature: 82º - 104º C (180º - 220º F)
3. Perform a hot check of the transmission fluid level and adjust as necessary.
4. For a baseline test, turn all engine accessory loads off.
For a worst case test, turn all engine accessory loads on.
5. While located in an isolated area, begin the driving stall test.
WARNING: To help avoid personal injury while conducting a driving stall test, warn
personnel to keep clear of the vehicle and its travel path.
6. Select a hold range that will limit road speed, usually 2nd or 3rd range. Never perform a driving
stall test in Reverse (all models) or in Low (1st) range (3000 and 4000 7-speed models).
CAUTION: To help avoid transmission or driveline damage, full throttle transmission
stall tests must never be performed in reverse range (all models) or in low (1st) range
(7-speed models).
7. Drive the vehicle with the engine at 100% throttle at the engine's full load governed speed.
8. With the engine at full load governed speed, begin gradually applying the vehicle service brakes,
while maintaining 100% (full) throttle.
TD115-E Page 10
APPENDIX: PERFORMING STALL TESTS (continued)
9. When the vehicle comes to a complete stop, record the engine speed.
CAUTION: The transmission stall test causes a rapid rise in transmission fluid
temperature that can damage the transmission. Never maintain a stall condition once
the engine speed stabilizes or the converter out (to cooler) temperature exceeds 150º C
(300º F). During a stall condition, converter out temperature rises much faster than the
internal sump temperature. Never use sump fluid temperature to determine the length of
the stall condition. If the stall test is repeated, do not let the engine overheat.
10. Record the converter out (to cooler) temperature.
11. Reduce engine speed to idle and shift the transmission to Neutral.
12. Raise the engine speed to 1200 - 1500 rpm for 2 minutes to cool the transmission fluid.
13. At the end of 2 minutes, record the converter out temperature. The converter out temperature
should have returned to the operating temperature range described in Step 2. If the transmission
fluid does not cool within 2 minutes, the cause could be an issue with the transmission cooler, the
cooler lines or fittings, or the cause could be a stuck stator. Investigate and resolve the problem
prior to repeating the test and using the data to diagnose a smoke-control interaction.
TD115-E Page 11
LIST OF REFERENCED DOCUMENTS
• iSCAAN, Allison's Vehicle Performance Calculation Program
Technical Documents (TDs)
• TD-159, Converter Absorption Chart Summary – 3000/4000 Product Families
• TD-160, Converter Absorption Chart Summary – 1000/2000 Product Families
TD115-E Page 12
REVISION HISTORY
REVISION E, MAY 1, 2008
• In the Appendix, 2.0, step 8, added explanation of how to use Allison DOC™ to select a gear range
for the stall test.
• In the Appendix, 2.0, step 8, changed gear range for stall test of 1000/2000 from 4th to 3rd.
REVISION D, MARCH 31, 2008
• Added paragraph 2.0, Referenced Documents, and List of Referenced Documents.
• Added Appendix, Performing Transmission Stall Tests
REVISION C, OCTOBER 4, 2006
• Added SAE J2548 test to paragraphs 1.0 and 5.0.
• Added reference to Transmission Service Manuals for stall test procedures to paragraph 5.0.
REVISION B, OCTOBER 1, 2004
• Revised Time to Achieve Stabilization in paragraph 5.0, Guidelines. Guideline was 8 seconds or
less to achieve stabilized stall speed.
TD115-E Page 13
