Group 7 Automatic Transmissions

7-'

PART 7-1 PAGEGENERAL TRANSMISSION SERVICE. .7- 1

PART 7-2C4 AUTOMATIC DUAL RANGE

TRANSMISSION 7-15

PART 7-3 PAGEC6 AUTOMATIC DUAL RANGE

TRANSMISSION 7-53

PART 7-4SPECIFICATIONS 7-82

GENERAL TRANSMISSION SERVICE

Section Page

ShiftPointChecks 7- 7AirPressureChecks 7- 7Diagnosis Guide

C4 Automatic Dual Range Diagnosis Guide. .7- 9C6 Automatic Dual Range Diagnosis Guide.. 7-10

2 Common Adjustments and RepairsTransmission Fluid Drain and Refill . . . . . . .7- 8Oil Cooler Flushing Procedure 7-11Oil Cooler Tube Replacement. . . . . . . . . . . . . . . .7-11

3 Cleaning and InspectionCleaning 7-11Inspection 7-12

Section Page

1 DiagnosisandTesting 7-1Transmission Fluid Level Check. . . . . . . . . . . . . .7- 1FluidAerationCheck 7- 1Transmission Fluid Leakage Checks... . . . . . . . .7- 1Fluid Leakage Converter Area... . . . . . . . . . . . . .7- 2Converter Leakage Check. . . . . . . . . . . . . . . . . . . .7- 3EngineIdleSpeedCheck 7- 3Anti-Stall Dashpot Clearance Check. . . . . . . . . . .7- 3ManuaILinkageChecks 7- 4Control pressure and Vacuum Diaphragm Unit

Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .StaIITest Initial Engagement Checks. . . . . . . . . . . . . . . . ..

7- 47- 77- 7

DIAGNOSIS AND TESTING

FLUID AERA nON CHECK

A fluid level that is too high willcause the fluid to become aerated.Aerated fluid will cause low controlpressure, and the aerated fluid maybe forced out the vent.

Check the transmission fluid level.Low fluid level can affect the oper-ation of the transmission, and mayindicate fluid leaks that could causetransmission damage.

TRANSMISSION FLUIDLEAKAGE CHECKS

Check the speedometer cable con-nection at the transmission. Leakageat the oil pan gasket often can bestopped by tightening the attachingbolts to the proper torque. If neces-sary, replace the gasket. Check thefluid filler tube connection at thetransmission. If the filler tubeO;'ring seal is leaking, replace theseal.

2. Run the engine at normal idlespeed. If the transmission fluid iscold, run the engine at fast idle speed(about 1200 rpm) until the fluidreaches its normal operating tem-perature. When the fluid is warm,slow the engine down to normal idlespeed.

3. Shift the selector lever throughall positions, and place the lever atP. Do not turn off the engine duringthe fluid level checks.

4. Clean all dirt from the transmis-sion fluid dipstick cap before remov-ing the dipstick from the filler tube.

5. Pull the dipstick out of thetube, wipe it clean, and push it allthe way back into the tube.

6. Pull the dipstick out of thetube again, and check the fluid level.If necessary, add enough fluid tothe transmission through the fillertube to raise the fluid level to theF (full) mark on the dipstick. Donot overfill the transmission.

W hen diagnosing transmissionproblems, first refer to the diagnosisguide for detailed information on theitems that could be causing the prob-lem. The following preliminarychecks should be made in the ordergiven:

1. Check the fluid level. Check thefluid for a burnt clutch plate odor.

2. Check the engine idle speed anddashpot adjustments.

3. Check the manual linkage ad-justment.

4. Check the accelerator pedalheight and downshift linkage.

S. Check the throttle linkage toassure wide open throttle operation.

6. Check the engine for properoperation.

TRANSMISSION FLUIDLEVEL CHECK

1. Make sure that the vehicle isstanding level. Then firmly apply theparkin.\t brake.

FLUID LEAKAGECONVERTER AREA

In diagnosing and correcting fluidleaks in the front pump and con-verter area, use the following pro-cedures to facilitate locating theexact cause of the leakage. Leakageat the front of the transmission, asevidenced by fluid around the con-verter housing, may have severalsources. }Jy careful ob~ervation, itis possible, in many instances, topinpoint the source of the leak be-fore removing the transmission fromthe car. The paths which the fluidtakes to reach the bottom of theconverter housing are shown in Fig.1.

1. Fluid leaking by the frontpump seal lip will tend to move

along the drive hub and onto theback of the impeller housing. Ex-cept in the case of a total seal fail-ure, fluid leakage by the lip of theseal will be deposited on the insideof the converter housing only, nearthe outside diameter of the housing.

2. Fluid leakage by the outsidediameter of the seal and front pumpbody will follow the same path asleaks by the front pump seal or mayrun down the face of the front pump.

3. Fluid that leaks by a frontpump and converter housing to casebolts will be deposited on the insideof the converter housing only. Fluidwill not be deposited on the backof the converter.

4. Leakage by the front pump tocase and a-ring seal may cause fluid

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The transmission fluid is watercooled; check the fluid lines and fit-tings between the transmission andthe cooler in the radiator tank forlooseness, wear, or damage. Ifleakage cannot be stopped by tight-ening a fitting, replace the defectiveparts.

Check the engine coolant in theradiator. If transmission fluid ispresent in the coolant, the coolerin the radiator tank is probably leak-ing.

The cooler can be further checkedfor leaks by disconnecting the linesat the cooler fittings and applying5 psi air pressure to the fittings. Theradiator cap must be removed whenmaking this check to relieve thepressure on the exterior side of thecooler. If the cooler is leaking andwill not hold this pressure, the radi-ator must be replaced. The coolercannot be replaced separately.

.If leakage is found at either thethrottle lever shaft or the manuallever shaft, replace either or bothseals.

Inspect the pipe plug in the case.If the plug shows leakage, torquethe plug to specification. If tighten-ing does not. stop the leaks, replacethe plug.

On a C6 transmissior. the TVpressure port plug on the right rearside of the case must also be in-

spected.When converter drain plugs leak,

remove the two drain plugs with asix-point wrench. Coat the threadswith FoMoCo Perfect sealingCompound or its equivalent, and in:'stall the plugs. Torque the drainplugs to specification. Fluid leakagefrom the converter housing may becaused by engine oil leaking pastthe rear main bearing or from oilgallery plugs. Be sure to determinethe exact cause of the leak.

Oil-soluble. aniline or fluorescentdyes premixed at the ratio of 1;7-teaspoon of dye powder to 1/2 pintof transmission fluid have provedhelpful in locating the source ofthe fluid leakage. Such dyes maybe used to determine whether anengine oil or transmission fluid leakis present, or if the fluid in the oilcooler leaks into the engine coolantsystem. A black light, however, mustbe used with the fluorescent dyesolution.

:\\'

.FRONT PUMP

FRONT PUMPAND CONVERTERHOUSING TOCASE BOLT LEAK,

CRANK:SEAL I

~(GASKET

CONVERTERASSEMBLY .~ CASE

CONVERTER

}-7"774-r~-:;~~CONVERTER DRAIN

PLUG LEAK

7-2 GROUP 7 - AUTOMATIC TRANSMISSION

,"-

CONVERTERHOUSINGFLYWHEEL /

D1S1J-A

FIG. 1- Typical Converter Area Leaka~e Checks

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PART 7-1 GENERAL TRANSMISSION SERVICE 7-3

from the engine or transmission.Unless a considerable amount ofmake-up fluid has been added orthe fluid has been changed, the redcolor should assist in pinpointing theleak.

Since road draft may cause leakingvalley cover oil to be present on thetransmission, this leakage, if present,should be eliminated before per-forming work on the transmission.

(b) Remove the converter lowerhousing cover. Clean off any fluidfrom the top and bottom of the con-verter housing, front of the trans-mission case, and rear face of theengine and engine oil pan. Cleanthe converter area by washing withsuitable non~flammable solvent, andblow dry with compressed air.

(c) Wash out the converter hous-ing, the front of the flywheel, andthe converter drain plugs. The con-verter housing may be washed outusing cleaning solvent and a squirt-type oil can. Blow all washed areasdry with compressed air.

(d) Start and run the engine untilthe transmission reaches its normaloperating temperature. Observe theback of the block and top of theconverter housing for evidence offluid leakage. Raise the car on ahoist and run the engine at fast idle,then at engine idle, occasionallyshifting to the drive and reverseranges to increase pressures withinthe transmission. Observe the front

to be deposited on the outside lowerpart of the converter housing asshown in Fig. 1.

5. Fluid leakage from the con-verter drain plugs will appear at theoutside diameter of the converter.

Engine oil leaks are sometimesimproperly diagnosed as front pumpseal leaks. The following areas ofpossible leakage should also bechecked to determine if engine oilleakage is causing the problem:

(a) Leakage at the rocker armcover (valley cover) may allow oilto flow over the converter housingor seep down between the con-verter housing and cylinder blockcausing oil to be present in or atthe bottom of the converter housing.

(b) Oil gallery plug leaks will al-low oil to flow down'the rear faceof the block to the bottom of theconverter housing.

(c) Leakage by the crankshaft sealwill work back to the flywheel, andthen into the converter housing.

Fluid leakage from other areas,forward of the transmission couldcause fluid to be present around theconverter housing due to blow-backor road draft.

The following procedure should beused to determine the cause of leak-age before any repairs are made:

(a) Remove the transmission dip-stick and note the color of the fluid.Original factory fill fluid is dyed redto aid in determining if leakage is

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of the flywheel, back of the block(in as far as possible), and insidethe converter housing (Fig. 1). Runthe engine until fluid leakage is evi-dent and the probable source of leak-age can be determined.

CONVERTER LEAKAGE CHECKDuring the above fluid leakage

checks, if there are indications thatthe welds on the torque converter areleaking, the converter will have tobe removed and the following checkmade before the unit is replaced:

A leak checking tool (Fig. 2),can be made from standard parts.

1. Install the plug in the con-verter (Fig. 3) and expand it bytightening the wing nut. Attach thesafety chains.

2. Install the air valve in one of thedrain plug holes.

3. Introduce air pressure into theconverter housing. Check the pres-sure with a tire gauge and adjustit to 20 psi.

4. Place the converter in a tankof water. Observe the weld areasfor bubbles. If no bubbles are ob-served, it may be assumed that thewelds are not leaking.

ENGINE IDLE SPEED CHECKCheck and, if necessary, adjust

the engine idle speed, using the pro-cedure given in Group 10.

If the idle speed is too low, theengine will run roughly. An idlespeed that is too high will causethe car to creep when the trans-mission is shifted into gear and willcause rough transmission engage-ment.

ANTI-STALL DASHPOTCLEARANCE CHECK

After the engine idle speed hasbeen properly adjusted, check the

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~ 40 DUROMETER V2"-13 X 4V2"~ PLUG LONG SQUARE

THREAD ENDSTANDARD , WELD TOGETHER REMOVE HEADTIRE VALVE SECURELY-MUST AND WELD TO

NOT LEAK WASHER

FLAT WASHER1 3fa" C.D.

WING NUT1f2"- 13 THREAD

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7-',.. '""\ '---Tire Inflating Chuck

Tire Pressure GaugeSTANDARD FITTING-

87971-8- D1514-A

FIG. 3-Typical Converter leakChecking Tool

D1067-AVALVE

FIG. 2-Converler leak Checking Tool


VACUUM UNIT D1504-A

FIG. 4-Vacuum Diaphragmand Control Pressure Connecting

Point-C4 Transmission

--' D1515-A

FIG. 6-Typico"Vocuum TestLine Connectionsanti-stall dashpot clearance. Follow

the procedure given in Group 10 forchecking and adjusting this clear-ance.

MANUAL liNKAGE CHECKS(',., r c :n3Lual linkage aJjust-

11.. 'j ., 11 'l'",-;sary to position the[11.1",.1 "',il, ! 'r rroper fluid pres-'li": dlreCUUL 'he different trans-n'ls.iol1 compo, [1ts. ImproperlyJjusted manual nkage may causeross-leakage and llbsequent trans-

Inission failure. ~ -,r to Linkage\djustments for ailed manualnkage adjustment I ;;edures.

CONTROL PRESSU . AND

VACUUM DIAPHRi ;MUNIT CHECK

'hen the vacuum c C"agm unit(I 4) is operating ')f'erly and

the downshift linkage is adjustedproperly, all the transmission shifts(automatic and kickdown) shouldoccur within the road speed limitsspecified in the Specification Section.

If the automatic shifts do not oc-cur within limits or the transmissionslips during shift points, the follow-ing procedure is suggested to sepa-rate engine, transmission, linkage,and diaphragm unit or valve bodyproblems.

1. Attach a tachometer to theengine and a vacuum gauge to thetransmission vacuum line at the vac-uum unit (Fig. 6).

2. Attach a pressure gauge to thecontrol pressure outlet at the trans-mission (Fig. 5).

3. Firmly apply the parking brakeand start the engine.

4. Adjust the engine idle speed tothe specified rpm. If the engine idlespeed cannot be brought within lim-its by adjustment at the carburetoridle adjustment screw, check thethrottle and downshift linkage for abinding condition. If the linkage issatisfactory, check for vacuum leaksin the transmission diaphragm unit(Fig. 7), and its connecting tubestandhoses. Check all other vacuum oper-ated units for vacuum leaks.

VACUUM UNIT CHECK

To check the vacuum unit for dia-phragm leakage, remove the unitfrom the transmission. Use a dis-tributor tester equipped with a vac-uum pump (Fig. 7). Set the regulatorknob so that the vacuum gauge reads18 inches with the end of the vac-uum hose blocked off.

Then connect the vacuum hose to

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the transmission vacuum unit. If thegauge still reads 18 inches, the vac-uum unit diaphragm is not leaking.As the hose is removed from thetransmission vacuum unit, hold a fin-ger over the end of the control rod.When the hose is removed, the in-ternal spring of the vacuum unitshould push the control rod outward.

CONTROL PRESSURE TESTSThe test results of the following

checks should agree with the specifi-cations given in Tables 1 and 2.When performing control pressuretests, make certain that the servicebrake pedal is held in the appliedposition.

TEST NUMBER 1-CONTROLPRESSURE CHECKAT ENGINE roLE

1. With the transmission in neu-

VACUUM DIAPHRAGMD1643-A

FIG. 5-Vacuum Diaphragm and Control and TV Pressure ConnectingPoints-C6 Transmission

FIG. 7-Testing TransmissionVacuum Unit for Leakage


and observe the vacuum gauge. Theamount of vacuum should decreaseand increase with the changes inthrottle openings. If the vacuum re-sponse to changes in throttle open-ing is too slow the vacuum line tothe diaphragm unit could be re-stricted. Make the necessary repairsbefore completing the test.

TABLE 1-(4 TransmissionCONTROL PRESSURE AT ZERO OUTPUT SHAFT SPEED

TestNo.

Engine Speed orManifold Vacuum

ThrottlePosition

Shift SelectorLever Position

'Control (Line)Pressure (psi)

P,N,Dl,D2,L

R

55-62

55-100

Idle-Above 18 Inchesof Vacuum

Closed

2 17.0 ApproximateInches of Vacuum

AsRequired

Dl, D2, L Line PressureIncrease

3 10 Inches of Vacuum As Required 01, 02, L 96-105

Dl, D2, l

R

138-148

215-2274 3 Inches of Vacuum As Required

ITransmission oil at normal operating temperature.

TABLE 2-(6 TransmissionCONTROL PRESSURE AT ZERO OUTPUT SHAFT SPEED

TestNo.

Engine Speed OfManifold Vacuum

ThrottlePosition

Shift SelectorLever Position

lConlrol (line)Pressure (psi)

TEST NUMBER 2-CONTROLPRESSURE INCREASE CHECK-C4 TRANSMISSION

The control pressure increaseshould be checked in all ranges ex-cept Park and Neutral. Shift thetransmission into Dl, D2, L, and R,and check control pressure increasein each range. With the correct con-trol pressure at engine idle, advancethe throttle until the engine vacuumreading is approximately 17.0 inches.As the vacuum gauge reading de-creases into these specifications, thecontrol pressure should start to in.crease.

