APPLICATION MANUAL

ALLISON 8000 SERIES MODELS

The 8000 SERIES APPLICATION MANUAL includes:

1.0 PURPOSE

2.0 GENERAL

3.0 8000 PRODUCT DEFINITION

3.1 Basic Models
3.2 Model Derivatives

4.0 VOCATION AND APPLICATION REQUIREMENTS

4.1 OperatingTemperatures
4.2 Attitude
4.3 Axle and Auxiliary Gearing Selection
4.4 Towing the Vehicle
4.5 iSCAAN / Application Reviews

5.0 DESIGN TOPICS
5.1 Ratings
5.1.1 Input / Output Ratings
5.1.2 Power Take-Off (PTO) Ratings
5.2 Gear Ratios
5.3 Torque Converters
5.4 Engine Selection
5.4.1 Torsional Vibration Concerns
5.4.2 Engine Brakes
5.4.3 Smoke Controls
5.4.4 Reduced Governed Speed Engines
5.4.5 "Zero-Droop" Electronically-Controlled Engines
5.5 Fluids

6.0 CONTROLS
6.1 Shift Calibrations
6.2 Control Functions

REVISION HISTORY

OHAM8
April 03, 2012
 APPLICATION MANUAL – 8000 SERIES TRANSMISSIONS
1.0 PURPOSE
The purpose of the 8000 Series Application Manual is to provide a general description of the H8610,
M8610, and S8610 transmission models, their standard features, and options. Transmission operation,
technical specifications, and vehicle applications are also discussed.

In addition to the several transmission features and options which are available with these models, a vari-
ety of control system configurations permits the overall transmission systems to be tailored to anticipated
vehicle function and use. Properly identifying the vehicle use and desired transmission configuration are
therefore important factors in evaluating the proper application of an Allison transmission.

2.0 GENERAL
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,
which are identified by italic font, look for Tech Data under the Engineering heading on the Extranet home
page. Contact your Allison Transmission representative if you do not have access to the Allison Trans-
mission Extranet.

3.0 8000 SERIES PRODUCT DEFINITION

Models in the Allison 8000 series models are torque-converter driven six-speed models which are con-
trolled to operate as either manual electric or electronically-controlled fully-automatic transmissions. An
optional hydraulic input retarder is available with each model. 8000 series models are used primarily in
off-highway hauling applications such as construction and mining. Other applications, including oil field
pumping and drilling are also common.

A choice of torque converters is available to permit matching the transmissions to a wide variety of pre-
mium heavy-duty diesel engines. Refer to Technical Document 148 (TD-148), Engine/Converter Match-
ing for additional details on this subject.

3.1 BASIC MODELS

Three basic model series are available within this transmission family — the H8610, M8610, and S8610.
The "10" in the transmission model designation (e.g. M8610) designates a product upgrade of these
models to incorporate CEC2 or CEC3 electronic controls. All transmission configurations in these model
families (even those manual electric controls) share common parts such as housings and certain speed
sensors.

The prefix of each model number is used to distinguish the vocational use of the model
H8610: for hauling applications
M8610: for other mobile vehicle applications
S8610: for stationary applications

Model suffixes are used to identify the type of shift controls of the transmission assembly:
M = Manual Electric
A = Automatic Electronic
CAUTION: Transmissions with manual electric controls are to be used only with stationary
applications such as oil field pumping. Transmissions with these controls are not to be
used for vehicle propulsion.

Each of these transmissions has up to six forward speeds and one reverse gear ratio. In their standard
configurations, all electronically-controlled models are fully-automatic in all forward gears (auto 1-6).
Through alternative programming of the control system, other starting and maximum gear selections may
be permitted — contact Allison Sales for more details.

8000 Series Application Manual – April 03, 2012 Page 2

Manual electric models have full powershift capability, with all gear selections determined by the operator.

For more information relating to manual electric controls, refer to Manual Electric Control Installations
section. For more information on electronic shift controls, refer to the appropriate topical section of the
CEC2 Controls Installation Manual or CEC3 Controls Installation Manual.

3.2 MODEL DERIVATIVES

If the transmission assembly includes an input retarder, an additional notation is added to the model
name in order to identify that the transmission assembly includes this feature. The retarder is denoted by
addition of an "R" suffix to the model name, e.g. H8610AR.

