1. 2010 Western State Highway Equipment Managers Association

2. 2010 WSHEMA Meeting Allison Optimization –What does optimization mean to Allison? –Components of Allison Optimization Questions & Answers

3. What Does Optimized Mean to Allison? Delivering the best features aligned with a “known” duty cycle to attract new customers by delivering unsurpassed: –Productivity acceleration average speed body utilization (I/O options) Uptime –Driveline Protection –Drivability –Safety –Fuel Efficiency Full power shifts and technology improvements (RELS, LBSS, Auto-Neutral, etc.) Delivering the most value at the best price!

4. Components of Allison Optimized (As per iSCAAN) Shift Energy Management (SEM) Load Based Shift Schedule (LBSS) Recommended Shift Schedules Auto Neutral on Park Brake Apply Reduced Engine Load at Stop (RELS) Prognostics

6. Shift Energy Management/Low Range Torque Protection (SEM/LRTP) What does it do? –Provides better engine/transmission integration for a more optimized driveline system How does it work? –Uses high speed communication between engine and transmission –Momentarily reduces engine torque during the shift What are the benefits? –Reduced stress on driveline components –Reduced clutch energy –Allows higher engine torque ratings –The building block for other optimized features

8. Load-Based Shift Scheduling (LBSS) What does it do? –Automatically selects between Economy and Performance shift schedules based on the vehicle’s actual payload and the grade on which it is operating How does it work? –Uses advanced estimation technology to calculate real-time vehicle load and operating grade –Automatically selects the appropriate shift schedule What are the benefits? –Maximizes fuel efficiency without sacrificing productivity –Doesn’t rely on driver to select the best shift schedule –Frees up Mode button on 3000/4000 Series shifter –Eliminates need for OEM or customer installed switch

9. Fuel economy impact –2% to 5% based on preliminary on-road test results –Coupled with 110+ shift schedules to choose from, LBSS maintains the traditional Allison productivity benefit LBSS will allow short shifting when productivity will not be impacted (i.e. light load or downhill acceleration) Productivity advantage and fuel savings LBSS – Benefits

10. Auto-neutral on Park Brake What does it do? –Automatically selects neutral range on the transmission when the park brake is applied How does it work? –Detects hard-wire or J-1939 message that is active when park brake is applied –Automatically shifts the transmission to neutral What are the benefits? –Ensures transmission is always in neutral when park brake is applied –Maximizes fuel efficiency –Enhances safety –Improves productivity

11. Park Brake Auto-Neutral – Benefits Simulations generally predict 1-3% FE savings dependent upon duty cycle If a driver is already going to Neutral when park brake applied, this function would have no fuel benefit Safety and productivity benefit ModelDrive Fuel Usage (l/hr) Neutral Fuel Usage (l/hr) Percent Improvement 1000/20003.021.8938% 30002.871.0264% 40003.882.0348%

12. Reduced Engine Load at Stop (RELS) Optimized fuel efficiency.

13. Load on the engine is reduced when vehicle is stopped, therefore reducing fuel consumption Useful for city traffic; frequent stops with engine idling at traffic lights At a stop in drive, engine must provide fuel to overcome resistance of stalled torque converter –Engine torque absorbed by torque converter Reduced Engine Load at Stop (RELS) – Summary

14. RELS – Benefits 3000 (TC418)4000 (TC541) Idle Speed 650 rpm Drive: 2.87 l/hrDrive: 3.88 l/hr RELS: 1.44 l/hrRELS: 2.47 l/hr Neutral: 1.02 l/hrNeutral: 2.03 l/hr RELS – 50% improvement while vehicle stopped in drive RELS – 36% improvement while vehicle stopped in drive Torque Converter selection impacts benefit

16. Prognostics What does it do? –Alerts the operator when it’s time to change the transmission fluid or filter, or if other transmission service is necessary How does it work? –Oil Life Monitor – Indicates when transmission oil is nearing the end of its useful life –Filter Life Monitor – Indicates when the filter is nearing the end of its useful life –Trans Health Monitor – Indicates when the transmission clutches require maintenance What are the benefits? –Maximum fluid and filter life –Scheduled maintenance –Reduced maintenance costs

17. Many new ‘concerns’ from the field about ratio coverage Seemingly, Allison can not match the startability of a manual or AMT equipped truck without it These same folks are in awe of our performance –They do not understand why we get up The Hill Startability and Ratio Coverage

18. Torque converter is the big Allison differentiator Together with overdrives, it enables –Fast gearing at highway speeds (for Fuel Economy) –Superior startability at launch Coupled with Allison’s powershifting, it enables – Better vehicle utilization (i.e., higher average mph) – Better Fuel Efficiency and Fuel Economy Key Benefits of an Allison Automatic

19. When talking startability and transmissions, some only want to look at 1st gear ratio However, we should always talk about ratio coverage 1st Gear Ratio vs. Ratio Coverage