Control pressure increase may benoted immediately when the throttleis opened due to the increasedpump output, resulting from in-creased engine rpm. When this hap-pens, the pressure increase pointcan be checked by using a distribu-tor vacuum tester. Install the dis-tributor tester vacuum line on thediaphragm assembly. Adjust thetester to provide over 18 inches ofvacuum. Increase the engine to 600-700 rpm. Replace the tester vacuumreading to approximately 17.0inches and observe the transmissionpressure gauge for the pressure in-crease.

P, N, Dl,D2;l

R

51-66

72-1081 Idle-Above 17 Inches

of VacuumClosed

2 15 Approximateinches of Vacuum

AsRequired

01, 02, L Line PressureIncrease

3 10 Inches of Vacuum As Required 01, 02, L 90-109

Dl, D2, L

R

152-167

225-247To & Thru

Detent4 1 Inch or Less

of Vacuum

ITransmission fluid at normal operating temperature.

C4 TRANSMISSIONEngine Control

Vacuum Pressure(At Idle) (psi)17 Inches 55-6216 Inches 55-6815 Inches 55-7414 Inches 55-8013 Inches 55-8712 Inches 55-9311 Inches 55-99

C6 TRANSMISSIONEngine Control

Vacuum Pressure(At Idle) (psi)

17 inches 51-6616 inches 51-7215 inches 51-7814 inches 51-8413 inches 51-9012 inches 51-9711 inches 51-103

2. At engine idle, depress and re'"lease the accelerator pedal quickly

tral, and at the correct engine idle,the vacuum gauge should show aminimum of 18 inches at sea levelfor the C4 transmission or 17 inchesfor the C6 transmission. If the vac-uum reading is lower than 18 inches,an engine problem is indicated orthere is leakage in the vacuum line.Make necessary repairs to obtain aminimum vacuum reading of 18inches for the C4 transmission or17 inches for the C6 transmission.

At engine idle, check the trans-mission control pressure gauge at allselector lever positions. Transmis-sion control pressures should agreewith the specifications in Tables 1and 2.

At altitudes above sea level, it maynot be possible to obtain 18 inchesvacuum at engine idle. At these 'alti-tudes with idle vacuum of lessthan 18 inches, refer to the followingspecifications to determine idle speedcontrol pressure in forward drivingranges.

TEST NUMBER 2-CONTROLPRESSURE INCREASE CHECK-C6 TRANSMISSION

A control pressure check shouldbe made at 15 inches of vacuum inDl, D2 and L. Advance the throttleuntil the engine vacuum reading is15 inches, then check the controlpressure regulation. Control pres-sure should be as shown in Table 2.

TEST NUMBER 3-CONTROLPRESSURE CHECK AT 10INCHES OF VACUUM

A control pressure check shouldbe made at 10 inches of vacuum inDl, D2, and L. Advance the throttleuntil the engine vacuum reading is10 inches and check the control pres-sure regulation. Control pressureshould be as shown in Tables I and2.


the hose, the vacuum source is satis-factory.

Stop the engine, and remove thediaphragm unit and the diaphragmunit control rod. Inspect the controlrod for a bent condition and forcorrosion. Check the diaphragm unitfor leakage with the distributor tester.

TEST NUMBER 4-CONTROLPRESSURE CHECK AT THREEINCHES OF V ACUUM-C4AND C6 TRANSMISSION

Check control pressure at threeinches of vacuum in Dl, D2, and L.The control pressure should be asshown in Tables 1 and 2. Thenmove the selector lever to R. Withthe vacuum at three inches the con-trol pressure should be as shown inTables 1 and 2.

While making this pressure test,do not hold the throttle open formore than five seconds in eachdetent position. Between each testmove the selector lever to neutraland run the engine at 1000 rpm forfifteen seconds to cool the con-verter.

If the vacuum and pressuregauge readings are within specifi-cations, the diaphragm unit andtransmission control pressure regu-lating system are operating properly.

If the transmission control pres-sure is too low, too high, fails torise with throttle opening, or is ex-tremely erratic, use the proceduregiven under the following appropri-ate heading to resolve the problem.

TEST NUMBER 2-CONTROLPRESSURE DOES NOTINCREASE WITH VACUUM ATAPPROXIMATELY 17.0 INCHES-C4 TRANSMISSION

When the control pressure is with-in specifications at engine idle, butdoes not increase as the vacuum isdecreased to the specified limits, firstcheck the control rod between thevacuum unit and throttle valve forproper engagement. If the controlrod is not assembled into the end ofthe throttle valve or vacuum unit, thevalve cannot regulate throttle pres-sure to increase control pressure.Next check for a stuck primarythrottle valve, pressure booster valve,or a stuck control pressure regulatorvalve.

If control pressure increases be-fore or after vacuum is decreasedto approximately 17.0 inches, checkfor a leaking diaphragm assembly,bent diaphragm can, or worn or bentcontrol rod.

TEST NUMBER 2-CONTROLPRESSURE NOT WITHINLIMITS AT 15 INCHES OFV ACUUM-C6 TRANSMISSION

If the control pressure is withinspecification at engine idle, but hasnot risen to the specified range at15 inches of vacuum, make thechecks outlined in test number 2to isolate and correct the cause.

CONTROL PRESSURETEST RESULTS

TEST NUMBER I-CONTROLPRESSURE IS WW ATENGINE IDLE

If control pressure at engine idleis low in all selector lever positions,trouble other than the diaphragm unitis indicated.

When control pressure at engineidle is low in all ranges, check forexcessive leakage in the front oilpump, case, and control valve body,or a sticking control pressure regula-tor valve.

TEST NUMBER 1-CONTROLPRESSURE IS ffiGH ATENGINE IDLE

If transmission control pressureat engine idle is too high in allranges, the trouble may be in thediaphragm unit or its connectingvacuum tubes and hoses, throttlevalve, or control rod.

With the engine idling, disconnectthe hose from the diaphragm unitand check the engine manifold vac-uum. Hold a thumb over the end ofthe hose and check for vacuum. Ifthe engine speeds up when the hoseis disconnected and slows down asthe thumb is held against the end of

When the control pressure is with-in specifications at engine idle, butnot within specifications at thepressure rise point of approximately17.0 inches of vacuum, at 10 inchesof vacuum, or at 3 inches of vacuumon the C4 transmission, or 1.0 orless on the C6 transmission, the vac-uum diaphragm unit may need ad-justment.

The vacuum diaphragm assemblyused on the C4 or C6 AutomaticDual Range transmission has an ad-justing screw in the vacuum hoseconnecting tube (Fig. 8). The innerend of the screw bears against aplate which in turn bears againstthe vacuum diaphragm spring.

All readings slightly high or allreadings slightly low may indicatethe vacuum unit needs adjustment tocorrect a particular shift condition.

For example, on a C4 transmis-sion, if the pressure at 10 inches ofvacuum was 120 psi and the pres-sure at 3 inches of vacuum was 170psi, and upshifts and downshiftswere harsh, a diaphragm adjustmentto reduce the diaphragm assemblyspring force would be required.

If pressure readings are low, andline pressure does not start to buildup until vacuum drops to 15 inches,an adjustment to increase diaphragmspring force is required.

To increase control pressure, turnthe adjusting screw in clockwise. Toreduce control pressure, back theadjusting screw out by turning itcounterclockwise.

One complete turn of the adjust-ing screw (360°) will change idleline control pressure approximately2-3 psi. After adjustment is made,install the vacuUm line and recheckthe pressures, particularly the pres-sure at 10 inches of vacuum.

The diaphragm should not beadjusted to provide pressures be-low the ranges previously specifiedin order to change shift feel. To doso could result in soft or slipping

TESTS NUMBER 3 AND 4-CONTROL PRESSURE NOTWITHIN LIMITS AT 10 OR 3INCHES OF V ACUUM-(C4)OR AT 1.0 INCH OR LESS (C6)

If idle pressure and pressure pointincrease are within specifications butpressures at 10 or 3 inches of vac-uum on the C4 transmission or 1.0inch or less on the C6 transmissionare not within specification in allranges, excessive leakage, low pumpcapacity, or a restricted oil panscreen is indicated.

If pressures are not within specifi-cations for specific selector leverpositions only, this indicates exces-sive leakage in the clutch or servocircuits used in those ranges.


sbifts and damage to the trans-mission.

STALL TEST

Start the engine to allow it toreach its normal temperature. Applyboth the parking and service brakeswhile making tests.

The stall test is made in D2, Dl,L, or R, at full throttle to checkengine performance, converter clutchoperation or installation, and theholding ability of the forward clutch,reverse-high clutch and low-reverseband and the gear train one-wayclutch. While making this test, donot hold the throttle open for morethan five seconds at a time. Thenmove the selector lever to Neutraland run engine at 1000 rpm forabout 15 seconds to cool the con-verter before making the next test.If the engine speed recorded by thetachometer exceeds the maximumlimits specified in Table 3, releasethe accelerator immediately becauseclutch or band slippage is indicated.

and road speed over 30 mph, thetransmission should shift to secondgear when the selector lever is movedfrom D2 or Dl to L. The transmis-sion will downshift from second orthird to first gear when this samemanual shift is made below approxi-mately 20 mph with a C4 transmis-sion or approximately 10 mph witha C6 transmission. This check willdetermine if the governor pressureand shift control valves are function-ing properly.

During the shift check operation,if the transmission does not shiftwithin specifications or certain gearranges cannot be obtained, refer tothe Diagnosis Guide to resolve theproblem.

formed to determine the exact causeof the trouble.

If the stall test speeds are 300 to400 rpm below the specificationsshown in Table 3, and the car cruisesproperly but has very poor accelera-tion, the converter stator clutch isslipping.

If the stall test speeds are 300 to400 rpm below the specified values,and the car drags at cruising speedsand acceleration is poor, the statorclutch could be installed backwards.

Remove the converter and checkthe stator clutch as described inCleaning and Inspection.

When the stall test shows normalspeeds, the acceleration is good, butthe car drags at cruising speeds, thedifficulty is due to a seized statorassembly. If the stator is defective,replace the converter.

TABLE 3-Stall Speed limits

Trans-missionType

EngineModelCID

170-1V

200-1V

289-2V

289-4V

390-2V

390-4V

EngineSpeed(rpm)

1450-1650

1600-1800

1750-1950

1800-2000

1750-1950

1800-2000

C4

C4

C4

C4

C6

C6

STALL SPEED TOO ffiGHIf stall speed exceeds specifica-

tions, band or clutch slippage is in-dicated, depending on transmissionselector lever position. Excessive en-gine rpm only in DI, D2 and L indi-cates forward clutch slippage. Exces-sive engine rpm only in R indicateseither reverse-high clutch or low-reverse band slippage in the C4transmission, and either reverse-highor low-reverse slippage in the C6transmission. Excessive engine rpmonly in DI indicates gear train one-way clutch slippage.

AIR PRESSURE CHECKSA NO DRIVE condition can

exist, even with correct transmissionfluid pressure, because of inoperativeclutches, bands. The inoperativeunits can be located through a seriesof checks by substituting air pressurefor the fluid pressure to determinethe location of the malfunction.

When the selector lever is at D2,a NO DRIVE condition may becaused by an inoperative forwardclutch. A NO DRIVE condition at

f D1 may be caused by an inoperativeforward clutch or one-way clutch.When there is no drive in L, thedifficulty could be caused by im-proper functioning of the forwardclutch or low-reverse band and theone-way clutch in a C4, or the for-ward clutch or low-reverse and one-way clutches in the C6 transmission.The low-reverse band in the C4transmission and low-reverse in theC6 transmission cannot be checkedin L. If the low-reverse band orclutch fails, the one-way clutch willhold the gear train and operationwill be normal except that there willbe no engine braking. Failure todrive in reverse range could becaused by a malfunction of the re-verse-high clutch or low-reverseband in the C4 transmission, or thelow-reverse clutch or the reverse-high clutch in the C6 transmission.Erratic shifts could be caused by astuck governor valve.

To make the air pressure checks,drain the transmission fluid, and thenremove the oil pan and the controlvalve body assembly. The inoperativeunits can be located by introducingair pressure into the transmissioncase passages leading to the clutches,servos, and JZovernor.

STALL SPEED TOO LOWWhen the stall test speeds are low

and the engine is properly tuned,converter stator clutch problems areindicated. A road test must be per-

INITIAL ENGAGEMENTCHECKS

Initial engagement checks aremade to determine if initial bandand clutch engagements are smooth.

Run the engine until its normaloperating temperature is reached.With the engine at the correct idlespeed, shift the selector lever fromN to D2, DI, L, and R. Observethe initial band and clutch engage-ments. Band and clutch engagementsshould be smooth in all positions.Rough initial engagements in DI,02, L, or R are caused by high en-gine idle speed or high control pres-sures.

SHIFT POINT CHECKS

Check the light throttle upshifts inD I. The transmission should start infirst gear, shift to second, and thenshift to third within the shift pointsspecified in the specifications section.

While the transmission is in thirdgear, depress the accelerator pedalthrough the detent (to the floor).The transmission should shift fromthird to second or third to first, de-pending on the car speed.

Check the closed throttle down-shift from third to first by coastingdown from about 30 mph in thirdgear. The shift should occur withinthe limits specified in the specifica-tions section.

When the selector lever is at 02,the transmission can operate onlyin second and third gears. Shiftpoints for second to third and thirdto second are the same in both 02and DI.

With the transmission in third gear

7-8 GROUP 7 AUTOMATIC TRANSMISSION

FIG. 9-0il Pressure Passage Holes

FORWARD CLUTCHApply air pressure to the transmis-

sion case forward clutch passage(Fig. 9). A dull thud can be heardwhen the clutch piston is applied. Ifno noise is heard, place the fingertips on the input shell and againapply air pressure to the forwardclutch passage. Movement of thepiston can be felt as the clutch isapplied.

GOVERNORApply air pressure to the control

pressure to governor passage andlisten for a sharp clicking or whistl-ing noise. The noise indicates sec-ondary governor valve movement.

REVERSE-HIGH CLUTCHApply air pressure to the reverse-

high clutch passage (Fig. 9). A dullthud indicates that the reverse-highclutch piston has moved to the ap-plied position. If no noise is heard,place the finger tips on the clutchdrum and again apply air pressure todetect movement of the piston.

INTERMEDIATE SERVOHold the air nozzle in the inter-

mediate servo apply passage (Fig.9). Operation of the servo is indi-cated by a tightening of the inter-mediate band around the drum.Continue to apply air pressure intothe intermediate servo apply pas-sage, and introduce air pressureinto the intermediate servo releasepassage. The intermediate servoshould release the band against theapply pressure.

LOW-REVERSE CLUTCH-C6 TRANSMISSION

Apply air pressure to the low-reverse clutch apply pressure pas-sage. A dull thud indicates that thepiston has moved to the apply po-sition. If no thud is heard, applyair pressure again while holding thepalm of the hand on the exterior atthe rear of the case to detect clutchapply movement.

DIAGNOSIS GUIDE

The Transmission DiagnosisGuide lists the most common trou-ble symptoms that may be found inthe transmission, and gives the itemsthat should be checked to find thecause of the trouble.

The items to check for eachtrouble symptom are arranged in alogical sequence which should befollowed for quickest results. Theletter symbols for each item are ex-plained in the Key to the DiagnosisGuide.

If items A, B, C, D, E, and thestall test have already been checkedduring the preliminary checks andadjustments, they need not be re-peated when following the DiagnosisGuide.

LOW.REVERSE SERVO-C4 TRANSMISSION

Apply air pressure to the low-re-verse apply passage (Fig. 8). The low-reverse band should tighten aroundthe drum if the servo is operatingproperly.

If the servos do not operate, dis-assemble, clean and inspect them tolocate the source of the trouble.

If air pressure applied to anyclutch passage fails to operate theclutch or operates more than oneclutch at once, remove and, withair pressure, check the fluid passagesin the case and front pump to detectobstructions.

If the passages are clear, removethe clutch assemblies, and clean andinspect the malfunctioning clutch tolocate the trouble.

