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Thread: Advice rebuilding Allison 1545 Tranny?

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    Really Rusty, hope you are feeling better.

    You brought up a couple of things that I would like to follow up on about the clutch pack and torque converter interchange with the Chevy tranny. I'm wondering about pump sections too.

    Since the 4th and rev pack goes out most, that would seem to be the best place to strengthen the weak link. I'll look into that pack first.

    I'm helping Joe to get his rebuild but I have one in the truck to use to experiment on....And maybe my want ad will find a core.

    Frank...not sure what the link links to...give me a bigger hint.
    M35A3 4x4 "Money Pit"
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    (14) 5 tons bought and sold

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    Okay Rustystud, talked to Matt that is rebuilding the 1545 and the entire fourth clutch pack may be substituted, he thinks. He has mentioned several times before that there is a steel piston with vulcanized rubber seal that is superior to the aluminum piston. He said when the new style is operated with air, there is a noticeable better seal on the new one. He thinks that purchasing the unit complete may come with that piston in it plus more and advanced frictions and plates. He's going to be checking on an L480E that he has.

    If you have a reasonable priced supplier for the L480E clutch components that are considered superior to OEM, let me know who.
    M35A3 4x4 "Money Pit"
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    (14) 5 tons bought and sold

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    [QUOTE=tobyS;2224901]Really Rusty, ~

    "Frank...not sure what the link links to...give me a bigger hint"

    This is what is at that link......................................

    AT-1545 piston and seal numbers
    Here are two important numbers for the M35A3 Allison AT-1545 (I posted earlier of Joe's on this thread) when it comes to a rebuild time.

    The fourth/reverse piston is Allison 29505882 and the seal for the locking torque converter input is National Seal #29506179.

    With these 2 parts plus the master rebuild kit for an AT-545 (readily available) (and Dacco rebuild of the torque converter), a mechanic will have the parts he needs and you will save a lot.
    I was here, had a good time.

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    Quote Originally Posted by tobyS View Post
    Really Rusty, hope you are feeling better.

    You brought up a couple of things that I would like to follow up on about the clutch pack and torque converter interchange with the Chevy tranny. I'm wondering about pump sections too.

    Since the 4th and rev pack goes out most, that would seem to be the best place to strengthen the weak link. I'll look into that pack first.

    I'm helping Joe to get his rebuild but I have one in the truck to use to experiment on....And maybe my want ad will find a core.

    Frank...not sure what the link links to...give me a bigger hint.
    Thanks Toby. I'm still feeling pretty sick from the anti-biotic treatment, but I'm getting better. I hope !
    Since I retired I no longer have access to my wholesale suppliers. There are several "performance" venders I still use. I'll send you the information.
    This is fun ! When I rebuilt the Allison's I wasn't allowed to deviate from stock. The transmission rebuild company I worked for frowned on that kind of thing, as did the transit department I worked at. I almost got fired once for "modifying" a fuel system on several bus's to make them perform better ! After the "engineers" from Gillig came out (the buses where still under warranty) and saw what I did they said it was better, but I was never to modify a bus again without Gillig approval.
    I always wanted to "play" with the 540 Allison to see what kind of performance I could get out of it. But without a vehicle having one in it, and the cost of a "core" alone I never did. At this time I'm still collecting parts for my major Hydro-Matic rebuild for the M135/M211 trucks. I might just have to have several bushings made from a machine shop. Along with several parts I want to add "Torrington" bearings to. I have the gear to gear front pump assembly from the Pontiac (used in only two years) to replace the "vane" pump. That along with several other mods will make this transmission last a good long time I hope. I'm sorry, totally of topic here. Must be the meds !

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    Quote Originally Posted by tobyS View Post
    Okay Rustystud, talked to Matt that is rebuilding the 1545 and the entire fourth clutch pack may be substituted, he thinks. He has mentioned several times before that there is a steel piston with vulcanized rubber seal that is superior to the aluminum piston. He said when the new style is operated with air, there is a noticeable better seal on the new one. He thinks that purchasing the unit complete may come with that piston in it plus more and advanced frictions and plates. He's going to be checking on an L480E that he has.