20. Correct axle spec has far more impact on fuel economy than any other calibration or feature Terminology review –Shallower / higher ratio / faster / numerically lower are equivalent –Deeper / lower ratio / slower / numerically higher are equivalent Axle Ratio

21. Systems Are Equivalent Both systems have the same OAR in 1 st and the same OAR in top gear, so the vehicle systems are equivalent Diesel Engine Transmission Ratios Rear Axle Ratio 1 st = 10.00 Top = 1.00 4.00 Overall Reduction Diesel Engine 1st = 8.00 Top = 0.80 5.00 1 st = 10.00 x Top = 1.00 4.0040.00 x 4.00 = = 1 st = 8.00 x Top = 0.80 5.0040.00 x 5.004.00 = =

22. Common Factor – Ratio Coverage Ratio coverage = 1st gear ratio / top gear ratio Diesel Engine Transmission Ratios Rear Axle Ratio 1 st = 10.00 Top = 1.00 4.00 Overall Reduction Diesel Engine 1st = 8.00 Top = 0.80 5.00 1 st = 10.00 x Top = 1.00 4.0040.00 x 4.00 = = 1 st = 8.00 x Top = 0.80 5.0040.00 x 5.004.00 = = Coverage = 10.00 1.00 Coverage = 8.00 0.80 = 10.00

23. Focus on ratio coverage Do not allow someone to only look at 1st gear ratio Allison has overdrives –This gives us a great advantage in ratio coverage Startability Ratio Coverage = 1 st gear ratio Top gear ratio

24. Startability – Calculate Ratio Coverage Input Splitter Main Gearbox Range Pack Clutch Ratio Coverage = 1.0 x 1.17 x 3.77 x 3.78 = 16.70 Main Gearbox TC Ratio Coverage = 2.0 x 5.48 = 10.96 L = 3.25 …. 4 = 0.86 L = 3.78 H = 1.00 L = 1.00 H = 0.85 1.0 1 = 3.51 6 = 0.64 2.0 (avg) So it looks as if the manual / AMT does have an advantage! Manual / AMT Allison 4000 HS T out = Output Torque T E = Engine Torque

25. Startability – Calculate Ratio Coverage Input Splitter Main Gearbox Range Pack Clutch Ratio Coverage = 1.0 x 1.17 x 3.77 x 3.78 = 16.70 Ratio Coverage = 2.0 x 5.48 = 10.96 L = 3.25 …. 4 = 0.86 L = 3.78 H = 1.00 L = 1.00 H = 0.85 1.0 …but, both trucks (system level) are not set up the same! Manual / AMT T out = Output TorqueT E = Engine Torque Main Gearbox TC 1 = 3.51 6 = 0.64 2.0 (avg) Allison 4000 HS T out = Output TorqueT E = Engine Torque

26. Startability – Determine the Axle Gear both to have identical cruise speeds (same OAR in top range) –The AMT System (assume a 500 rev/mi tire & 1400 erpm): Diesel Engine AMT / Manual Rear Axle Ratio RC = 16.70 Top = 0.73 3.83 –Thus, the equivalent Allison 4000 HS (same specs): Diesel Engine Allison 4000 HS Rear Axle Ratio RC = 10.96 Top = 0.64 4.38

27. Startability – System Defined Now that our system is defined, let’s find the 1 st range OAR Diesel Engine AMT / Manual Rear Axle Ratio RC = 16.70 1 st = 12.19 3.83 Diesel Engine Allison 4000 HS Rear Axle Ratio RC = 10.96 1 st = 3.51 4.38 TC 2.0 (avg) 1 st Range OAR = 1.0 x 12.19 x 3.83 = 46.68 1 st Range OAR = 2.0 x 3.51 x 4.38 = 30.75 It looks again that the manual / AMT has an advantage!

28. Startability – System Defined Now that our system is defined, let’s find the 1 st range OAR Diesel Engine AMT / Manual Rear Axle Ratio RC = 16.70 1 st = 12.19 3.83 Diesel Engine Allison 4000 HS Rear Axle Ratio RC = 10.96 1 st = 3.51 4.38 TC 2.0 (avg) 1 st Range OAR = 1.0 x 12.19 x 3.83 = 46.68 1 st Range OAR = 2.0 x 3.51 x 4.38 = 30.75 …but, we have neglected Allison’s key feature!