COMMON ADJUSTMENTS AND REPAIRS

band, bearing, etc., has occurredwithin the transmission, it will haveto be removed for service. At thistime the converter must be thor-oughly flushed to remove all dirt.

When filling it dry transmissionand converter, install 5 quarts of

fluid. Start the engine, shift the se-lector lever as in Step 5 below, andcheck and add fluid as necessary.

Following is the procedure forpartial drain and refill due to minorrepairs.

1. Place a drain pan under the

TRANSMISSION FLUID DRAINAND REFILL

Normal maintenance and lubrica-tion requirements do not necessitateperiodic automatic transmission fluidchanges.

If a major failure, such as a clutch.


C4 AUTOMATIC DUAL RANGE DIAGNOSIS GUIDE

Items to CheckTrouble Symptom Transmission

Out of VehicleTransmission

in VehicleKBWFEG JALBCDWEBFEBGWEFBCDEJCRDEBELWEGFEJBK BE.GJHIKABWFEABGWFEJAHWFEICECCHIERDWRACWFERH I

Rough 2-3 ShiftEngine Overspeeds on 2-3 ShiftNo Shift PointsNo 2-3 ShiftNo 3-1 Shift in DlNo Forced Downshifts

r

b r

Runaway Engine on Forced Downshift cRough 3-2 or 3-1 Shift at Closed Throttle-

Shifts 1-3 in Dl and D2No En2ine Brakin2 In First Gear-Manual Low RangeCreeDs-ExcessivelY in Dl or D2Slios or Chatters in First Gear, D1 a c i

a cb c

Sli';)s or Chatters in Second GearSli"s or Chatters in RNo Drive in Dl onlyNo Drive in D2 onlyNo Drive in R only bC

ac h

No Drive in Dl,D2, or LNo Drive in Anv Selector Lever PositionLockun in D2 onlyLockuD in R only a gParking Lock Binds or Does Not Hold

I ~Trans~ission OverheatsCAOF

Maximum Sneed Too Low. Poor Acceleration-

Transmission Noisv in N FFF

Transmission Noisy in First, Second, and Reverse Gear

ndh ddimo

Transmission Noi;v in PFluid Leak MNOPQSUX

KEY TO DIAGNOSIS GUIDE

TRANSMISSION IN VEHICLEA I Fluid Level TRANSMISSION OUT OF VEHICLE

Forward ClutchaVacuum Diaphragm Unit or TubesManual LinkageGovernorValve BodyControl Pressure Regulator ValveIntermediate BandLow-Reverse BandLow-Reverse ServoIntermediate ServoEngine Idle SpeedDownshift LinkageConvertor Drain PlugsOil Pan Gasket, or Filler TubeOil Cooler and Connections

b Reverse-High Clutch

Leakage in Hydraulic Systemc

d Front Pump

Parking Linkageg

h Planetary Assembly

Planetary One-Way Clutch

Engine Rear Oil SealManual or Downshift Lever Shaft SealV8 -inch PiDe Plug in Side of Case Front Pump Oil SealmPerform Air-Pressure Check

Converter One-Way Clutch

B

C

D

E

F

G

H

I

J

K

L

M

N

-0-

p

...9:.-R

S Extension Housing to Case Gaskets andLockwashers

n

uwx

Front Pump to Case Gasket or SealExtension Housin~ Rear Oil Seal pPerform Control Pressure Check

Reverse-High Clutch Piston Air Bleed ValverSoeedometer Driven Gear Ada1Jter Seal


C6 AUTOMATIC TRANSMISSION DIAGNOSIS GUIDE-Items to chiCk

Trouble Symptom Transmissionin Car

TransmissionOut of Car

No Drive in 01,02 and L-a-caRough Initial Engagement in Dl or D2

1-2 or 2-3 Shift Pointslncorrect or ErraticRough 1-2 UpshiftsRough 2-3 Shifts

-~cb rb c

Dragged Out 1.2 ShiftEngine Overspeeds on 2-3 ShiftNo 1-2 or 2-3 ShiftNo 3-1 Shift in Dl or 3-2 Shift in D2No Forced DownshiftsRunaway Engine on Forced 3-2 Downshift cRough 3-2 or 3-1 Shift at Closed ThrottleShifts 1-3 in Dl and D2

CWER .

KBWEABLCDWER.BJGWEBJWGERABJWGER.CABJWEGCLBDWEGJDELoW E ..,

WJGEBKBJWE ,

GJEDR ~

CHEDR '

K "

ABWEABJGWERABCHWERC WE-'A C W J E-:R., :j-;:.AWER "

ACHWERACWER'". 'c'~~H E~:::::..:'?),i"'::-':'

F-EC0YAA

No Engine Braking in First Gear-Manual La RangeCreeps Excessively

c

Slips or Chatters in First Gear, DlSlips or Chatters in Second Gear

a c ia cb c rSlips or Chatters in R

No Drive in Dl OnlyNo Drive in D2 On~-

.No Drive1n L Only

No Drive in R Only

ccbcrc dg cb g c ig ca g cgn sDdhad iimpa

-No Drive in Any Selector Lever PositionLockuD inn! OnlyLockup in D2 OnlyLockup iriLOnlyLockup in R OnlyParking Lock Binds or Does Not HoldTransmission OverheatsMaximum Speed To~Low, Poor AccelerationTransmission Noisy in Nand P

Thansmission Noisy in First, Second, Third or Reverse Gear-

Fluid LeakCar moves Forward in N

-I A M N 0 P 9..8 U X B J

PROBABLE TROUBLE SOURCES

-~ b Reverse-High ClUtCh; Leakage in Hydraulic System

rn-Governor Z Car BrakesE Valve Body, .' a Forward ClutchG Intermediate Band-- -~.:

I-H Low-Reverse CIU"tCh

-Intermedi-a:kservO"

I K Engine Idle Speed I g Parking LinkageL Downs 1ft Linkage-Including Inner Lever Position j h Planetary AssemblyM Cnnvert:er Drai~ PlugsN Oil Pan Gasket, Filler Tube o.Seal0 Oil Cnnl~r and Connections m Front Pump Oil SeaiP Manual or Downshift Lever Shaft Seal n Converter One-Way ClutchQ 1/8 Inch Pipe Plugs in CaseR Perform Air Pressure Ch-eck

I S Extension-Housing to Case GasketI U Extension Housing Rear Oil Seal '

PART 7-1 - GENERAL TRANSMISSION SERVICE 7-11

transmission. Loosen and remove allbut two of the oil pan bolts, fromthe front of the case and drop therear edge of the oil pan to drain thefluid. Remove and thoroughly cleanthe oil pan and screen. Discard theoil pan gasket.

2. Place a new gasket on the oilpan, and install the screen and panon the transmission.

3. Add three quarts of fluid to thetransmission through the filler tube.

4. Run the engine at idle speed forabout two minutes. Check the fluidlevel, and add fluid if necessary. Runthe engine at fast idle speed (about1200 rpm) until it reaches its nor-mal operating temperature. Do notrace the engine.

5. Shift the selector lever throughall the positions, place it at P, andcheck the fluid level. If necessary,add enough fluid to the transmissionto raise the level to the F (Full)mark on the dipstick. Do not overfillthe transmission.

OIL COOLER FLUSHINGPROCEDURE

When a clutch or band failure orother internal trouble has occurredin the transmission, any metal par-ticles or clutch plate or band mate-rial that may have been carried intothe cooler should be removed fromthe system by flushing the coolerand lines before the transmission isput back into service. In no caseshould an automatic transmissionhaving a clutch or band failure orother internal trouble resulting influid contamination, be put back intoservice without first flushing thetransmission oil cooler.

1. After installing a new or re-built automatic transmission andconverter assembly in the car, DoNot Connect the Cooler Return lineto the Transmission. Place the trans-mission selector lever in the P(park) position and connect thecooler inlet (converter out) line tothe transmission. Place a pan underthe end of the cooler return line thatwill hold transmission fluid. Do NotStart the Engine.

2. Install 5 quarts of automatictransmission fluid meeting FordSpecification.

3. Start the engine and allow itto run at normal idle speed for 3minutes with the selector lever inP (park) position. Stop the engineand add additional transmission fluidrequired to complete total fill. Startthe engine and allow it to run atnormal idle speed.

4. Allow approximately twoquarts of transmission fluid to draininto the pan placed under the endof the cooler return line.

5. If the fluid does not run cleanafter draining two quarts of itthrough the cooler, shut off the en-gine and add two additional quartsof transmission fluid.

6. Repeat steps 3 through 5 untilthe transmission fluid flowing outof the cooler return line is clean.

7. If there is no fluid flow or thefluid does not flow freely, shut offthe engine and disconnect bothcooler lines from the transmissionand cooler.

8. Use an air hose with not morethan 100 psi air pressure to reverseflush the cooler lines and the cooler.After reverse flushing, connect both

lines at the cooler and the coolerinlet line (converter out) to thetransmission.

9. Start the engine and checkthe fluid flow. If the transmissionfluid flows freely, proceed with steps3 through 6. If there is no fluid flow,check for pinched cooler lines. Ifthe flow is restricted, replace coolerlines and/or the radiator.

10. Shut off the engine, and con-nect the cooler return line to thetransmission. Check the transmissionfluid level as indicated under head-ing Transmission Fluid Level Check.Add or remove transmission fluid asrequired until the proper fluid levelis obtained on the dipstick. DO NOTOVERFILL THE TRANSMIS-SION.

11. Do not attempt to correctcooler or cooler line leaks by closingoff the lines.

OIL COOLER TUBEREPLACEMENT

When fluid leakage is found atthe oil cooler, the entire radiatormust be replaced. The oil coolercannot be removed from the radia-tor for replacement.

When one or more of the fluidcooler steel tubes must be replaced,each replacement tube must be fabri-cated from the same size steel tubingas the original line.

Using the old tube as a: guide,bend the new tube as required. Addthe necessary fittings, and install thetube.

After the fittings have been tight-ened, add fluid as needed, and checkfor fluid leaks.

CLEANING AND INSPECTION

CLEANING

TRANSMISSION

Clean all parts with suitable sol-vent and use moisture-free air to dryoff all parts and clean out the variousfluid passages.

The composition clutch platesand bands should not be cleaned ina vapor degreaser or with any typeof detergent solution. To cleanthese parts, wipe them off with alint-free cloth. New clutch platesand bands should be soaked in trans-mission fluid for fifteen minutes be-fore they are assembled.

3. Install the tool shown in Fig.10 in the converter. Expand thebushing in the turbine spline. Rotatethe tool to circulate the fluid in theconverter.

4. Remove both drain plugs andthoroughly drain the converter.

5. Repeat the procedure given insteps 2, 3, and 4, as required, toremove all foreign material.

6. Install the drain plugs.The torque converter is perma-

nently enclosed in a welded steelhousing and cannot be disassembledfor servicing.

CONVERTERIf there is reason to believe that

the converter has an excessiveamount of foreign material in it, acommercial converter cleaning ma-chine or the following cleaning pro-cedure should be used.

1. With the converter on thebench, remove both drain plugs andtilt the converter in all directions todrain as much fluid as possible.

2. Install the drain plugs and fillthe converter through the pump drivehub with a light-body oil such askerosene, or a cleaning solvent suit-able for transmission cleanin~.

GROUP 7 - AUTOMATIC TRANSMISSION7-12

FIG. 1 a-Converter CheckingTool

STATOR ONE-WAY CLUTCHCHECK

1. Install the stator outer raceholding tool in one of the holes pro-vided in the stator.

2. Insert the tool in the converterpump drive hub.

3. As the tool enters the con-verter, the spline on the tool (Fig.13) will engage the stator clutch in-ner race spline.

4. Place a torque wrench on thetool (Fig. 13). The tool (and statorinner race) should turn freely clock-wise (from the pump drive hub sideof the converter). It should lock upand hold a 10 ft-lb pull when thewrench is turned counterclockwise.Try the clutch for lockup and holdin at least five different locationsaround the converter. If the clutchfails to lock up and hold a 10 ft-lbtorque, replace the converter unit.

The metal ring, which is a part ofthis tool, will have to be held byhand, to hold the lock pin during thischeck.

5. Remove the tools from the con-verter.

INSPECTIONA special tool (Fig. 13) must be

used to check the condition of theconverter. This special tool is usedto check the turbine and stator endplay and the operation of the one-way stator clutch.

any signs of interference or scrapingwithin the converter assembly.

5. If there is an indication ofscraping, the trailing edges of thestator blades may be interfering withthe leading edges of the impellerblades. In such cases, replace theconverter.

STATOR TO TURBINEINTERFERENCE CHECK

1. Position the converter, frontside down, on the bench.

2. Install the front pump assembly(complete) to engage the matingsplines of the stator support andstator, and pump drive gear flats.

3. Install the input shaft, engagingthe splines with the turbine hub(Fig. 12).

4. While holding the pump sta-tionary, attempt to rotate the turbinewith the input shaft. The turbineshould rotate freely in both direc-tions without any signs of interfer-ence or scraping noise.

5. If interference exists, the statorfront thrust washer may be worn,allowing the stator to hit the turbine.In such cases, the converter must bereplaced.

FRONT PUMP AND STATORSUPPORT

1. Inspect the clutch drum journalfor wear and roughness.

2. Check the side clearances be-tween the clutch apply pressure sealrings and their grooves in the statorsupport. These clearances should bebetween 0.0035 and 0.0045 inch.

3. Remove the clutch apply rings

STATOR TO IMPELLERINTERFERENCE CHECK

1. Position a stator support shafton the bench with the spline end ofthe stator shaft pointing up (Fig. 11).

2. Place the front pump rotorover the stator shaft with the flatside of the rotor down.

3. Place the converter over thestator support shaft so that the frontpump flats are in normal (running)engagement with the pump rotor.The converter pump driving hubwill bottom the rotor.

4. While holding the stator shaftstationary, try to rotate the con-verter counterclockwise. The con-verter should rotate freely without

INSPECTION

TURBINE AND STATOR ENDPLAY CHECK

1. Insert the tool into the con-verter pump drive hub until it bot-toms.

2. Install the guide over the con-verter pump drive hub.

3. Expand the split fiber bushingin the turbine spline by tighteningthe adjusting nut. Tighten the adjust-ing nut until the tool is securelylocked to the turbine spline.

4. Attach a dial indicator to thetool (Fig. 13). Position the indicatorbutton on a converter pump drivehub, and set the dial face at 0 (zero).

5. Lift the tool upward as far asit will go and note the indicator read-ing. The indicator reading is the totalend play which the turbine and statorshare. If the total end play exceedsspecifications, replace the converter.

6. Loosen the adjusting nut to freethe split bushing, and then removethe tool from the converter.

FIG. 1 2-Checking Stator toTurbine Interference

PART 7-1 - GENERAL TRANSMISSION SERVICE 7-13

Split Fiber Bushing

END PLAY CHECK

Torque Wrench

Torque Wrench

Tool-T59p.7902.8 or 7937.8

Metal RingToo/-T63P-7902-A

TURBINE HUBT 001- T64L- 7902-A

(4-(6 TRANSM5SIONSTATOR CLUTCH CHECK

D 1516-C

FIG. 13-Converter Toollnstallation-Tvpical


planet assemblies should be checkedfor loose fit and/ or complete dis-engagement. Replacement, using anew planet assembly, should bemade if either condition is found toexist.

2. Inspect the pinion gears fordamaged or excessively worn areas.

3. Check for free rotation of thepinion gears.

4. Inspect the C4 transmissionfront planet thrust surface for ex-cessive wear.

and install them in their normal run-ning position in the clutch drum.Then check the ring gaps. This ringgap clearance should be between0.002 and 0.009 inch.

4. Inspect the input shaft bush-ings in the stator support shaft forwear.

Check the oil ring grooves in thestator support for nicks, burrs ordamaged edges. Check the gasketmating surface of the pump body fordamaged surface.

5. Inspect the converter pumpdrive hub bushing in the front pumphousing. Inspect the pump seal in thepump housing for defects that wouldcause fluid leakage.

GOVERNOR1. Inspect the governor valves

and housing for wear. Crocus clothmay be used to polish the valvesif care is taken to avoid roundingthe sharp edges.

