Increasing line pressure increases torque-holding capacity, and ATS accomplishes this in the valve body. While this helps keep heat at bay, it provides holding power that is only sufficient for the stock power level. While the transmission pump is capable of producing 300-psi, you typically only see 160 to 165 psi applied to the clutch packs. One major drawback with the factory Allison is its low line pressure. Contrary to painting the modular case the color they normally do (royal purple), the unit destined for LokJaw was bathed in black, per Gale Banks’ request. It also means this particular six-speed Allison is graced with the desirable late-model valve body and transmission control module (TCM). Offering the best of both worlds, first gear boasts a low 3.10:1 ratio for getting out of the hole quickly, while a 0.61:1 ratio is available up top in sixth gear (double overdrive), which lends itself to low cruising rpm and optimal fuel economy. Starting with an LML style Allison (’11-‘16) means that the folks at ATS were basing the build on the six-speed version. Not to worry, this is where the performance transmission experts at ATS Diesel come in… Late-Model, '11-'16 Candidate This means it doesn’t like to be forced to shift fast and that it isn’t rated for power levels even slightly beyond stock. However, it’s also a non-synchronized, clutch-to-clutch transmission that’s designed to work in applications making 300-ish horsepower-not three or four times that amount. Originally intended for medium duty applications, it’s total overkill in GM’s HD trucks thanks to its massive internal parts, which include a 1.26-inch diameter input shaft and a 1.75-inch diameter output. Robust From The Factory-But Not Suited For Big PowerĪ little background on the Allison 1000. We’ve spent time at Banks’ Azusa, California facility, Strange Engineering’s Morton Grove, Illinois location and Roadster Shop’s Mundelein, Illinois mecca up 'til now, but this time we’re heading out to Arvada, Colorado to see what ATS Diesel has in mind for the transmission side of things. As a result, they know how to build an Allison capable of handling high-horsepower in a reliable manner, but also one that provides the kind of smooth-shifting functionality that will give LokJaw the superb drivability the people at Banks are after. It’s a company that knows exactly what fails and why it fails in these transmissions. But who would fortify it to survive whatever the blown Duramax dishes out?ĪTS Diesel has been in the transmission building business since 1993, and they’ve been inside countless Allisons over the past two decades. To keep the late-model GM HD powertrain theme going, the commercial-grade Allison 1000 automatic got the call. As anyone that’s spent time around diesels knows, torque is what tears up factory diesel transmissions.
And since their frame-laying ’66 Chevrolet C20 sports diesel power-in the form of a supercharged L5P Duramax-that four-digit horsepower figure will be accompanied by at least 1,500 to 1,800 lb-ft of torque. With plans to squeeze as much as 1,000 hp out of Project LokJaw, the folks at Banks were in need of a transmission that could hold down the fort under such conditions.
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