29. The key difference is the Torque Converter Allison torque converter, depending on model choice (STR) and torque rating, will stall in the range of 1400-1700 erpm –Engine will reach peak torque to launch Startability

30. Recommendations for a manual or AMT –Eaton: “The correct gear will allow you to start with your foot off of the throttle” –Caterpillar: “No throttle start” –Motor Truck Engineering Handbook: “Launch with engine at 800 rpm max” Startability

31. All diesel engines have a clutch ‘Engagement Torque’ for manual transmission equipped analysis AMTs launch in this same range of engine speed These values tend NOT to be openly obvious when scanning a data sheet –Most EOEMs publish these values, and they are typically in the range of 650-800 erpm Startability – Engagement Torque

32. AllisonManual and AMT

33. At launch, an Allison equipped truck can take advantage of higher torque AMT/manual-equipped trucks have to overcome: –Turbo lag at launch (and every range change) –Disadvantage of lower starting torque In our simple analysis, it would follow that the engine torque at launch with the Allison is much higher Startability – Torque Converter

34. Startability – Wheel Torque Determine Wheel Torque (T W ): Diesel Engine AMT / Manual RC = 16.70 1 st = 12.19 3.83 Diesel Engine Allison 4000 HS 4.38 TC 2.0 (avg) TETE TETE RC = 10.96 1 st = 3.51 T W, AMT = 850 lb-ft x 1.0 x 12.19 x 3.83 = 39680 lb-ft T W, Allison = 1350 lb-ft x 2.0 x 3.51 x 4.38 = 41510 lb-ft 5% Higher !!

35. Simple example presented with low engine rating and with close ratio transmission for emphasis –What if we go to a higher engine rating? –What about vocational competition? The Allison lead just keeps growing Startability – Additional Thoughts

36. Starting torque in a diesel engine family tends not to increase with increased torque rating Allison Automatics can take advantage of higher torque rating at launch Startability – Engine Rating

37. Higher Rating with Higher Rating Determine Wheel Torque (T W ): Diesel Engine AMT / Manual RC = 16.70 1 st = 12.19 3.83 Diesel Engine Allison 4000 HS 4.38 TC 2.0 (avg) TETE TETE RC = 10.96 1 st = 3.51 T W, AMT = 850 lb-ft x 1.0 x 12.19 x 3.83 = 39680 lb-ft T W, Allison = 1650 lb-ft x 2.0 x 3.51 x 4.38 = 50730 lb-ft 28% Higher !!

38. Higher Rating with Wide Ratio Trans Determine Wheel Torque (T W ): Diesel Engine AMT / Manual RC = 16.70 1 st = 12.19 3.83 Diesel Engine Allison 4500 RDS RC = 14.03 1 st = 4.70 4.38 TC 2.0 (avg) TETE TETE T W, AMT = 850 lb-ft x 1.0 x 12.19 x 3.83 = 39680 lb-ft T W, Allison = 1650 lb-ft x 2.0 x 4.70 x 4.38 = 67930 lb-ft 71% Higher !!

39. Driver Demand Torque Engine Speed Output Speed Net Engine Torque 296 356 2610 1.5s Decel 566 536 1s Shift Time Avg. Torque 1354 40 MPH 12-Speed AMT Full Throttle Acceleration

40. Driver Demand Torque Engine Speed Output Speed Net Engine Torque 1500 368 2233 No Decel! 0.5s Shift Time Avg. Torque 2020 40 MPH Allison Wide Ratio 4000 Full Throttle Acceleration

41. This power interrupt also requires the engine to re-accelerate very quickly once the next range is attained Let’s consider an example of identical equipped trucks (engine rating, ratio coverage, etc.) EXCEPT for the transmissions Performance When Moving

42. Actual Situation Focus on First 20 MPH of Travel AMT shifts 5 times before Allison is out of TC mode!

43. Allison Advantages Torque converter and powershift is getting power and torque to the ground better than AMT Further confirmed by –Acceleration tests Allison handily whips similar specified vehicles at much higher engine powers –Higher average vehicle speeds (acceleration edge) We outshine the AMT in average vehicle speeds over similar duty cycles We routinely defeat AMT in fuel efficiency

44. Acceleration vs. Axle Ratio Reasonable Axle Ratios 80% C.E. gradeability is less than 12% Uncommon Axle Ratios

45. Torque converter is main differentiator between Allison and AMT/manual transmissions Allison 6-speed has better startability than manuals and AMTs Summary

46. Manuals and AMTs depend upon having more gear ratios –AMTs and manuals require deep gearing because they do not have a torque converter –Allison does more work and provides superior launch with less –More power-interrupt shifts (hurt fuel efficiency and emissions) Summary

47. Next slide is same as previous with only the axle ratio changed Still shows superior startability Leads into fuel consumption savings –Engine speed reduction –Spin loss reduction –Engine auxiliary parasitic reduction Applying Shallower Axle Logic

48. With a More Shallow Axle Ratio Determine Wheel Torque (T W ): Diesel Engine AMT / Manual RC = 16.70 1 st = 12.19 3.83 Diesel Engine Allison 4500 RDS RC = 14.03 1 st = 4.70 4.11 TC 2.0 (avg) TETE TETE Still 61% higher with a 7% faster axle!! T W, AMT = 850 lb-ft x 1.0 x 12.19 x 3.83 = 39680 lb-ft T W, Allison = 1650 lb-ft x 2.0 x 4.70 x 4.11 = 63750 lb-ft

49. Questions.