2. Install the governor valves inthe governor housing and checkthem for free movement. Each valveshould fall of its own weight whendry.

SERVO-ASSEMBLIES1. Inspect the servo piston and

seals for defects that would causehydraulic leakage.

2. Inspect the cover seal and gas-ket cover sealing surface for defects.

CASE1. Inspect the case for cracks.2. With an air hose, check all fluid

passages for obstruction or crossleakage.

3. Check all case linkage parts forfree travel and proper engagement.

4. Check the vent passage forobstructions with an air hose.

ONE-WAY CLUTCH1. Inspect the outer and inner

races for scores or darnaged surfacearea where the rollers contact theraces.

2. Inspect the rollers and springsfor excessive wear or darnage.

3. Inspect the spring and rollercage for bent or darnaged springretainers.

be installed, soak them in automatictransmission fluid for at least 15 min-utes before assembling them in theclutch drum. This soaking preventsdamage to the plates during thetransmission fluid fill period and in-itial running-in.

2. Inspect the steel clutch plates.These clutch plates should also beflat. If they are not flat, they shouldbe replaced.

3. Inspect the clutch releasesprings for being broken or dis-torted.

4. Inspect the clutch piston ballcheck valve for free movement andproper seating. Make sure the orificein the clutch piston is open.

5. Inspect the clutch drum bush-ing for wear.

CONTROL VALVE BODY1. Inspect all valve and plug bores

for scores. Check all fluid passagesfor obstruction. Inspect the checkvalves for free movement. Inspect allmating surfaces for burrs or distor-tion. Inspect all plugs and valves forburrs and scores. Crocus cloth canbe used to polish valves and plugs ifcare is taken to avoid rounding thesharp edges of the valves and plugs.

2. Inspect all springs for distor-tion. Check all valves and plugs forfree movement in their respectivebores. Valves and plugs, when dry,must fall from their own weight intheir respective bores.

PINION CARRIERS1. The pins and shafts in the

CLUTCH ASSEMBLY1. Inspect the composition clutch

plates for damage. These platesshould be fiat. If the plates are notfiat, they must be replaced. If theold plates are to be re-used, theymust not be cleaned in a vapor de-greaser or cleaned with any type ofdetergent solution. Wipe them cleanwith lint-free towels.

If new composition plates are to

7-15

C4 AUTOMATICDUAL RANGE TRANSMISSION

Section PageLow-Reverse Servo Piston Replacement. . . . . . .7-32Extension Housing Bushing and Rear

SeaIReplacement 7-32Extension Housing and Governor Replacement. 7-32

3 Removal and InstallationRemoval 7-33Installation 7-33

4 Major Repair OperationsDisassembly of Transmission. . . . . . . . . . . . . . . . .7-34Parts Repair or Replacement. . . . . . . . . . . . . . . . .7-38Assembly of Transmission. . . . . . . . . . . . . . . . . . .7-47

Section Page1 Description and Operation

Description 7-15Operation 7-15

2 In-Car Adjustments and RepairsControl Linkage Adjustments. . . . . . . . . . . . . . . .7-24Throttle and Downshift Linkage Adjustments. . .7-24Manual Linkage Adjustment. . . . . . . . . . . . . . . . .7-28Neutral Start Switch Adjustment. . . . . . . . . . . . .7-30Neutral Start Switch Replacement 7-31BandAdjustments 7-31Oil Pan and Control Valve Body Replacement.. 7-31Intermediate Servo Repair. . . . . . . . . . . . . . . . . . .7-31

(Fig. 3) consists of an impeller(pump), a turbine, and a stator. Allthese parts are enclosed and operatein a fluid-filled housing.

When the engine is running, thefluid in the torque converter flowsfrom the impeller to the turbine andback to the impeller through thestator. This flow produces a maxi-mum torque increase of about 2 to1 when the turbine is stalled. When

cates changes to service details whichaffect interchangeability when thetransmission model is not changed.For interpretation of this number,see the Master Parts Catalog.

Table I shows the engine andtransmission model applications.

OPERATIONTORQUE CONVERTER

The hydraulic torque converter

STATOR SUPPORTFRONT PUMP CASE INTERMEDIATE .,~.~."

I BANDLOW-REVERSE DRUM

FORWARD CLUTCHI HUB AND RING GEAR

INPUTSHELL

CONVERTERCONVERTER

\.i

~~

GOVERNOROISTRIBUTOR

I SLEEVE

GOVERNOR

: I;:-BUTOR

D"V"D,;E RING GEARLOW REVERSE BAND

{ ONE.WAYCLUTCH

!1!..

~ ~

" .SPLINE SEAL

EXTENSIONHOUSING

~GOVERN~:

. --~~..~ ..'>RIVE GEARt-~

\~(\rf'\~ \\:

!~'. ~" T',c ,-. ' , ,"

j C C

Ca-IVERTER ,"ONE-WAY'CLUTCH

. _ANET CARRIER

PLANET CARRIER~!

I"""" PARK TOGGLE LEVER

, LOW-REVERSE SERVO PIST~~;;:..

'";;:;-0 LEVERS

.. REVERSE-HIGH CLUTCH,. .

IWEL1-ER Ca-ITROL VALVE BODY

STATOR

D 1474-A

FIG. 1-(4 Automatic Dual Range Transmission

DESCRIPTIONFigure 1 shows the location of the

converter, front pump, clutches,gear train and most of the internalparts used in the C4 transmission.The identification tag (Fig. 2) at-tached by the low-reverse servo coverbolt, includes the model prefix andsuffix, as well as a service identifica-tion number and date code. Theservice identification number indi-

EXTENSIONHWSINGSEAL

OJTPUTSHAFT


verter is forced through alocated in the radiator tank.

ENGINE DISPLACEMENTD1475-A

FIG. 2-ldentification Tag

enough torque is developed by theimpeller, the turbine begins to ro-tate, turning the turbine shaft (inputshaft).

The converter torque multiplica-tion gradually tapers off as turbine

HOUSINGTURBINE

(PUMP)

STATOR

.. ONE-WAYCLUTCH

INPUT

(TURBINE)SHAFT

\D1004-A

FIG. 3-Sectional View ofTorque Converter-Typical

speed approaches impeller speed, andit becomes 1 to 1 when the turbineis being driven at %0 impeller speed.This is known as the coupling point.

When the turbine is rotating atless than %0 impeller speed, the con-verter is multiplying torque. Thefluid leaving the turbine bladesstrikes the front face of the statorblades. These blades are held station-ary by the action of a one-wayclutch (Fig. 3) as long as the fluidis directed against the front face ofthe blades.

When the turbine rotates fasterthan %0 impeller speed the convert-er no longer multiplies torque. Thefluid is directed against the back faceof the stator blades. As the one-wayclutch permits the stator to rotateonly in the direction of impeller ro-tation, the stator begins to turn withthe impeller and turbine. The con-verter operates as an efficient fluidcoupling as long as the turbine speedremains greater than %0 impellerspeed.

A constant flow of fluid into andout of the converter is maintained.The fluid coming out of the con-

TABLE 1 -Engine and Transmission Application

PLANETARY GEAR TRAIN,CLUTCHES, BANDS,AND SERVOS

Planetary Gear Train. The geartrain consists of an input shaft thatis splined to the turbine of the con-verter and the forward clutch cylin-der (Fig. 4). The forward clutch cyl-inder rotates the steel internal clutchplates of the forward clutch and thecomposition clutch plates of the re-verse-high clutch. When the reverse-high clutch is applied, the externalarea of the clutch hub is splined toand drives the input shell to rotatethe sun gear. When the forwardclutch is applied, the compositionclutch plates drive the forward clutchhub and ring gear. The ring gearrotates the forward planet gears.

When applied, the intermediateband holds the reverse-high clutchdrum, input shell and sun gear fromrotating.

The sun gear, which is driven bythe input shell, is meshed with theforward and reverse planet gears.The reverse planet carrier and lowreverse drum are locked togetherwith external splines. The low-re-verse drum can be held from rotat-ing by the low-reverse band. In Dlthe low-reverse drum is also heldfrom rotating by a roller type one-way clutch.

The forward planet carrier, re-verse ring gear hub, park gear andgovernor oil collector are all splinedto the output shaft.

Forward Clutch. The input shaftis splined to and drives the forwardclutch cylinder (Fig. 4). Rotation ofthe cylinder drives the steel clutchplates in the forward clutch and thecomposition clutch plates of the re-verse-high clutch.

When the forward clutch pistonis applied by hydraulic pressure, themovement of the piston against thedisc spring locks the steel and com-position clutch plates together todrive the forward clutch hub andring gear.

When hydraulic pressure is re-leased from the piston, the discspring moves the piston to the re-leased position. As the disc springmoves, the steel and compositionclutch plates are released. This stopsthe rotation of the forward clutchhub and ring gear (Fig. 4). The for-ward clutch is applied in all forwarddrive gear ratios.

7-17PART 7-2 - C4 AUTOMATIC DUAL RANGE TRANSMISSION

Reverse-High Clutch. When hy-draulic pressure is directed to theclutch piston, the piston movesagainst the release springs (Fig. 4).The piston movement locks the steeland rotating composition clutchplates together. The steel clutchplates drive the reverse-high clutchdrum which is splined to the inputshell. Rotation of the input shelldrives the sun gear which is splinedto the input shell.

To release the reverse-high clutch,hydraulic pressure is exhausted fromthe apply side of the piston. The re-turn springs move the piston to thereleased position. The steel and com-position clutch plates are now re-leased to stop rotation of the reverse-high clutch drum, input shell andsun gear.

InteTDlediate Servo and Band. Theintermediate servo is machined intothe transmission case and the bandhas an external adjustment screw(Fig. 5). To apply the servo, hy-draulic pressure is directed from thecontrol valve body, through a hole inthe case to the hole in the servopiston stem. The pressure passesthrough the center of the piston stemand then to the apply side of thepiston. The piston moves against the

expands to release the piston and thelow-reverse band.

POWER FLOWAll Gear Rotations are viewed

from the front of transmission. Table2 shows the gear ratios obtained inthe different selector lever positions.

Power Flow Neutral. In neutral(Fig. 7) the clutches or bands arenot applied, therefore, no power istransmitted to the output shaft.

Power Flow First Gear. In lowgear (Fig. 7), the forward clutch isapplied, and the planet one-wayclutch or low-reverse band is holdingthe low-reverse drum and reverseplanet carrier from rotating. Thepower flow is through the inputshaft and into the forward clutch.The input shaft is splined to anddrives the forward clutch cylinder.Rotation of the forward clutchdrives the forward clutch hub andring gear. The ring gear rotates theforward planet gears clockwise tocause the sun gear to rotate counter-clockwise.

Counterclockwise rotation of thesun gear turns the reverse planetgear clockwise. The reverse planetcarrier being splined to the low-reverse drum is held from rotating

return spring to tighten the inter-mediate band around the reverse-high clutch drum.

To release the servo piston, hy-draulic pressure is directed to the re-lease side of the piston. The releasepressure is assisted by the com-pressed return spring to move theservo piston and intermediate bandto the OFF position. The interme-diate servo and band are applied onlyduring the intermediate gear oper-ation.

Low-Reverse Servo and Band.The low-reverse servo is machinedinto the transmission case and theband has an external adjustmentscrew (Fig. 6). To apply the servo,hydraulic pressure is directed fromthe control valve body through ahole in the case to a hole in thepiston stem. The pressure thenpasses through the center of thepiston stem to the apply area of theservo piston. The apply pressureforce moves the piston against thepiston return spring to tighten thelow-reverse band around the low-reverse drum.

To release the servo piston andband, the hydraulic pressure is ex-hausted from the apply side of thepiston. The compressed return spring


APPLYSIDE OFPISTON

-COVER

d .APPLY

PRESSURE6 CYLINDER ENGINE

FIG. 5-lntermediate Servo and Band

RELEASE PRESSURED 1482-C

tion of the reverse planet gears ro-tates the reverse ring gear and hubclockwise. The hub of the reversering gear is splined to the output

by the one-way clutch or low-reverseband.

With the reverse planet carrierheld stationary, the clockwise rota-

shaft and rotates the output shaftclockwise.

The output shaft rotation is at areduced speed, compared to the in-put shaft rotation, but at an in-creased torque.

The output shaft rotation at a re-duced speed is caused by the factthat the forward planet carrier ro-tates at the same speed of the outputshaft and in the same direction sincethe carrier is splined to the outputshaft. The forward ring gear andplanet assembly are rotating in thesame direction, but the planet carrieris rotating at a slower speed thanthe ring gear. Therefore, the low gearratio (torque multiplication) is acombination of the ratios providedby the forward and reverse planetassemblies.

Power Flow Intennediate Gear.In intermediate gear (Fig. 7), theforward clutch is applied and theintermediate band is holding the re-verse high clutch drum, input shelland sun gear from turning.

The power flow is through the in-put shaft into the forward clutch andforward front planet assembly ringgear. The sun gear is held from ro-tating by the intermediate band. Thiscauses the forward planet pinions torotate (walk) around the sun gear,carrying the forward planet carrierwith them. The forward planet car-rier, being splined to the outputshaft, causes clockwise rotation ofthe output shaft at a reduction inspeed compared to the speed of theinput shaft, and at an increase intorque.

Clockwise rotation of the outputshaft causes clockwise rotation ofthe output shaft ring gear, causingthe reverse planet pinions to alsorotate (walk) around the sun gearin a clockwise direction. The reverseplanet carrier will also rotate clock-wise and the one-way clutch innerrace being splined to the reverseplanet carrier, will overrun.

Power Flow High Gear. In highgear (Fig. 7), the forward and re-verse-high clutches are applied. Thepower flow is through the input shaftinto the forward clutch cylinder.(The forward clutch cylinder rotatesthe steel clutch plates of the forwardclutch and the composition clutchplates of the reverse-high clutch).The forward clutch directs thepower flow through the forwardclutch hub and ring gear to the for-ward planet carrier.

The reverse-hilZh clutch directs

7-19PART 7-2 C4 AUTOMATIC DUAL RANGE TRANSMISSION

TABLE 2-Gear Ratios

LowReverse

Band

ReverseHigh

Clutch

IntermediateBand

One-WayClutch

GearRatios

ForwardClutch

TransmissionSelector Position

Gear

-Off

On

On

On

On

Off

-Off

Off

Off

Off

On

On

Off

Off

Off

On

Off

Off

Off

On

Off

Off

Off

On

Nor P

L

Dl

Dl or D2

Dl or D2

R

Neutral

I Low

[ Low,_-Intermediate

HighReverse

Off

Holding

Holding

Over-Running

Over-Running

Not Affected

-2.46:1

2.46:1

1.46:1

1.00:1

2.20:1

manual linkage according to modeof operation desired, to direct fluidout of two or more of the linepassages which lead from the manualvalve. The five passages (Fig. 8)leading from the manual valve (fromleft to right) are:

1. D22. Dl3. D4. L-R5. RThe D2 passage is charged in D2

range only.The Dl passage is charged in D2

and Dl ranges.The D passage is charged in all

forward ranges, (including manuallow).

The L-R passage is charged in Land R ranges.

The R passage is charged in re-verse range only.

In Park and Neutral the valveblocks the flow of control pressureand exhausts the five passages lead-ing from the manual valve.

The D passage supplies fluid pres-sure to the governor secondaryvalve, D2 valve and forward clutch.

The D2 passage supplies fluid tothe adjoining ends of the D2 and 1-2shift valves. '

The D 1 passage supplies fluid tothe 2-3 shift valve.

the Land R passage suppliesfluid to the lower end of the inter-mediate band accumulator valve,end of the manual low valve, throughthe downshift valve, to and throughthe throttle modulator valve bore,under the 2-3 shift valve and to theunderside of the first land of the1-2 shift valve.

In addition, fluid is supplied to theD2 valve and through the valvewhen it is in the closed (up) position,to the Low and Reverse Servo, ap-plying the low and reverse band. Thesame fiuid is also directed to the

In addition, fluid is also directedto the primary throttle valve, whichis located in the rear of the case.Fluid delivered to these valves is ata pressure controlled by the mainoil pressure regulator valve.