When the retarder identifier is combined with the basic transmission models and shift control identifier,
individual transmission model numbers are created:

CONFIGURATION MODEL NAME

Models with Manual Electric Shift Controls
Stationary Applications S8610M
Models with Electronic Shift Controls
Basic Hauler H8610A
With Retarder H8610AR
Other Mobile Applications M8610A
With Retarder M8610AR
Stationary Applications S8610A

4.0 VOCATION AND APPLICATION REQUIREMENTS 

Each transmission in this model family contains standard features to facilitate its installation and opera-
tion in a variety of vehicles which are appropriate for that specific transmission model. In addition, a va-
riety of optional equipment (options) is also available for each model to enhance transmission or vehicle
operation. The selection and use of these items is typically associated with the specific intended use of
the individual vehicle. To identify the locations of many of these items, and for further details regarding
their selection, refer to Section A: Transmission Familiarization of the Off-Highway Transmission Installa-
tion Manual. To determine which transmission may be acceptable for your particular application, refer to
Technical Document 180-4, Vocational Compatability for Allison Transmissions (TD180-4).

In many types of duty, the effectiveness and productivity of the transmission may be enhanced by the
added flexibility provided by the CEC2 or CEC3 electronic shift control system. A complete description of
the available features can be found in the CEC2 Controls Installation Manual or CEC3 Controls Installa-
tion Manual.

Transmission capabilities, design requirements, and vocational expectations which may affect vehicle
design and transmission selection are discussed in this section.

4.1 OPERATING TEMPERATURES

Under normal operating conditions, maximum heat generation in the transmission will occur during con-
verter (non-lockup) operation in the lower gears. At any operating point, the actual amount of heat gener-
ated will also be affected by the match of the transmission torque converter to the engine. Nearly all of
the heat generated in the transmission, regardless of its source, is absorbed by the transmission fluid.

8000 Series Application Manual – April 03, 2012 Page 3

A cooling system must be provided to dissipate this heat load and maintain the transmission fluid below
specified limits.

Heat is generated at a greater rate as the severity of the duty cycle increases (i.e. steeper grades or
heavier vehicle weight). Consequently, the design point for transmission cooling must accommodate
higher heat loads generated by transmissions when used in more severe duty. The requirement to
maintain acceptable transmission temperatures is particularly demanding for vehicles which may rely on
the transmission retarder to maintain reasonable vehicle speeds on long downgrades. Refer to Section
E: Transmission Cooling Guidelines of the Off-Highway Transmission Installation Manual for additional
details.

The temperature of the transmission sump must also be maintained above a minimum level to ensure
proper operation of the transmission controls. Minimum temperatures are specified both for start-up and
during transmission operation.

Both minimum and maximum fluid temperature requirements should thus be considered when evaluating
the transmission application. Cooling requirements are discussed in detail in Section E: Transmission
Cooling Guidelines of the Off-Highway Transmission Installation Manual. Temperature requirements for
the following conditions are defined in the Off-Highway Transmission Specifications section:
• Sump temperature for start-up
• Sump temperature during operation
• To Cooler temperature
• Retarder Out temperature, if applicable

4.2 ATTITUDE
The transmission must be installed and used in a reasonably level (horizontal) manner. Specifications
for installed orientation of pitch (fore/aft) and roll (side-to-side) are included in the Off-Highway Transmis-
sion Specifications section. Maximum operating angles, which include the installed orientation, are also
discussed in the same document.

4.3 AXLE AND AUXILIARY GEARING SELECTION

Vehicle design includes the need to meet a wide variety of expectations — for the ultimate user, the ve-
hicle manufacturer, government standards, and/or other regulations. In most cases, the expectations re-
late to performance of the vehicle, and not specifically to the transmission. Compliance to most of these
needs, particularly those which relate to vehicle speed or grade capability, are dependent upon factors
which include, but may not be limited to the engine, tire size, axle ratio, and vehicle weight. Therefore,
the selection of these items and ultimate compliance to such vehicle standards are the responsibility of
the vehicle manufacturer.

The calculated performance of a vehicle, and comparison of the results to identifiable standards, com-
prise a portion of the output of iSCAAN (See section 4.5). Illustrations of typical uses of the data include:

TOP GEARED SPEED

Generally, the final reduction ratio of the vehicle will be selected in order to attain a desired vehicle top
geared speed. Additionally, the engine selected for the application should be confirmed to produce suf-
ficient power to propel the vehicle at the desired top speed.

