Allison 3000 fluid change
Just curious if anyone has had an Allison 3000MH fluid and filter change with TES295 recently? I was quoted $875 for changing both filters and draining/refilling with TES295. I already have the TES295...
Forum Discussion
>>>>>..This quote from another forum seems to indicate the fluid loss may be close to 2 gal. If you decide to change the fluid as well as the filters now, I would still council you to do the sample test. Beyond giving you an idea of the condition of the fluid, it also reports contaminants and wear metals which indicate the health of the transmission itself. It's exactly like a blood test during a physical. It's not just about the condition of the blood.
"You'll get maybe a quart from the main filter and up to 2 gallons from the lube filter depending on fluid temperature."
This was from Tom Johnson. Another quote stated that the poster changed filters with the fluid cold & lost less than one gal.
I guess total fluid loss is not as definitive as I thought it would be....<<<<<
Steve,
I am not looking to start a whole nother discussion, but I am heavily involved in general aviation. Lots of folks feel real strong regarding, oil analysis in aviation, and I used to be in that camp. After many years (almost 40), I have really not seen that oil analysis really made any decisions that we would have made any different from other indicators. Usually, you might see high wear metals one time and then not again. Ultimately we wouldn't pull an engine from service until you would see obvious pieces in the oil or filter. What I am saying is that I can understand the need for analysis, but in the end there are other indicators for making major decisions. As far as the tranny goes, I have no issues, and I really don't see that it is going to save that much money to offset the costs of just changing all the fluid proactively rather than just constantly doing oil analysis to extend the interval. After all each analysis is just shy of a gal of Transynd in cost. I know that there is more info to be gained from analysis, but in reality, if I get a high wear number on the analysis, what am I really going to do short of a failure, and in the alternative, a normal analysis (which is great for piece of mind) is no guarantee that a pending failure is not imminent.
"You'll get maybe a quart from the main filter and up to 2 gallons from the lube filter depending on fluid temperature."
This was from Tom Johnson. Another quote stated that the poster changed filters with the fluid cold & lost less than one gal.
I guess total fluid loss is not as definitive as I thought it would be....<<<<<
Steve,
I am not looking to start a whole nother discussion, but I am heavily involved in general aviation. Lots of folks feel real strong regarding, oil analysis in aviation, and I used to be in that camp. After many years (almost 40), I have really not seen that oil analysis really made any decisions that we would have made any different from other indicators. Usually, you might see high wear metals one time and then not again. Ultimately we wouldn't pull an engine from service until you would see obvious pieces in the oil or filter. What I am saying is that I can understand the need for analysis, but in the end there are other indicators for making major decisions. As far as the tranny goes, I have no issues, and I really don't see that it is going to save that much money to offset the costs of just changing all the fluid proactively rather than just constantly doing oil analysis to extend the interval. After all each analysis is just shy of a gal of Transynd in cost. I know that there is more info to be gained from analysis, but in reality, if I get a high wear number on the analysis, what am I really going to do short of a failure, and in the alternative, a normal analysis (which is great for piece of mind) is no guarantee that a pending failure is not imminent.