Main Oil Pressure RegulatorValve. The main regulator valveassembly consists of the main oilpressure regulator valve and spring,retainer, main oil pressure boostervalve, spring and sleeve, locatedin one bore in the main controlassembly (Fig. 8).

Fluid is delivered to three valleysof the main regulator valve, from thefront pump. The difference in diam-eter between the end land and thesecond land provides an area differ-ential for regulation. Fluid pressurein this area tends to move the valveagainst spring force. Spring force issuch that at approximately 60 psifront pump pressure, the main valvewill move so that the third land un-covers .the converter feed port, al-lowing additional pump volume to beused to charge the converter. If vol-ume supplied by the front pump isgreater than that required to main-tain 60 psi line pressure, and con-verter and lube requirements, thevalve will move further allowing thefourth land to uncover the portwhich allows excess pump volume tobe discharged into the sump.

Pressures over 60 psi which arerequired under various operatingconditions are obtained by deliveringfluid under pressure to the pressurebooster valve, where it will causethe pressure booster valve to assistthe main regulator valve spring in in-creasing regulated line pressure.

Source of these pressures whichcause variations in control pressureare discussed later.

Manual Valve. Two passages de-liver control pressure to the manualvalve. The valve is positioned by the

the power flow through the inputshell to the sun gear. With the sungear and the forward clutch hub ringgear driven at the same speed theforward planet assembly (that issplined to the output shaft) is forcedto rotate the output shaft at the samespeed and direction to provide highgear.

Power Flow Reverse. In reverse(Fig. 7), the reverse-high clutch andlow-reverse band are applied. Thepower flow is through the inputshaft, reverse-high clutch, input shelland to the sun gear. Clockwise rota-tion of the sun gear causes counter-clockwise rotation of the reverseplanet gears.

The low-reverse band, holding thelow-reverse drum and reverse planetcarrier from turning, causes the re-verse planet gears to rotate counter-clockwise.

This rotates the reverse ring gearand hub counterclockwise. The hubsplined to the output shaft rotatesthe output shaft counterclockwise ata reduction in speed and at an in-crease in torque for reverse gear.

HYDRAULIC CONTROLSYSTEM

The hydraulic system described be-low (Fig. 8) includes all models.

Front Pump. Fluid for operationof the hydraulic control system issupplied by one gear type pumpmounted on the front of the trans-mission case. Pump intake is througha screen which is part of the maincontrol assembly, into the case cast-ing and pump. Discharge is throughthe case into the main control as-sembly. Fluid from the front pumpis directed to the following valves inthe main control assembly:

Main Oil Pressure RegulatorValve

Throttle Booster ValveManual Valve


INPUT SHAFT OUTPUT SHAFT

SECOND GEAR

OUTPUT SHAFT

HIGH GEAR

FIRST GEAR - MANUAL LOWREVERSE

D1476-A

FIG. 7-PnwPcr Flnw


CONVERTER CHECK VALVECONVERTER FRONT PUMP

PRIMARY GOVERNOR

ONE WAY

\\\-.~~REVERSE

ANDDIRECTCLUTCH

~ lOW ANOI REVERSE

SERVO

INTERMEDIATESERVO

~

SECONDARYGOVERNORON

- -..VALVE

~tON=-VERTER

PRESSURERELIEF

,VALVEGAUGE

I CON-NECTION

-,--<::k=== - VALVE

r-

~-~

1-2 SHIFTVALVE

02 VALVESERVOCHECKVALVE

INTER-MEOIATE

BANDACCUMU-

LATORVALVE

THROTTLE- - --

VALVE EXHAUST

~ ~"',.~. ._-

BOOST VALVE

\'

DOWNSHIFTVALVE

~ --MANIFOLD VACUUM

DE1SUMP

-' PRIMARY...THROTTLE VACUUM

VALVE ICASE) DIAPHRAGM~~I PRESsUiE-

BOOSTER VALVE-"Dl

D2.

MANUAL VALVErJW~~~1 ~ ~ -' I I I I I

I I R

PRND,D,L LoR

D lS89-A

FIG. 8-Hydraulic Control System


spring end (opposite governor) of theD2 valve.

The R passage supplies fluid tothe middle valley of the pressurebooster valve, through the 2-3 shiftvalve to the reverse and direct clutch,applying it, and to the release side ofthe intermediate servo. Fluid is alsosupplied to the end of the 2-3 back-out valve, and to the intermediateband accumulator valve.

Primary Throttle Valve. The pri-mary throttle valve is actuated bychanges in manifold vacuum. Pri~mary throttle pressure starts at 20"(nominal) of mercury vacuum. Pri-mary throttle pressure is deliveredto the:

1. End of the pressure boostervalve.

2. Upper valley of pressure boost-er valve (through cutback valve).

3. Downshift valve and throttlemodulator valve (through throttlebooster valve).

4. End of the throttle boostervalve.

5. Spring end of the 2-3 back-outvalve and manual low valve. Figure9 shows how primary throttle pres-sure varies with engine vacuum.

Pressure Booster Valve. T.V. pres-sure is delivered to the upper valleyof the pressure booster valve andto the end of the pressure boostervalve. When force created on thebooster valve by T.V. pressures inthese two areas exceeds pressurebooster valve spring force, the forcewill be added to the main regulatorvalve spring force transmitted tothe main regulator valve. This willprovide increased control pressuresrequired to compensate for increasedthrottle openings and engine torqueoutput. Figure 9 shows how controlpressure varies with engine vacuumat 0 output shaft rpm.

move the primary governor valve in,closing the line leakage exhaust portat the primary valve. Pressure in theline leakage passage will becomeequal to line pressure, forcing thesecondary governor valve in. Thisaction shuts off line pressure feedto the governor passage and exhauststhe governor circuit.

When the secondary governorvalve is regulating, governor pressurewill be delivered to the cut-backvalve, end of the 2-3 shift valve andthe 1-2 shift valve. Figure 10 showsth(; r:.lationship between governorpres,ure and output shaft RPM.

"1brottle Booster Valve. Throttleplate openings above 50° providevery little change in engiBe vacuumas compared to throttle plate open-ings below 50°. The throttle boostervalve is provided to boost throttlepressure and provide the necessaryshift delay for engine throttle plateopenings above 50°.

Below approximately 60 PSIprimary TV pressure, TV pressureflows to and through the throttleboost valve unaffected, working onthe end of the boost valve and onthe area differential on the springside of the boost valve. As a con-sequence, TV pressure passesthrough the throttle boost valve un-affected.

When TV pressure increases above60 psi, the force created by TVpressure acting on the end of thethrottle boost valve, minus the forceof TV pressure acting on the areadifferential on the spring side, willexceed the force of the spring. Thiscauses the valve to move against thespring, closing off primary TV pres-sure to the area differential on thespring side and permitting this areato be fed from line pressure, causinga boost in the pressure used for shiftdelay only. Because the area of the

-20

- - -15 10 5

MANIFOLD VACUUM

0

-' 100vin. 60

~ I [, I I I I .0 5 10 15 20 25 30

OUTPUT SHAFT RPM x 100 DI5S9-AD1558.A

FIG. 9-Throttle PressureRegulation

FIG. 10-Governor PressureRegulator

Governor

AT REST (0 MPH). Control pres-sure (line) is fed to the secondarygovernor valve through the centerpassage in the valve body. Becauseof the differential in area of theinner and outer lands of the valve,the valve will be forced inward,shutting off line pressure feed to thegovernor passage and allowing thispassage to be opened to exhaust, atthe inner end of the valve. At thesame time, line pressure will passby two flats on the outer end of thevalve, pressurizing the line leakagepassage leading to the primary gov-ernor valve. At rest, the spring onthe outer end of the primary gov-ernor valve holds the primary gov-ernor valve inward, blocking furtherflow of the fluid in the line leakagepassage. This causes pres"ure in theline leakage passage to build to mesame value as line pressure. A$ aconsequence, the secondary governorvalve is held in and there is no pres-sure in the governor circuit.

ABOVE 10 MPH. When vehiclespeed reaches approximately 10 mph,centrifugal force on the primarygovernor valve overcomes springforce, and the valve moves outward,opening the line leakage passageto exhaust. This action reduces thepressure on the end of the secon-dary governor valve to zero (0),allowing the secondary valve to alsomove outward, due to spring forceand centrifugal force. When the sec-ondary valve moves outward, itcloses the governor exhaust passage,and allows line pressure to enter thegovernor passage. As pressure buildsin the governor passage it will createa force on the secondary governorvalve due to the differential in areasof the inner and outer lands of thevalve. This force tends to move thevalve inward. When the force on thevalve created by pressure in thegovernor passage exceeds the cen-trifugal force plus spring force, thevalve will move inward, allowinggovernor pressure to exhaust, andclose the passage between line pres-sure and governor pressure. Whengovernor pressure is reduced, thesecondary valve will again move out-ward, closing the governor exhaustport and opening the line pressureto governor passage. Above 10 mph,governor pressure is regulated in thismanner, and will vary with vehiclespeeds.

If vehicle speed drops below J 0mph, the primary valve spring will

PART 7-2 C4 AUTOMATIC DUAL RANGE TRANSMISSION 7-23

the throttle modulator valve is helddown cutting off modulated throttlepressure to the 2-3 shift valve and1-2 shift valve. In addition, theport which delivered D1 fluid to thedifferential in area of the shift valvelands, is closed.

The shift valve will be reopened(moved up) causing a downshiftunder one or more of the followingconditions:

GOVERNOR PRESSURE RE-DUCED. If governor pressure is re-duced to the point where it can nolonger hold the shift valve downagainst spring force and TV pres-sure force, the valve will move upcausing a downshift. Under closedthrottle conditions, the 2-3 shiftvalve will close at approximately 10mph (speed at which governor pres-sure is cut off). Since governorpres~ure is cut off at this speed the1-2 shift valve train also closes atthe same time. This will provide a3-1 downshift when coasting in D1range.

THROTTLE PRESSURE IN-CREASE. If throttle pressure isincreased sufficiently, it will movethe throttle modulator valve andconsequently the 2-3 shift valve up,causing a 3-2 torque demand down-shift.

THROTTLE PRESSURE IN-TRODUCED BELOW 2-3 SHIFTVALVE. If the downshift valve ismoved through detent, boostedthrottle pressure is directed to theundersize of the 2-3 shift valve,forcing the valve up and causing aforced 3-2 downshift. Maximum 3-2forced downshift speed is controlledby governor pressure.

EXHAUSTING D1 FLUIDFEED TO THE 2-3 SHIFTVALVE. If manual valve is movedto L range, the D1 passage whichfeeds oil to the 2-3 shift valve willbe opened to exhaust allowing di-rect clutch apply-intermediate servorelease fluid to exhaust, permittingthe intermediate band to apply,causing a 3-2 downshift.

2-3 Back-Out Valve. The purposeof the 2-3 back-out valve is to pro-vide smooth upshifts, when thethrottle is suddenly closed whileaccelerating in second gear. Opera-tion is as follows:

NORMAL THROTTLE-ON 2-3UPSHIFTS. When the 2-3 shiftvalve moves to cause a 2-3 upshift,D 1 fluid passes through the valve toapply the direct clutch and releasethe intermediate servo. This same

end of the throttle boost valve ex-ceeds the area differential on thespring side by 21/2 to 1, throttleboost pressure above 60 psi primaryTV pressure will increase 2.5 psi,per 1 psi primary TV.

TV pressure from the throttlebooster valve is delivered to thedownshift valve and throttle mod-ulator valve.

Figure 9 shows the relationshipbetween primary TV pressure andboosted throttle pressure.

Throttle Modulator Valve. Thethrottle modulator valve, located inthe end of the 2-3 shift valve borereduces throttle pressure which actson the ends of the 2-3 shift valveand on the area differential of the1-2 shift valve. Modulated throttlepressure in these areas provides shiftdelay in relation to throttle opening.

Cut Back Valve. Increased linepressure is required to prevent clutchand band slippage under stall condi-tions. Dependent upon car speed,the requirements for increased linepressure are considerably reduced.When governor pressure acting onthe end of the cutback valve exceedsthe force of TV pressure acting onits area opposing governor, the cut-back valve will move cutting offprimary TV pressure being fed tothe upper valley of the pressurebooster valve. This action reducesthe assist that the pressure boostervalve provides to the main regulatorvalve spring. The cutback valvemovement will therefore vary withengine throttle opening and carspeed.

1-2 Shift Valve Train. The 1-2shift valve train is composed of the1-2 shift valve, the D2 valve, andthe 1-2 shift valve spring.

D-l RANGE. In Dl range the1-2 shift valve is held closed (up) bymodulated throttle pressure actingon the differential area betweenthe two lands of the 1-2 shiftvalve, by D fluid' pressure actingon the differential in area be-tween the two lands at the springend of the D2 valve, and by the1-2 shift valve spring. Governorpressure tends to move the 1-2 shiftvalve train against these forces.When force created by governorpressure exceeds the forces holdingthe 1-2 shift valve train closed, the1-2 shift valve and D2 valve will beopened (moved downward), closingthe exhaust port and allowing Dfluid to pass through the D2 valveto accomplish the 1-2 shift. When

the D2 valve is moved downwardD fluid is exhausted from the differ-ential in areas provided by the lowertwo lands of the D2 valve. This ac-tion eliminates the force created byD fluid which tends to hold the 1-2shift valve train closed.

If governor pressure is reduced tothe point where spring force andmodulated throttle pressure forceexceeds governor pressure force, the1-2 shift valve train will move up(close) cutting off the flow of Dfluid through the valve and openingthe exhaust port allowing a down-shift to low gear.

If the throttle is open to the pointwhere modulated throttle pressureacting on the 1-2 shift valve plus the1-2 shift valve spring force createsa force greater than that providedby governor pressure, the 1-2 shiftvalve train will be closed, providinga torque demand downshift to low.

If the throttle is open throughdetent, the downshift valve moves toallow boosted throttle pressure toenter the modulated throttle pres-sure passage at the 1-2 shift valveto provide a forced 2-1 downshift.

L RANGE. In L range L-R fluidenters the modulated throttle pres-sure passage to provide a manuallow downshift to first gear. Oncethe transmission is in low gear L-Rfluid, which is directed to the D2valve, passes through the D2 valveand is delivered to the spring endof the D2 valve preventing an up-shift. L-R fluid which passes throughthe D2 valve also applies the re-verse and low servo.

D2 RANGE. In D2 range, D2 fluidis introduced between the 1-2 shiftand D2 valves. This action opensthe D2 valve and holds it open, pro-viding a second gear start and pre-venting a 2-1 downshift.

2.3 Shift Valve. The 2-3 shiftvalve is held closed by throttle mod-ulator valve spring force, modulatedthrottle pressure force, and by DIfluid pressure force acting on thedifferential in area of the lands ofthe valve to which it is delivered.

Governor pressure tends to openthe 2-3 shift valve. When forcecreated by governor pressure exceedsthe forces holding the valve closed,the valve will move downward (open)closing the exhaust passage (throughthe manual valve) and opening theD1 passage to allow Dl fluid toapply the reverse-high clutch andrelease the intermediate servo.

With the shift valve open (down)


out valve will be moved up theinstant that pressure drops in thedirect clutch apply-intermediateservo release circuit, when a shiftto manual low range is made or aforced downshift is made, from highgear. This is accomplished by di-recting control pressure to the endof the manual low valve, when Lrange is selected or, by directingTV pressure to the end of the man-ual low valve, when the downshiftvalve is moved to the downshiftposition.

Intennediate Band AccumwatorValve. The intermediate band ac-cumulator valve train is composed ofthe intermediate band accumulatorvalve and spring. The intermediateband accumulator valve train in con-junction with the intermediate servocheck valve controls intermediateservo apply force on all applicationsof the intermediate band, under alloperating conditions, in D1 and D2ranges. In low range the intermediateservo accumulator valve provides nocontrol on the application of theintermediate band on 3-2 downshifts.