    If you have a reasonable priced supplier for the L480E clutch components that are considered superior to OEM, let me know who.
    OK Toby. Here are several places I have bought parts from. All sell good quality parts

    www.transmissioncenter.com Good quality race parts
    www.transpartsonline.com General good quality kits and parts
    www.transmissionpartsusa.com General good quality kits and parts
    www.coanracing.com Really good quality racing parts

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    Good news. Between Rusty, Matt and Transmissioncenter, I think we have found an improvement to the fourth/reverse clutch pack problem on our Allison 1545 (or 545). Many parts are the same with the GM 4L80E. In the 4L80E this clutch pack is the "direct" clutch pack.

    Thus a performance set of frictions, steels, (caged) spring and steel/vulcanized piston can be used to increase our clutch area 40% in this weak point and the steel piston will provide better clamping force...at a much lower cost than an OEM piston. Darn Joe, I wish I had known this 5 days ago.

    https://www.transmissioncenter.com/s...rect-hp-64-95/

    https://www.transmissioncenter.com/s...bonded-piston/
    M35A3 4x4 "Money Pit"
    M929A2
    (14) 5 tons bought and sold

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    Subscribed!!

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    Quote Originally Posted by tobyS View Post
    Good news. Between Rusty, Matt and Transmissioncenter, I think we have found an improvement to the fourth/reverse clutch pack problem on our Allison 1545 (or 545). Many parts are the same with the GM 4L80E. In the 4L80E this clutch pack is the "direct" clutch pack.

    Thus a performance set of frictions, steels, (caged) spring and steel/vulcanized piston can be used to increase our clutch area 40% in this weak point and the steel piston will provide better clamping force...at a much lower cost than an OEM piston. Darn Joe, I wish I had known this 5 days ago.

    https://www.transmissioncenter.com/s...rect-hp-64-95/

    https://www.transmissioncenter.com/s...bonded-piston/
    There's lots of little "secrets" transmission rebuilders find out through the years. Since I worked on the larger trucks I had more opportunity's to find out these little gems about the early Allison's and the connections between "GMC" and "Detroit Diesel Allison". Glad this knowledge is finally helping someone.

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    Quote Originally Posted by rustystud View Post
    There's lots of little "secrets" transmission rebuilders find out through the years. Since I worked on the larger trucks I had more opportunity's to find out these little gems about the early Allison's and the connections between "GMC" and "Detroit Diesel Allison". Glad this knowledge is finally helping someone.
    Thanks Rusty. We have Joe's 1545 apart and just got the master rebuild kit. We will have the OEM aluminum piston in a day or two.

    I called Joe and explained. Since we have new OEM steels, frictions, seals and piston, I gave him the option of being the first or just continuing to have new OEM....either will probably last the life of the truck. Cost is under $200 for the parts at this point but he could sell the new (Raybestos) steels, frictions, springs and OEM piston with new style seal to someone on an SS ad, I bet.

    Since the Allison about to come out of my truck needs rebuild, I am planning on doing it to my spare to see how it works.
    M35A3 4x4 "Money Pit"
    M929A2
    (14) 5 tons bought and sold

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    Quote Originally Posted by tobyS View Post
    Thanks Rusty. We have Joe's 1545 apart and just got the master rebuild kit. We will have the OEM aluminum piston in a day or two.

    I called Joe and explained. Since we have new OEM steels, frictions, seals and piston, I gave him the option of being the first or just continuing to have new OEM....either will probably last the life of the truck. Cost is under $200 for the parts at this point but he could sell the new (Raybestos) steels, frictions, springs and OEM piston with new style seal to someone on an SS ad, I bet.

    Since the Allison about to come out of my truck needs rebuild, I am planning on doing it to my spare to see how it works.
    You need to do a "project" rebuild posted here for all to see !
    This series of Allison's was my favorite. The "AT" "MT" and "HT" transmissions are a blast to rebuild. The newer series of Allison's called "World Transmissions" are a pain to rebuild. All the new electronics to test and worry about.
    When I first started rebuilding Allison's at Neil's Detroit Diesel, it was on the old style "MT30" - "MT42" cast-iron six speeds. They can be a bit tricky to rebuild too. Also extremely heavy !
    Before I left the transit department I had a week of classes put on by Allison, on all the new stuff coming out. That included the new 1000/2000 series. These transmissions really impressed me ! I might just have to buy some specialty tools to work on them ! Of course my wife thinks I'm nut to buy any new tool anymore. I tell her it gives me personal satisfaction to work on vehicles, and that might keep me living a bit longer. With nothing important to do I think you just wither and die.
    Last edited by rustystud; 07-14-2019 at 02:23.

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