LOW SPEED GRADEABILITY

Vehicle gradeability is a significant consideration in vehicle design. Vehicles must be capable of negotiat-
ing grades in the expected work enviromnent of the specific vehicle. In some cases, the required grade-
ability may exceed the Allison Transmission recommended minimum gradeability (refer to paragraph 2.4).

8000 Series Application Manual – April 03, 2012 Page 4

For vehicles which may be required to ascend steep grades, ramps, etc., gearing should be selected to
meet those most difficult requirements.

TRANSMISSION EFFECTS ON VEHICLE BRAKING

Deceleration rate of the vehicle at closed throttle is affected by a multitude of factors. Downshifting the
transmission to a lower gear typically enhances the braking effect. For models equipped with automatic
shift controls, the speeds at which downshifting occurs is determined automatically based on factors that
include specific transmission output shaft speeds. The speeds at which the shifts are commanded to oc-
cur can also be changed by moving the shift selector to a lower forward range (called "preselelecting the
shift"). A recommended procedure for evaluating the effects of transmission frictional losses, downshifts,
etc. on vehicle performance is through analysis of the "Vehicle Braking Output with Preselect Downshifts"
data output of iSCAAN or by a simple test on the completed vehicle.

4.4 TOWING THE VEHICLE

Due to potential damage to the transmission from lack of internal lubrication, vehicles equipped with
these transmission models may not be towed unless the vehicle is raised to lift the drive axle tires off the
road surface or the vehicle driveshaft is disconnected.

4.5 iSCAAN / APPLICATION REVIEWS

The performance analysis of a vehicle requires the translation of engine power into work done by a ve-
hicle. An example may be the speed and gradeability achievable by a truck hauling a given size payload.

This analysis requires the conversion of engine performance to net power at the operating conditions
encountered by the vehicle, plus a matched performance calculation with a selected torque converter.
The vehicle performance calculation considers the appropriate axle ratio, tire size, rolling resistance, wind
resistance, and various loading or load distribution options.

Allison has created iSCAAN, an easily accessible computer program for calculating vehicle performance,
which is readily tailored to the various input parameters. iSCAAN is extremely useful in simultaneously
evaluating the several factors which affect engine/torque converter matches. Guidance is subsequently
provided toward the proper selection of a torque converter for a given engine, while considering all ap-
plicable product ratings.

Another useful feature of iSCAAN is to automatically compare a transmission application against Al-
lison minimum performance guidelines. The combination of these two checks assures the customer of
a proper transmission selection and a vehicle which should perform favorably as compared to long-term
experience in similar applications. The following are representative guidelines which might be applied
during these analyses (actual requirements for any review are based on specific criteria for the intended
vehicle vocation):
• Reserve gradeability (typically 0.25 percent) at top geared speed
• Gradeability at a specific converter efficiency point, which varies by the type of expected duty cycle
• Minimum vehicle top geared speed
• Minimum tractive effort available to slip the wheels at a specified converter efficiency point

The general use of iSCAAN for vehicle performance analysis, detailed vocation description, and perfor-
mance guidelines are discussed in detail in separate Allison documents. For further information regard-
ing access to iSCAAN, consult with your Allison Transmission representative. As a further extension of
iSCAAN, Allison provides a process for the customer to forward specific details regarding a vehicle and
its intended use ­— facilitating a formal Allison review of the intended transmission application. Details re-
garding this process are summarized in Technical Document 110 (TD110), Application Reviews for Allison
Transmissions.
8000 Series Application Manual – April 03, 2012 Page 5
5.0 DESIGN TOPICS

5.1 TRANSMISSION RATINGS

5.1.1 INPUT / OUTPUT RATINGS

Maximum permissible input power and torque, turbine torque, and governed speed of the engine must be
within published ranges for an acceptable transmission application. For ratings of all models, refer to the
Off-Highway Transmission Ratings section.

5.1.2 POWER TAKE-OFF (PTO) RATINGS

All transmissions in this family are equipped with engine-driven PTO drive provisions at the five o'clock
position (as viewed from the rear) and at the 12 o'clock position on the converter housing near the front
of the transmission. Maximum permissible torque at the transmission PTO drive gear, drive gear speed
ratios, and other design information are located in the Off-Highway Transmission Specifications section
dedicated to PTO ratings. The PTO drive gear is is rated for both power and torque, and for both con-
tinuous and intermittent operation.