Operation is as follows:(D1 AND D2 RANGES) (1-2

UPSHIFTS AND 3-2 DOWN-SHIFTS). Fluid pressure from theD2 valve acting on the apply sideof the intermediate servo piston tend-ing to apply the servo, causes the

fluid which is trapped in the inter-mediate servo release passage to bepressurized. This pressure acting onthe area differential of the interme-diate servo accumulator valve willcause the accumulator valve to moveagainst its spring to exhaust, tomaintain a certain level of pressureon the release side of the inter-mediate servo until it has completelystroked, applying the band. Forcecreated by this pressure on the re-lease side of the servo, plus springforce, is subtracted from the forceof control pressure acting on theapply side of the servo, thereby con-trolling the servo apply force duringany condition requiring the inter"mediate band to be on in DI or D2ranges.

(LOW RANGE) (3-2 DOWN-SHIFT). Low and reverse pressureacting on the end of the intermediateservo accumulator valve will movethe valve against the accumulatorvalve spring to insure that the fluidin the release side of the intermediateservo can exhaust freely.

(DI AND D2 RANGES) (2-3 UP-SHIFTS). During a 2-3 upshift, DIfluid from the 2-3 shift valve will un-seat the intermediate servo checkvalve, bypassing the intermediateservo accumulator valve, allowingthe release side of intermediate servoto be pressurized at the same pres-sure level as the direct clutch.

fluid is also directed to the endof the 2-3 back-out valve. However,with throttle open, primary throttlepressure on the opposite end of the2-3 back-out valve, assists springforce in holding the valve up, sothat there will be no valve move-ment until after the 2-3 shift hasbeen completed.

BACK-OUT 2-3 UPSHIFTS.When the throttle is closed during a2-3 upshift, and before the shift iscompleted, there may be enoughpressure in the direct clutch cylinderto apply the clutch at the reducedengine torque input, but not enoughpressure to release the intermediateservo. This condition could cause aharsh 2-3 shift. However, if thethrottle is closed during a 2-3 shift,primary throttle pressure will bereduced to zero (0), and reverse anddirect clutch apply pressure on theend of the 2-3 back-out valve willmove the valve down against springforce. This action immediately con-nects the clutch apply circuit to theintermediate servo apply circuit, re-ducing the pressure on apply side ofthe servo to the same value as inthe direct clutch (and also on therelease side of the intermediateservo). When this happens, the inter-mediate band is released, to providea smooth 2-3 shift.

Manual Low Valve. The manuallow valve insures that the 2-3 back-

IN-CAR ADJUSTMENTS AND REPAIRS

S. The carburetor throttle levermust be against the hot idle speedadjusting screw at the specifiedidle speed in Dl (large dot) or D2(small dot). To make sure that thecarburetor throttle lever is againstthe idle adjusting screw, refer toGroup 10 for the carburetor adjust-ing procedures.

COMET, FALCON ANDFAIRLANE LINKAGE-6CYLINDER AND 289 cmENGINES

1. With the engine off, check, theaccelerator pedal for a height of 41/2inches measured from the top of thepedal at the pivot point (Fig. 11 and12) to the floor pan. To obtain thecorrect pedal height, adjust the ac-celerator connecting link at point A.

2. With the engine OFF, discon-nect the downshift control cable atpoint B from the accelerator shaft

lever.3. With the carburetor choke in

the off position, depress the accelera-tor pedal to the floor. Block the ped-al to hold it in the wide open position.

4. Rotate the downshift lever Ccounter clockwise to place it againstthe internal stop.

5. With the lever held in this posi-tion, and all slack removed fromthe cable, adjust the trunnion so thatit will slide into the accelerator shaftlever. Turn it one additional turnclockwise, then secure it to the leverwith the retaining clip.

6. Remove the block to releasethe accelerator linkage.

COMET AND FAIRLANELINKAGE-289 cm ENGINE

1. Disconnect the bellcrank tocarburetor rod at point C and theaccelerator connecting link from thethrottle shaft at point B (Fi.2. 13).

CONTROL LINKAGEADJUSTMENTS

The transmission control linkageadjustments should be performed inthe order in which they appear inthis section of the manual.

THROTTLE AND DOWNSHIFTLINKAGE ADJUSTMENTS

1. Apply the parking brake, andplace the selector lever at N.

2. Run the engine at normal idlespeed. If the engine is cold, run theengine at fast idle speed (about 1200rpm) until it reaches normal oper-ating temperature. When the engineis warm, slow it down to normal idlespeed.

3. Connect a tachometer to theengine.

4. Adjust engine idle speed to thespecified rpm with the transmissionselector lever at Dl or D2, the drivepositions.


D 1585 - A

FIG. ll-Throttle linkage with 289 aD Engine

FIG. 12-Throltle linkage 6 Cylinder Engine


9825

LUBRICATION POINTS.

D lS86-A

13- Throttle Linkage with 289 aD Engine-Comet-Fairlane

. LUBRICATION POINTS D 1625-A

14- Throttle Linkage-Comet and Fairlane with 390-0D Engine


FIG. 15-Throttle Linkage-Mustang-AIi Engines

2. Disconnect the stablizer rodfrom the stablizer at point A.

3. Insert a 1/4 inch diameter pinthrough the stabilizer and the brack-et (Fig. 13).

4. Adjust the length of the stab-ilizer rod so that the trunnion entersthe stabilizer freely. Secure the sta-bilizer rod with the retaining clip.

5. Secure the carburetor-to-bell-crank rod to the bellcrank with theattaching clip at point C.

6. Adjust the length of the accel-erator rod connecting link to obtainan accelerator pedal height of 4-41/2 inches measured at the pedal asshown in Fig. 13. Connect the accel-erator connecting link to the acceler-ator shaft with the retaining clipafter the proper accelerator pedalheight has been established.

7. With the engine off, disconnectthe downshaft control cable at pointD from the accelerator shaft lever.

8. Rotate the downshift lever Ecounter clockwise to place it againstthe internal stop.

9. With the lever held in this posi-tioni and all slack removed from thecable, adjust the trunnion so that itwill slide into the downshift lever.Turn it one additional turn clock-wise, then secure it to the accelera-tor shaft lever with the retaining clip.

10. Remove the block to releasethe accelerator linkage.

COMET AND FAIRLANELINKAGE-390-CID ENGINE

1. Disconnect the bellcrank-to-carburetor rod at point C and theaccelerator rod from the throttleshaft at point B (Fig. 14).

2. Disconnect the stabilizer rodfrom the stabilizer at point A.

3. Insert a 1/4 inch diameter pinthrough the stabilizer and the brack-et (Fig. 14).

4. Adjust the length of the stabi-lizer rod so that the trunnion entersthe stabilizer freely. Secure the stabi-lizer rod with the retaining clip.

5. Secure the carburetor-to-bell-crank rod to the bellcrank with theattaching clip at point C.

6. Adjust the length of the accel-erator rod to obtain an acceleratorpedal height of 4-41/2 inches meas-ured at the pedal as shown in Fig.14. Connect tthe accelerator rod tothe accelerator shaft with the retain-ing clip after the proper accelera-tor pedal height has been established.

7. With the engine off, disconnect

MUSTANG LINKAGE-ALL ENGINES

1. With the engine stopped and theaccelerator pedal in norDlal idle posi-tion, check the pedal for a height of31/8 inches (Fig. 15). Be sure the fastidle cam is not contacting the fastidle adjusting screw of the car-buretor.

2. To check for free pedal travel,depress the accelerator pedal to thefull-throttle position (carburetorthrottle lever against full-throttlestop). Release the pedal and re-checkthe pedal height.

3. If necessary, adjust the acceler-ator pedal height as follows:

On six-cylinder engines, disconnectthe carburetor return spring and car-buretor rod. Adjust the length of the

the downshift rod from the leverat point D(Fig. 14).

8. With the carburetor choke inthe off position, depress the accelera-tor pedal to the floor. Block thepedal to hold it in the wide openposition.

9. Rotate the downshift lever onthe transmission in a counter clock-wise direction to place it against theinternal stop.

10. Adjust the trunnion at pointD so that it enters the downshiftlever freely.

11. Turn it one additional turncounter clockwise to lengthen therod. Secure it to the lever with theretaining clip.

12. Remove the block from theaccelerator pedal.


D1568.B

FIG. 16-Manual Linkage-Typical

transmission into the D1 detent po-sition, second from the rear.

4. Tighten the clamp on the shiftrod at point A.

5. Check the pointer alignmentand transmission operation for allselector lever detent positions.

Console Shift Transmission. Be-fore adjusting the manual linkage,check the starter neutral switchoperation. If the switch needs adjust-ing the adjustment can be made atthe time the manual linkage is ad-justed. The handle must be tighton the selector lever.

1. Move the selector lever to theD1 detent position against the stop.

2. Raise the car and loosen themanual linkage rod attaching nut(Fig. 17). Move the transmissionmanual lever to the D1 position,second from the rear. The last de-tent position is low position.

3. With the selector lever and thetransmission manual lever in the D 1position, tighten the rod attachingnut to specifications.

Selector Lever Removal,Adjustment and Installation.1. Raise the car on a hoist or

jack stands.2. Remove the retainer that se-

cures the manual linkage rod to thelower end of the manual lever (Fig.17).

3. Remove the flat washer andtwo insulator washers and discon-nect the rod from the arm.

4. Working from inside of thecar, remove the selector lever handleattaching screw. Lift the handle offthe selector lever.

5. Remove the console trim panelfrom the top of the console.

6. Disconnect the quadrant lampwires from the harness.

7. Remove the four bolts thatsecure the selector lever controlhousing to the console. Lift theselector lever housing from the con-sole.

8. It is necessary to disassemblethe quadrant to adjust the selectorlever. To disassemble the quadrant,remove the two retainers from theunderside of the dial and the twoattaching screws from the oppositeside. Separate the dial, insulators,retainer, pointer and the plate fromthe housing.

9. Install the selector lever handle.10. Position the selector lever as

shown in Figure 19. With a feelergauge, check the clearance betweenthe detent pawl and plate. The clear-ance should be 0.005 to 0.010 inch.If necessary adjust the height of thedetent pawl as shown in Figure 19.

11. Remove the handle from theselector lever.

12. Position the plate, pointer,retainer, insulators and the dial onthe control housing. Secure theseitems with two screws and two re-tainers.

13. Position the selector leverhousing in the console. Install thefour attaching bolts (Fig. 17).

14. Connect the quadrant lampwires to their connectors.

15. Po~ition the console plate andsecure it with the attaching screws.

16. Install the handle and the but-ton on the selector lever. Secure thehandle with the lock screw.

17. Secure the manual linkage rodto the arm with two insulating wash-ers, a flat washer and a retainer(Fig. 17).

18. Adjust the linkage as re-quired. Lower the car.

MUSTANG

Linkage Adjustment.1. Position the transmission se-

lector lever in Dl (large dot) position(Fig. 18).

2. Raise the car and loosen themanual lever control rod retainingnut. Move the transmission manuallever to the D 1 position, second de-tent position from the back of thetransmission. The last detent positionis manual low.

3. With the transmission selectorlever against the stop and manuallever in the DI positions, torque theattaching nut 20 to 25 ft-ibs.

4. Check the operation of thetransmission in each selector leverposition.

rod to bring the pedal height withinspecifications. Connect the carburetorrod and tighten the jam nut. Installthe return spring.

On V -8 engines, disconnect thecarburetor return spring and the car-buretor rod at point C (Fig. 15).Adjust the length of the rod to bringthe pedal height within specifications.Connect the carburetor rod and re-turn spring.

4. If necessary, adjust the trans-mission kickdown linkage as fol-lows:

On six-cylinder engines, discon-nect the kickdown cable returnspring at the transmission. Dis-connect the carburetor return springat the manifold. Disconnect thekickdown cable at Point A (Fig.15).

Position the kickdown lever in thedownshift position (carburetor-wideopen position). Hold the kickdownlever on the transmission against thestop, in a counterclockwise direction(kickdown position).

Adjust the trunnion at point Aon the kickdown cable so it alignswith the hole in the kickdown leverand install the attaching clip. In-stall the return springs.

On eight-cylinder engines, dis-connect the kickdown return springat the bellcrank. Disconnect the car-buretor return spring (Fig. 15).

Disconnect the kickdown leverrod at point B. Hold the carburetorrod in the wide open throttle posi-tion. The step in the rod should placethe bellcrank in the downshift posi-tion. Hold the kickdown lever rod inthe downward position. This posi-tions the transmission lever in thedownshift position.

Adjust the kickdown lever trun-nion at point B so it aligns withthe hole in the bellcrank. Install thetrunnion and retaining clip. Releasethe levers and install the carburetorrod and bellcrank return springs.

MANUAL LINKAGEADJUSTMENT

COMET, FALCON, FAIRLANEColumn Shift Transmission.1. With the engine stopped, loosen

the clamp at the shift lever at pointA so that the shift rod is free toslide in the clamp (Fig. 16).

2. Position the transmission se-lector lever into the Dl (large dot)position making sure that the selectorlever is against the D, stop on theselector plate.

3. Shift the manual lever at the


,HANDLEPLUG 7256 -

374949-58

'SELECTOR LEVER-f' J

!--~--,",' ~~

HOUSING 7200I?-'

---~ - ~NUT374717-5 7341

FLAT WASHER372285-58

7353"

7341 "BUSHING 7343

MANUAL LINKAGEROD 7340

VIEW ZD-1626-A

FIG. 17-Manual Linka~e Adjustment Console-Comet and Fairlane


DETENT PAWLADJUSTMENT SCREW

DIAL INDICATOR LIGHT

SECECTOR LEVER

~

DETENT PAWL

"-'- DETENT PLATE -'"""'"

FIG. 19-5elector Lever Detent Pawl Adjustment-Mustang

Selector Lever Removal Adjust-ment and Installation.

1. Raise the car and remove themanual lever control rod attachingnut (Fig. 18).

2. Lower the car, remove the se-lector lever handle attaching screw.

3. Remove the dial housing at-taching screws and the housing.

4. Remove the selector lever plateattaching screws and the plate.

5. Disconnect the dial indicatorlight (Fig. 19).

6. Remove the selector housingand lever assembly attaching bolts.Remove the selector lever and hous-ing.

7. Remove the selector lever tohousing attaching nut (Fig. 19). Re-move the lever from the housing.

8. Install the selector lever in thehousing and install the attaching nut.Torque the nut to 20 to 25 ft-lbs.

9. Install th~ dial indicator light.10. Install the selector lever

handle.11. Position the selector lever as

shown in Figure 19. With a feelergauge check the clearance betweenthe detent pawl and plate. The clear-ance should be 0.005 to 0.010 inch.If necessary adjust the height of thedetent pawl as shown in Figure 19.


13. Install the selector housing andlever assembly as shown in Figuref8. Torque the attaching bolts 8-12ft-lbs.

14. Connect the dial indicator lightwires.

15. Install the selector lever plateand tighten the attaching screws.

16. Install the dial housing andtighten the attaching screws.

17. Install the selector lever handleand tighten the attaching screw.

18. Position the selector lever inthe Dl (large dot) position.

19. Raise the car. Install the trans-mission manual lever rod to theselector lever. Adjust the manuallinkage.

20. Lower the car and check thetransmission operation in each se-lector lever detent position.

NEUTRAL START SWITCHADJUSTMENT

1. With the manual lever properlyadjusted, loosen the two switch at-taching bolts (Fig. 20).

2. With the transmission manuallever in neutral, rotate the switchand insert the gauge pin (No. 43drill shank end) into the gauge pinholes of the switch. The gauge pin

PART 7-2 - C4 AUTOMATIC DUAL RANGE TRANSMISSION 7-31

tool handle clicks. The tool is a pre-set torque wrench which clicks andoverruns when the torque on theadjusting screw reaches 10 ft-ibs.

3. Back off the adjusting screwexactly 3 full turns.

4. Hold the adjusting screw fromturning and torque the lock nut tospecification.

start only with the transmission se-lector lever in N (neutral) and P(park).

BAND ADJUSTMENTSINTERMEDIATE BAND

1. Clean all the dirt from the bandadjusting screw area. Loosen thelock nut several turns.

2. With the tool shown in Fig. 21;tighten the adjusting screw until thetool handle clicks. The tool is a pre-set torque wrench which clicks andoverruns when the torque on theadjusting screw reaches 10 ft-lbs.

Too/-T59P.77370-B or 7345

FIG. 20-Neutral Start Switch

has to be inserted to a full 31f64inch into the three holes of theswitch ~ig. 20).

3. Torque the two switch attach-ing bolts to specification. Removethe gauge pin from the switch.

4. Check the operation of theswitch. The engine should start onlywith the transmission selector leverin Neutral and Park.

-~- ~

D1460-A

FIG. 21-lntermediate BandAdjustment

3. Back off the adjusting screwexactly 13/4 turns.

4. Hold the adjusting screw fromturning and torque the locknut tospecification.LOW-REVERSE BAND

1. Clean all the dirt from the bandadjusting Screw area. Loosen thelock nut several turns.

2. With the tools shown in Fig. 22,tighten the adjusting screw until the

NEUTRAL START SWITCHREPLACEMENT

1. Remove the downshift linkagerod from the transmission downshiftlever.

2. Apply penetrating oil to thedownshift lever shaft and nut. Re-move the transmission downshiftouter lever retaining nut and lever(Fig. 20).

3. Remove the two neutral startswitch attaching bolts.

4. Disconnect the two multiplewire connectors. Remove the neutralswitch from the transmission.

S. Install the neutral start switchon the transmission. Install the twoattaching bolts.

6. With the transmission manuallever in neutral, rotate the switchand install gauge pin (No. 43 drill)into the gauge pin hole (Fig. 20).

7. Tighten the switch attachingbolts to specification and remove thegauge pin.

8. Install the outer downshift leverand attaching nut, and torque thenut to specification. Install the down-shift linkage rod to ti}e downshiftlever.

9. Install the switch wires. Con-nect the wire muitiple connectors,red to red and blue to blue. Checkthe operation of the switch in ~chdetent position. The engine should

--. ~- -D1461-A

FIG. 22-Low-Reverse Band

Adjustment

OIL PAN AND CONTROLVALVE BODY REPLACEMENT

1. Raise the car so the transmis-sion oil pan is accessible.

2. Loosen the oil pan retainingbolts and lower one edge of the oilpan to drain the transmission oil. Ifthe same fluid is to be used again,filter the fluid through a 100 meshscreen. Re-use the fluid only if itis in good condition.

3. Remove the transmission oilpan attaching bolts, oil pan andgasket.

4. Remove the valve body to caseattaching bolts (Fig. 33). Removethe valve body from the case andthe transmission inner control levers.

5. Refer to the Major RepairOperation for control valve body re-pair operation.

6. Thoroughly clean and removeall the gasket material from the oilpan and the oil pan mounting faceof the case. Install the valve bodyto the case, engaging the transmis-sion inner control levers with thevalve body manual and downshiftvalves.

7. Install the valve body to caseattaching bolts. Torque the bolts tospecification. Operate the externalmanual and downshift levers tocheck for proper travel of the valvebody manual and downshift valves.

8. Place a new gasket on the oilpan. Install the oil pan and attachingbolts. Torque the bolts to specifica-tion.

9. Lower the car and fill the trans-mission with fluid. Check the trans-mission oil pan area for fluid leak-age.

INTERMEDIATE SERVO REPAIR1. Raise the car and remove the

four servo cover to case attachingbolts.

2. Remove the servo cover, gas-ket, piston, and piston return spring.Remove the piston from the cover(Fig. 53).

3. Remove the piston seals andcover gasket.

4. Install new piston seals on thepiston. Lubricate the piston sealswith clean transmission fluid. Install


11. lA>vver the car and check thetransmission fluid level.

EXTENSION HOUSINGBUSHING AND REAR SEALREPLACEMENT

1. Disconnect the drive shaft fromthe transmission.

2. When only the rear seal needsreplacing, carefully remove it witha tapered chisel or the tools shownin Fig. 23. Remove the bushing asshown in Fig. 24. Use the bushingremover carefully so that the splineseal is not damaged.

seal should be firmly seated in thebore. Coat the inside diameter of thefiber portion of the seal with B8A-19589-A lubricant.

7. Coat the front universal jointspline with B8A-19589-A lubricantand install the drive shaft.

EXTENSION HOUSING ANDGOVERNOR REPLACEMENT

1. Raise the car on the hoist.2. Remove the drive shaft. Posi-

tion the transmission jack to supportthe transmission.

3. Remove the speedometer cable

EXTENSION HOUSING

Too/-T57P-7697-Aor 7000-G or AD

D1025.8

FIG. 24-Removing ExtensionHousing Bushing

3. When installing a new bushinguse the special tool shown in Fig.25.

BUSHING

EXTENSION HOUSING 01026-B

FIG. 25-lnstolling Extension

Housing Bushinq

from the extension housing.4. Remove the extension housing

to crossmember mount attachingbolts. Raise the transmission and re-move the mounting pad between theextension housing and the crossmem-ber.

5. Loosen the extension housingattaching bolts to drain the trans-mission fluid. Disconnect the exhaustinlet pipes at the manifold and lowerthe inlet pipes.

6. Remove the six extension hous-ing-to-case attaching bolts and re-move the extension housing.

7. Remove the governor housing-to-governor distributor attachingbolts (Fig. 27). Remove the gov-ernor housing from the distributor.

8. Refer to Major Repair Opera-tions for governor repair operations.

9. Install the governor housing onthe governor distributor (Fig. 27).Install the attaching bolts and torquethe bolts to specification.

10. Install a new extension hous-ing gasket on the case. Install theextension housing and six attachingbolts. Torque the bolts to specifica-tion.

11. Install the transmission mount-ing pad to the crossmember. Lowerthe transmission and install the ex-tension housing-to-crossmember at-taching bolts. Torque the attachingbolts to specification. Remove the

4. Before installing a new seal,inspect the sealing surface of theuniversal joint yoke ~or scores. Ifscores are found, replace the yoke.

5. Inspect the counterbore of thehousing for burrs and remove withcrocus cloth.

6. Install the seal into the housingwith the tool shown in Fig. 26. The

the servo piston in the cover.5. Install the piston return spring

in the case. Place a new gasket onthe cover. Install the piston andcover into the transmission casemaking sure that the slotted end ofthe piston is in a horizontal positionso that it will engage the strut.Use two 5I16-18xl V4 bolts, 1800apart to position the cover againstthe case.

6. Install the two servo coverattaching bolts. Remove the two11/4 -inch bolts and install two at-taching bolts. Torque the bolts tospecification.

7. Adjust the intermediate band.Lower the car and check the trans-mission fluid level.

8. If the band cannot be adjustedproperly, the struts are not in posi-tion. Remove the oil pan and valvebody. Install the struts, valve body,oil pan, and adjust the band. Refillthe transmission with fluid.

LOW-REVERSE SERVOPISTON REPLACEMENT

1. Raise the car on a hoist.2. Loosen the reverse band adjust-

ing screw lock nut. Tighten the re-verse band adjusting screw to 10ft-lbs torque. (Tightening the screwwill insure that the band strut willbe held against the case by the band,preventing it from falling downwhen the reverse servo piston as-sembly is removed).

3. Remove the four servo cover tocase attaching bolts. Remove theidentification tag and vent tube re-taining clip. Remove the servo coverand seal from the case.

4. Remove the reverse servo pistonand stem from the case as an as-sembly.

5. Insert a small screwdriver inthe hole of the piston stem (Fig. 52).Remove the piston attaching nut.

6. Remove the servo piston fromthe stem. The piston seal cannot bereplaced without replacing the pis-ton. The seal is bonded to the piston.

7. Install a new piston on thestem. Install the attaching nut.Torq~e the nut to specification.

8. Install the reverse servo pis-ton assembly in the case. Make surethat the release spring is in position.

9. Install the reverse servo coverand a new seal, positioning thebreather tube clip and service identi-fication tag under the proper cover-to-case bolts. Torque the bolts tospecification.

10. Adjust the reverse band.


D1027-CFIG. 26-lnstalling Extension Housing Seal

transmission jack. manifold.1'2. Connect the speedometer 14. Lower the car and fill the

cable to the extension housing. In- transmission with fluid.stall the drive shaft. 15. Check the extension housing

13. Install the inlet pipes on the area for fluid leakage. FIG. 27-Governor Installed

REMOVAL AND INSTAllATION

REMOVAL1. Raise the car and remove the

two converter cover attaching boltsat the lower front side of the con-verter housing. Remove the cover.

2. Remove the two converterdrain plugs (Fig. 28). Drain the fluidfrom the converter. Install the twoconverter drain plugs.

CONVERTER

-- --CONVERTER

DRAIN PLUG D 1458.5

FIG. 28-Converter Drain PlugLocation

7. Disconnect the exhaust pipeflange from the manifolds.

8. Remove the parking brake cablefrom the equalizer lever.

9. Loosen the transmission oil panbolts and drain the fluid at one cor-ner of the oil pan. Tighten theattaching bolts after the fluid hasdrained.

10. Disconnect the fluid coolerlines from the transmission case. Re-move the fluid tube from the case.

11. Remove the manual and kick-down linkage rods from the trans-mission control levers.

12. Disconnect the neutral startswitch wires from the retainingclamps and connectors.

13. Remove the starter cable. Re-move the starter attaching bolts andremove the starter from the con-verter housing.

14. Remove the four converter-to-flywheel attaching nuts.

15. Position the transmission jackto support the transmission and se-cure the transmission to the jackwith a safety chain.

16. Remove the fOUL crossmem-ber and mounting pad attaching boltsand lower the crossmember.

17. Remove the five converterhousing-to-engine attaching bolts.Lower the transmission (Fig. 29),and remove ~i from under the c:!!'.

INSTALLATION1. With the converter properly

installed, place the transmission Onthe jack (Fig. 29). Secure the trans-

3. Remove the drive shaft andinstall the extension housing seal re-placer tool in the extension housing.

4. Disconnect the vacuum hosefrom the transmission vacuum unit,Disconnect the vacuum line from theretaining clip.

5. Remove the two extension hous-ing to crossmember bolts.

6. Disconnect the speedometercable from the extension housing.

mission to the jack with the safetychain.

2. Raise the transmission into po-sition and install the five converterhousing-to-engine attaching bolts.Torque the bolts to specification. Re-move the safety chain from thetransmission.

3. Position the crossmember andmounting pad into position and in-stall the four attaching bolts. Torquethe bolts to specifications.

4. Lower the transmission and in-stall the extension housing and crossmember attaching bolts. Torque thebolts to specificatiQn.

5. Install the four flywheel-(u-\:on-verter attaching nuts. Torque thenuts to specification.

6. Remove the tran~mi~~inn ;",.,k-


transmission downshift and manualcontrol levers.

10. Connect the speedometer ca-ble to the extension housing.

11. Connect the exhaust inlet pipesto the manifolds.

12. Install and adjust the parkingbrake cable at the equalizer lever.

13. Install the converter housingcover and torque the attaching boltsto specification.

14. Install the starter and torquethe bolts to specification. Connectthe starter cable.

15. Install the drive shaft. Torquethe companion flange U-bolt nutsto specification.

16. Lower the car and fill thetransmission with fluid. Adjust themanual and kickdown linkage.

Connect the vacuum hose to thetransmission" vacuum unit. Installthe vacuum line retaining clip.

7. Install the transmission fluidfiller tube. Connect the fluid coolinglines to the transmission case.

8. Connect the neutral start switchwires to their respective connectorsand secure the harness in the retain-ing clamps.

9. Connect the linkage rods to the

II MAJOR REPAIR OPERATIONS

Before removing any of the sub-assemblies, thoroughly clean the out-side of the transmission to preventdirt from entering the mechanicalparts. During the repair operations,refer to Part 7-1 for common adjust-ments and repairs or cleaning andinspection procedures.

During the transmission dis-assembly or assembly operations, tenthrust washers located between thesub-assemblies must be removed andinstalled. It is important that eachthrust washer be in the correct posi-tion during the assembly operation.

To properly locate and identifythe thrust washers, the various posi-tions of the thrust washers are shownin the illustrations and are numbered1 through 10. Number 1 is the firstthrust washer located at the frontpump. The last thrust washer, No.10, is located at the parking gear.

Tool-T57L-500-Aor 6005-M or 6005-MS D1382-A

FIG. 32-Transmission Mountedin Holding Fixture

D 1383-B

FIG. 33-Control ValveAttaching Bolts

DISASSEMBLY OFTRANSMISSION

1. Remove the converter from thetransmission front pump and con-verter housing.

2. Remove the transmission vac-uum unit with-the tool shown in Fig.30. Remove the vacuum unit gasketand control rod.

3. From the vacuum unit hole inthe case, remove the primary throttlevalve (Fig. 31).

4. Remove the two extension hous-ing-to-case attaching bolts and mountthe transmission in the holding fix-ture as shown in Fig. 32.

5. Remove the oil pan attachingbolts, and the oil pan and gasket.

6. Remove the eight control valvebody attaching bolts (Fig. 33). Re-move the control valve body fromthe case.

7. Loosen the intermediate bandadjusting screW (Fig. 34) and remove


INTERMEDIA TEBAND STRUTS

INTERMEDIATE BANDADJUSTING SCREW

gear train toward the back of thetransmission case.

4. With the dial indicator contact-ing the end of the input shaft, setthe indicator at zero (Fig. 35).

5. Insert a screwdriver behind theinput shell (Fig. 35). Move the inputshell and the front part of the geartrain forward.

6. Record the dial indicator read-ing. The end play should be 0.008to 0.042 inch. If the end play is notwithin specifications, the selectivethrust washer (Fig. 31) must be re-placed.

When it is necessary to changea thrust washer, use the selectivethickness of thrust washer No.2 toobtain the proper end play. Fig. 36shows the selectivity that is availableto obtain the correct selective thrustwashers.

LOW.REVERSE BAND LOW.REVERSEADJUSTING SCREW BAND STRUTS D 1384-B

FIG. 34-Band Adjusting Studsand Struts

REMOVAL OF CASE.ANDEXTENSION HOUSING PARTS

1. Rotate the holding fixture toput the transmission in a verticalposition with the converter housingup.

2. Remove the six converter hous-ing and front pump to case retainingbolts. Remove the converter housingfrom the front pump.

3. Remove the front pump by in-serting a screwdriver behind the in-put shell (Fig. 38), Move the inputshell forward until the front pumpseal is above the edge of the case.Remove the front pump and gasketfrom the case. If the selective thrustwasher No.1 did not come out'wit1i'the front pump, remove it from thetop of the reverse-high clutch.

4. Remove the intermediate arid

the intermediate band struts ~omthe case. Loosen the low-reverseband adjusting screw and removethe low-reverse band struts (Fig. 34).

TRANSMISSION ENDPLAY CHECK

1. To keep the output shaft inalignment during the end play check,install the extension housing oil sealreplacer tool or a front universaljoint yoke in the extension housing.

2. Remove one of the front pump-to-case attaching bolts and mount thE'dial indicator as shown in Fig. 35.

3. The input shaft is a loose partand has to be properly engaged withthe spline of the forward clutch hubduring the end play checking pro-cedure. Move the input ,shaff.. and

7. Remove the dial indicator andremove the input shaft from thefront pump stator support (Fig. 37).

fRONT PUMP STATOR SUPPORT

INPUT SHAFT D1387-A

FIG. 37-Removing or InstallingInput Shaft


solution. Clean the band with a lintfree cloth.

5. Using a screwdriver betweenthe input shell and rear planet carrier(Fig. 40) lift the input shell upwardand remove the forward part of thegear train as an assembly (Fig. 41).

-'

INTERMEDIATE BAND CLEARANCEHOLE IN CASE D1389-A

FIG. 39-Removing or InstallingIntermediate Band

forward clutch hub and ring gear(Fig. 43).

9. If thrust washer No.3 (Fig.42) did not come out with the for-ward clutch, remove the thrustwasher from the forward clutch hub.