5.2 GEAR RATIOS

Mechanical gear ratios are identical for all models in the 8000-series transmission family. Ratios for each
drive range are tabulated in the Off-Highway Transmission Specifications section. The ratios shown DO
NOT include the torque multiplication characteristics of the transmission torque converter.

5.3 TORQUE CONVERTERS

At lower output speeds, the torque converter multiplies torque and provides a fluid coupling to the engine.
When operating conditions permit (higher speeds and upper gear ranges), the torque converter lockup
clutch is automatically engaged to provide direct drive between the input and output sections of the
torque converter — effectively providing direct drive from the engine to the transmission gear pack.

A selection of torque converters is available to facilitate matching the transmission to a wide variety of
diesel engines based on their respective power, torque, and governed speed characteristics. Refer to the
Off-Highway Transmission Specifications for a list of the available torque converters and their stall torque
ratios.

The torque characteristics of the converter, in conjunction with the torque/speed characteristics of the en-
gine to which it will be matched, have a significant effect on low-speed vehicle performance. Converter
selection is therefore a critical element of transmission definition / vehicle performance decisions. For a
summary of torque converter performance data, refer to Technical Document 166 (TD166), Allison Con-
verter Absorption Chart Summary – Off-Highway Transmission Models

iSCAAN (see paragraph 4.5) performs a variety of calculations which greatly simplify the process of se-
lecting the correct torque converter for a vehicle application. For more details on converter performance
and selection, refer to Technical Document 148 (TD148), Engine / Converter Matching.

5.4 ENGINE SELECTION

Proper selection of an engine is crucial in creating a vehicle which meets customer performance expecta-
tions. However, selecting an engine based solely on calculated vehicle performance and transmission
ratings (see iSCAAN, paragraph 4.5) is often not adequate to verify that the engine and transmission are
totally compatible in all expected duty cycles. The following sections discuss significant topics which may
require further evaluation in order to further verify the acceptability of an engine / transmission combina-
tion in a planned vehicle.

8000 Series Application Manual – April 03, 2012 Page 6

5.4.1 TORSIONAL VIBRATIONS
Torsional vibrations may be detected at the crankshaft of all reciprocating internal combustion engines.
Powertrain components may be damaged if the system operates in or near resonance. Resonance
occurs when the frequency of the vibratory source is at or near the natural frequency of the powertrain
components.

These transmission models may require damping devices, or be otherwise prohibited from operating at
certain critical torsionally-resonant speeds, when used with certain types of diesel engines. Refer to
Section B: Transmission / Engine Packaging of the Off-Highway Transmission Installation Manual for ad-
ditional details.

5.4.2 ENGINE BRAKES

Engine brakes are generally not used in off-highway applications. However, if an engine brake is to be
installed, Allison Transmission Product Support review is required. In general, simultaneous use of an
engine brake and the transmission hydraulic retarder is not permitted. The combination of the two brak-
ing systems can exceed the torque rating of transmission components by a significant amount.

The effectiveness of an engine-braking device, such as an exhaust brake or compression brake, is heav-
ily dependent upon the feedback characteristics of the torque converter since, in braking mode, power
flows through the torque converter toward the engine. Braking can be maximized by keeping the torque
converter lockup clutch applied during this mode. By properly integrating the engine brake controls with
the transmission control system, brake operation can be restricted to occur only when the transmission is
in lockup.

Operation of an engine brake with the torque converter lockup clutch engaged at lower engine speeds,
however, may introduce torsional vibration concerns. Refer to paragraph 5.4.1 above and Section H:
Transmission Retarder and Engine Braking of the Off-Highway Transmission Installation Manual.

5.4.3 SMOKE CONTROLS

Exhaust emissions controls (smoke controls) make it difficult for turbocharged engines to accelerate from
idle while under load. Although this characteristic is common in varying degrees for all turbocharged en-
gines, it has become more pronounced in recent years due to increased turbocharging (boost) pressures.
Lower boost at low engine speed, and resulting poor acceleration under load, hinders accurate matching
of torque converter and engine — particularly since many published engine performance curves may not
accurately represent engine "acceleration" performance at low (non-turbocharged) speeds. When making
an engine/converter selection, be certain that the combination has been tested or used successfully.

Additional information on the subject of smoke controls, and their effects on torque converter matching,
are discussed in Allison Technical Document 115 (TD-115), Torque Converter Compatibility with Smoke-
Controlled Diesel Engines. If you have uncertainties about a specific engine/converter combination,
consult your Allison Transmission representative.

5.4.4 REDUCED GOVERNED SPEED ENGINES

Recent trends in engine design have resulted in reduced engine governed speeds in order to lower emis-
sions, reduce engine noise, and improve fuel economy. Frequently the decrease in operating speed is
accompanied by a sufficient increase in torque to maintain the same engine power rating as before —
but at the reduced governed speed. (In extreme circumstances, the higher torque engine may no longer
match the transmission — and will require upgrading to a different transmission model.) In order to
maintain maximum allowable operating torques within the transmission gear and clutch sections, the new
engine rating may require use of a torque converter with lower torque multiplication than was previously
used.

8000 Series Application Manual – April 03, 2012 Page 7

In these circumstances, it is possible for the resultant torque to the wheels (using the higher torque en-
gine but a torque converter with a lower torque ratio) to be less than with the original combination (which
used the lower torque engine and higher ratio converter) — particularly if the axle ratio has also been
changed in an effort to maintain the same vehicle top-geared-speed (but at the lower engine rpm). Each
Allison torque converter is designed to operate within a relatively small range of speed and torque. An
improper match of engine and converter may prevent the engine from reaching sufficient speed to gen-
erate its rated torque and power (the converter has "excess capacity"). Conversely, an improper match
with "insufficient capacity" may allow the engine to run at sustained high speeds while providing minimal
torque multiplication — thus transmitting inadequate torque to the driveline. In either case, vehicle perfor-
mance and transmission operation will be affected negatively. The recent trend to increase engine torque
while reducing operating speed often reduces the possible torque converter choices which are available
to optimize performance of the engine/transmission combination.

The iSCAAN program (see Section 4.5) may provide an effective means to evaluate design changes "on
paper" before a vehicle is assembled.

5.4.5 "ZERO-DROOP" ELECTRONICALLY-CONTROLLED ENGINES

Electronically-controlled engines may have the capability to be programmed with no governor overrun
(commonly called "zero droop" engines). As of the publication date of this document, "zero droop" en-
gines have not been commonly used with 8000-series transmissions. However, should their use become
more commonplace in the future, the vehicle designer should be aware of potential concerns when se-
lecting an engine of this type for use with an 8000-series transmission.

Allison transmissions are generally programmed to shift slightly into the engine droop. The goal is to
make each upshift at an engine speed beyond maximum power — assuring that, after the shift, the en-
gine will be at an equal or higher power level than it was prior to the shift.

If the engine is at a lower power level after the shift, it may not be possible to maintain operation there —
resulting in a downshift back to the previous range. Once the transmission attains the lower range, the
engine again accelerates to the upshift point, another upshift is initiated and the cycle repeats, creating
an undesirable condition called "shift cycling".

For engines with little or no droop, shifts must occur at or before reaching governed speed. Failure to do
so can result in inability to reach the shift point, thereby preventing the shift from even occurring.

For these reasons, low or zero-droop engines are not recommended with these transmission models. In
many cases, an engine rating with "zero droop" is also available (at the same power and torque rating)
with a 150 rpm (or greater) programmed droop. When the choice is available, an engine calibration with
droop is generally preferable with Allison products in lieu of the "zero droop" configuration.

5.5 FLUIDS
Allison Off-Highway (5000-9000 Series) transmissions are designed to operate with fluids as described
in “TES-439” available on the Allison Transmission website, and as listed in the TES-439 approved fluids
list also available on the Allison Transmission website. Acceptable oils may include some synthetic types
and some engine oils as described in SAE standard J300 “Engine Oil Viscosity Classification” as follows:

• SAE 0W-30
• SAE 0W-40
• SAE 30

8000 Series Application Manual – April 03, 2012 Page 8

 • SAE 5W-40
• SAE 10W-40
• SAE 15-W40
• SAE 40

As TES-439 is a new specification, and as it will take some time to populate the approved TES-439 oils
list, oils of the above viscosities found listed on the previous C-4 approved oils list found on the Allison
Transmission website are also acceptable at this time. Once the TES-439 approved list is populated, the
C-4 list will be cancelled.

Recommended sources of fluids are discussed in Allison Service Information Letter (S.I.L.) 10-TR-98,
Transmission Fluid and Filter Service Recommendations, found on the Allison Extranet, and the Approved
TES-439 Fluids List found in the fluids section of www.allisontransmission.com. For fluid fill volumes,
refer to Off-Highway Transmission Specifications.

6.0 CONTROLS
The transmission shifting function is performed through the use of hydraulically-operated clutches. Con-
trol of the clutches is accomplished electrically or electronically, depending upon the transmission model.

Each transmission is equipped with a variety of controls features which, when properly interfaced with
other vehicle components, perform vehicle or accessory control functions, assist the operator in vehicle
operation, protect the vehicle or transmission from abuse, or otherwise tailor operation to specific voca-
tional applications.

For an overview of the control system and control functionality, refer to Section I: Shift Controls of the
Off-Highway Transmission Installation Manual. For specific details regarding control system features,
relative vehicle design issues, and control system installation requirements, refer to
:

• for transmissions with CEC2 electronic shift controls

— see CEC2 Controls Installation Manual.

• for transmissions with CEC2 electronic shift controls

— see CEC3 Controls Installation Manual.
• for transmissions with manual electric shift controls
— see Off-Highway Manual Electric Control Installations

6.1 SHIFT CALIBRATIONS

A shift calibration speed must be selected for each transmission control system — to match the trans-
mission shifts to engine characteristics. Calibrations are offered for a wide variety of engine governed
speeds, typically in 100 rpm increments. In general, the shift calibration speed should be selected based
on the engine full-load governed rpm. The torque converter lockup clutch (paragraph 3.3) is regulated by
the shift controls to engage automatically when transmission operation warrants.

6.2 CONTROL FUNCTIONS

Each transmission control system may be programmed with a combination of features which, when
properly interfaced with other vehicle components, perform functions of vehicle or accessory control, as-
sist the operator in vehicle operation, protect the vehicle or transmission from abuse, or otherwise tailor
operation to specific vocational applications.

Examples of these features and functions, while not a complete list, are:
• Neutral start signal

8000 Series Application Manual – April 03, 2012 Page 9

 NOTE: Each vehicle which uses an Allison transmission must include a provision
which prevents starting the engine unless the transmission is in NEUTRAL.
• Reverse warning signal
• Drive signal for electronic speedometer
• Serial communication interfaces (for communication with other electronically controlled drivetrain com-
ponents)
• Input functions: used to activate auxiliary functions programmed into the transmission controls when
specific input signals are received from external sources.
• Output functions: used to activate auxiliary external functions (i.e. electrical circuits controlling other
vehicle components) when specific transmission operating conditions exist.

The speed at which upshifts and downshifts occur is modulated in proportion to engine power demand.
A throttle position input signal, which is necessary for this function, can be provided by one of three
sources:

• If the engine is electronically controlled, throttle position data may be communicated directly to the
transmission controller via either (1) a serial communication link or with (2) a pulse width modulated
(PWM) signal from the engine controls. Consultation with Allison Application Engineering may be re-
quired to define the particular communication details.

• If the engine is not electronically controlled, its throttle position signal is not compatible with the trans-
mission controller, or it is preferable not to use the electronic signal, throttle position data may be com-
municated from the engine controls to the transmission controls through use of (3) an Allison-furnished
throttle position sensor (TPS).

Each transmission also includes provisions to interface the controls of other vehicle systems with trans-
mission operation indicators. For instance, proper use of the transmission neutral start provision permits
the engine starter circuit to operate only if the transmission is in neutral.

NOTE: The transmission controller is customer-furnished for some 9800-series models.

The transmission control configuration is therefore dependent upon the customer's
preference for:
• one-wire or two-wire shift solenoids in the control system, and
• 12-volt or 24-volt electrical system

For further details regarding these items, refer to Off-Highway Controls tech data.

8000 Series Application Manual – April 03, 2012 Page 10

 REVISION HISTORY
April 3, 2012
• Corrected model name on cover page.

March 19, 2012

• Added additional references to CEC3 controls.

September 1, 2011
• Added reference to TES-439 in paragraph 5.5.

August 12, 2010

• Revised cover page format.

July 23, 2010

• Added reference to CEC3 controls.
• Added Hyperlinks.

March 15, 2007

• In section 3.2, added S8xxxA models for stationary applications.

September 15, 2005

• Updated document format and added Revision History. Added "H" models.

8000 Series Application Manual – April 03, 2012 Page 11