10. Remove the forward clutchhub and ring gear from the frontplanet carrier (Fig. 43).

11. Remove thrust washer No.4and the front planet carrier from theinput shell.

12. Remove the input shell, sungear and thrust washer No.5 fromthe holding fixture (Fig. 43).

13. From inside the transmissioncase, remove thrust washer No.6

INPUT SHEll D1390-A

FIG. 40-Lifting Input Shell andGear Train

low-reverse band adjusting screwsfrom the case. Rotate the intermedi-ate band to align the band with theclearance hole in the case (Fig. 39).Remove the intermediate band fromthe case. If the intermediate band isto be re-used, do not clean it in avapor degreaser, or with a detergent

6. Place the forward part of thegear train in the holding fixtureshown in Fig. 42.

7. From the gear train in theholding fixture, remove the reverse-high clutch and drum from the for-ward clutch (Fig. 43).

8. If thrust washer No.2 (Fig.31) did not come out with the frontpump, remove the thrust washerfrom the forward clutch cylinder.Remove the forward clutch from the

SUN GEAR

FORWARD CLUTCHHUB AND

RING GEAR

INPUT SHELL

FRONT PLANET CARRIERCLUTCH

j

\\c

THRUST WASHERNO.3 THRUST WASHER

NO.4THRUST WASHER

NO.5REVERSE-HIGH CLUTCH

D1393-A

FIG. 43-Forward Part of Gear Train Disassembled


THRUST NO.9THRUST WASHER NO.8

REVERSE RING GEARAND HUB

REVERSE CARRIERSPRING RETAINER

RACE

~'j'"

~f

if

g~ONE-WAY

CLUTCHSPRINGS (12)

AND ROLLERS (12)

...THRUST WASHER NO.7

OUTER RACELOW AND REVERSE DRUMTHRUST WASHER NO.6

D1394-A

FIG. 44-Lower Part of Gear Train Disassembled

(Fig. 44) from the top of the re-verse planet carrier.

14. Remove the reverse planetcarrier and thrust washer No.7from the reverse ring gear and hub(Fig. 44).

15. Move the output shaft for-ward and with the tool shown inFig. 45 remove the reverse ring gearhub to output shaft retaining ring.

FIG. 46-Removing or InstallingLow-Reverse Band

retainer from the outer race (Fig.44). Do not lose or damage any ofthe 12 springs or rollers. The outerrace of the one-way clutch cannotbe removed from the case until theextension housing, output shaftand governor distributor sleeveare removed.

21. Remove the transmission fromthe holding fixture. Position thetransmission on the bench in a ver-tical position with the extensionhousing up. Remove the four exten-sion housing-to-case attaching bolts.Remove the extension housing andgasket from the case.

22. Pull outward on the outputshaft and remove the output shaftand governor distributor assemblyfrom the governor distributor sleeve(Fig. 47).

23. Remove the governor distribu-tor lock ring from the output shaft(Fig. 48). Remove the governor dis-tributor from the output shaft.

24. Remove the four' distributorsleeve-to-case attaching bolts. Re-move the distributor sleeve from thecase. Do not bend or distort the oiltubes as the tubes are removed

HUB RETAINING RING D1395-A

FIG. 45-Removing or InstallingReverse Ring Gear Hub Retaining

Ring

FIG. 47-Removing or InstallingOutput Shaft and GovernorDistributor

D1398-B

FIG. 48-Removing or InstallingGovernor Distributor Lock Ring

16. Remove the reverse ring gearand hub from the output shaft. Re-move thrust washer No.8 from thelow and reverse drum.

17. Remove the low-reverse bandfrom the case (Fig. 46).

18. R1Jmove the low-reverse drumfrom the one-way clutch inner race(Fig. 44).

19. Remove the one-way clutchinner race by rotating the race clock-wise as it is removed.

20. Remove the 12 one-wayclutch rollers, sprin~s and the sprin~


PARKING PAWL

PAWL RETAINING PIN

/" --- --SPRING

-

PARKING PAWL GEARNO. 10

D1399-A

FIG. 49-Parking Pawl Mechanism

TRANSMISSION CASE ANDLINKAGE REPAIR

Low-Reverse Servo.1. Remove the four servo cover to

case attaching bolts. Remove thetransmission identification tag, venttube and retaining clip from the case.

2. Remove the servo cover, coverseal, servo piston and piston returnspring from the case (Fig. 51).

3. The servo piston seal is bondedto the piston. If the seal has to bereplaced, replace the piston assem-bly which includes the seal. Dis-assemble the servo piston from thepiston rod by inserting a small screw-driver in the hole of the piston rodand removing the piston attachingnut (Fig. 52). Install the new servopiston and torque the piston attach-ing nut to specification.

4. Place the piston return springin the servo bore of the case. Lub-ricate the piston seal with cleantransmission fluid and install theservo piston (Fig. 51).

5. Place a new cover seal on thecover and install the servo cover.Install the identification tag and thevent tube and retaining clip. Install

lOW-REVERSE

from the case with the distributorsleeve.

25. Remove the parking pawl re-turn spring, pawl and retaining pin(rom the case (Fig. 49).

26. Remove the parking gear andthrust washer No. 10 from the case.

27. Remove the six one-wayclutch outer race to case attachingbolts with the tool shown in Fig. 50.As the bolts are removed, hold theouter race located inside the case inposition. Remove the outer race andthrust washer No.9 from the case(Fig. 44).

PARTS REPAIR ORREPLACEMENT

During the repair of the sub-assemblies, certain general instruc-

~~~,~ D1403-A

FIG. 52-Removing or InstallingLow-Reverse Servo Piston

tions which apply to all units of thetransmissions must be followed.These instructions are given here toavoid unnecessary repetition.

Handle all transmission parts care-fully to avoid nicking or burring thebearing or mating surfaces.

Lubricate all internal parts of thetransmission before assembly withclean automatic transmission fluid.Do not use any other lubricantsexcept on gaskets and thrust wash-ers which may be coated withvaseline to facilitate assembly. Al-ways install new gaskets when assem-bling the transmission.

Tighten all bolts and screws tothe recommended torque outlinedin the Specification Section.

D1401-A

FIG. 51-Low-Reverse Servo Disassembled


making sure that the slot is in a hori-zontal position to engage the strut.Use two 5/16-18 bolts, 11/4 inch long,1800 apart, to position the coveragainst the case. Install two coverattaching bolts. Remove the two 11/4inch bolts and install the other twocover attaching bolts. Torque theattaching bolts to specification.

D1491-B

FIG. 53-Intermediate Servo Disassembled

the four cover attaching bolts.Torque the cover to case retainingbolts to specification.

Intermediate Servo Repair

1. Remove the four servo cover-to-case attaching bolts.

2. Remove the servo cover, gas-ket, servo piston, and piston returnspring from the case (Fig. 53).

3. On a transmission used with sixcylinder engines, remove the inter-mediate servo piston from the coverby inserting air pressure into thepressure hole in the cover (Fig 54).

PISTON

Downshift and Manual Linkage

1. Remove the downshift outerlever attaching nut. Remove thedownshift outer and inner levers.Remove the neutral start switch byplacing a screwdriver behind theswitch and carefully prying theswitch off of the lever. From insidethe transmission case, remove theupper retaining ring and flat washerfrom the manual lever link (Fig. 56).Remove the upper end of the leverlink from the case retaining pin.

2. From the back of the transmis-sion case, remove the upper retain-ing ring and flat washer from theparking pawl link (Fig. 57). Removethe pawl link from the case retain-ing pin.

3. From the back of the transmis-sion case, remove the parking pawllink, toggle rod, and manual leverlink as an assembly (Fig. 58).

cate the seals with clean transmis-sion oil. Install the piston into thecover. Be careful not to damage thepiston seal.

6. Install the piston return springin the servo bore of the case.

7. Place a new gasket on theservo cover. Position the servo pistonand cover assembly into the case

~

COVER D1583-A

FIG. 54-Removing Inter-mediate Servo Piston-6 CylinderEngine

SERVO PISTON SeRVO COVER

INSIDEDIA. C

3.340~"NmE""NONE

INSIDEDIA.D

2.3902.500

2.840

3.131

DIA.A

3.32653.32653.7875

3.7875

DIA. B

2.37652.4865

2.8265

: 3.1175

I CFFM I 289-2V,4V I PCW-AN,AS&AR -

I FAIRLANE I 289-4V H.P.

4. Remove the seal rings from theservo piston and cover.

S. Install a new seal on the coverand servo piston. Figure 55 showsthe correct servo piston and coverfor each transmission model. Lubri-

~

FIG. 55-Intermediate Servo Piston and Cfter Identification


D1408-A

FIG. 60-Removing ManualLever Seal

1001-77288D1409-A

FIG. 61-lnstalling ManualLever Seal

attaching nut and lever. Remove theouter manual lever from the case.

7. To remove the manual leverseal, use the tools shown in Fig. 60.To install the new seal, use the toolshown in Fig. 61.

8. Install the outer manual leverin the case. Install the inner manuallever and attaching nut (Fig. 56).Torque the nut to specification.

9. From the back of the transmis-sion case, install the parking togglerod and link assembly into the case(Fig. 58).

10. Install the parking pawl linkon the case retaining pin. Install theflat washer and link retaining ring(Fig. 57).

11. Position the inner manuallever behind the manual lever link,with the cam of the lever contact-ing the lower link pin (Fig. 62).

12. Install the upper end of themanual lever link on the case re-

4. Remove the rear parking pawllink lower retaining ring, flat washerand link from the toggle rod (Fig.59).

S. Remove the manual lever linklower retaining ring, flat washer andlink from the toggle rQQ.

6, ~ove the inner manualleve~


body. Remove the spring and detentplunger.MANUAL

LINK

coil. Tap the tool sharply with ahammer so that the blade cuts intothe insert. Exert downward pressureon the tool and turn it counterclock-wise until the insert is removed.

CONTROL VALVE

Disassembly1. Remove the screws that attach

the oil screen to the body and re-move the screen (Fig. 63).

2. Remove the lower valve bodyattaching screws and separate thelower valve body, separator plate,gasket and hold-down plates (Fig.64) from the upper valve body.

3. Depress the manual valve de-tent spring with the. tool shown inFig. 65. Remove the spring retainingpin (roll pin) from the upper valve

-MANUAL ; LEVER D141008

FIG. 62-Inner Manual LeverLocation

UPPER VALVE BODYI nWFR VALVE BODY

,FPARATOR PLATE

GASKET

D 1561-8

FIG. 63-Upper and Lower V.alve Bodies Disassembled

CHECK VALV~

~EPARATOR PLATE

taining pin. Install the flat washerand retaining ring.

13. Operate the manual lever andcheck for correct linkage operation.

J.4. Install the neutral start switch.15. Install the inner and outer

downshift levers. Torque the attach-ing nut to specifications.

Thread Repair-Case. Thread serv-ice kits may be purchased from localjobbers or the Heli-Coil Corporation.To repair a damaged thread, the fol..lowing procedures should be care.fully followed.

1. Drill out the damaged threads,using the same driIl size as thethread OD. For example, use a %6-inch drill for a 0/16-18 thread.

2. Select the proper special tapand tap the drilled hole. The tap ismarked for the size of the threadbeing repaired. Thus, the special tapmarked %6-18 will not cut the samethread as a standard %6-18 tap. Itdoes cut a thread large enough toaccommodate the insert, and afterthe insert is installed the originalthread size (0/16-18) is restored.

3. Select the proper coil insertingtool. These tools are marked withthe thread size being repaired. Placethe insert on the tool and adjustthe sleeve to the length of the insertbeing used.

Press the insert against the faceof the tapped hole. Turn the toolclockwise and wind the insert intothe hole until the insert is 1/2 turnbelow the face.

4. Working through the insert,bend the insert tang straight up anddown until it breaks off at the notch.

5. If the inserts are not properlyinstalled, they can be removed withthe extractor tool. Place the extrac-tor tool in the insert so that theblade rests against the top coil 1/4to 1/2 turn away from the end of the

LOWER VALVE BOOY D 1562 . A

FIG. 64-Separating Upper and Lower Valve Bodies


~FIG. 66-Upper Valve Body Disassembled

C4 AUTOMATIC DUAL RANGE TRANSMISSION 7-43PART 7-2

14. Remove the pressure boostervalve, washer, s(!rings and the mainregulator valve.

15. Carefully pry the downshiftvalve retainer from the body, thenremove the spring and valve.

16. Hold the upper valve bodyas shown in Fig. 67 and depress thethrottle booster valve plug to releasethe retaining pin. Remove the plug,valve and the spring.

17. Remove the two hold-downplates and the separator plate fromthe lower valve body.

4. Slide the manual valve out ofthe body.

5. Remove the cut-back and theback-out valve cover plate from thevalve body (Fig. 66).

6. Remove the cut-back valvefrom the body.

7. Remove the 2-3 back-out valve,spring and the manual low valvefrom the body.

8. Rer:nove the 1-2 shift valve andthe 2-3 shift valve cover plate fromthe valve body.

9. Rem'Ove the 2-3 shift valve andthe throttle modulator valve fromthe body.

10. Remove the 1-2 shift valve,D2 valve and the spring from thebody.

11. Remove the intermediate bandaccumulator valve cover plate fromthe valve body.

12. Remove the spring and theintermediate band accumulatorvalve.

13. Remove the pressure boostervalve cover plate (Fig. 66).

8. Place the throttle modulatorvalve, spring, and 2-3 shift valve inthe body.

9. Secure the 1-2 shift valveand the 2-3 valve cover plate to thebody and torque the screws to speci-fications.

10. Place the manual low valve,spring, and the 2-3 back-out valvein the body.

11. Place the cut-back valve inthe body.

12. Secure the cut-back and theback-out cover plate to the bodywith two screws. Torque the screwsto specifications.

13. Slide the manual valve intothe body making sure that the notchfor the manual lever is toward theinside and that the detent notchesare facing upward.

14. Place the detent plunger andspring in the body. Depress the..spring and install a new roll piq:

15. Position a new rubber cn~ckvalve in the upper valve body (Fig64).

16. Place a new gasket, separatorplate and the lower valve body inplace on the upper valve body andsecure them with the attachingscrews. Torque the screws to speci-fications.

17. Secure the oil screen to thebody with the attaching ScCrew's,Torque the screws to spe-cifications

FRONT PUMP1. Remove the four seal rings

from the stator support and the 0-ring seal from the pump housing.

2. Remove the five bolts that at-tach the stator support to ~e frontpump housing. RemQ,;je the statorsupport from the pump housing(Fig. 68).

-Dl564-A

FIG. 67 -Removing ThrottleBGoster Valve

Assembly1. Position the separator plate and

the two hold-down plates on thelower valve body and install the fourattaching screws and torque them to

specification.2. Place the throttle booster valve

spring, valve (long end into spring)and the plug (Fig. 66). Depress theplug and install the retaining pin.

3. Insert the downshift valve intothe body with the large diameter fac-ing inward. Install the downshiftvalve spring and the retainer (Fig.66).

4. Place the main regulator valvein the body with the large diameterfacing inward. Install the two springsand the spacer, pressure boostervalve and sleeve.

5. Hold the pressure booster valvecover plate in place and install thethree attaching screws and torquethem to specification.

6. Position the intermediate bandaccumulator valve and spring in thebody. Secure the cover to the bodywith the attaching screw. Torque thescrew to specifications.

7. Position the spring, D2 valveand the 1-2 shift valve in the body.

PUMP HOUSINGSTATOR SUPPORT

1

FRONT PUMP SEAL

I

SEAL RINGS

GEAR

DRIVEN GEARTHRUST WASHERS

GASKETC-RING SEAL

D1417-A

FIG. 68-Front Pump and Stator Support Disassembled


3. Remove the drive and drivengears from the front pump housing.

4. Install the drive and drivengears in the pump housing. Each

D1418-A

FIG. 69-Removing Front PumpSeal

gear has an identification mark onthe side of the gear teeth that arechamfered.' The chamfered sidewith the identification mark has tobe positioned downward against theface of the pump housing.

5. Place the stator support in thepump housing and install the fiveattaching bolts. Torque the bolts tospecifications.

6. Install the four seal rings onthe stator support. Two large ringsare assembled first in the ringgrooves toward the front of thestator support. Install the a-ring sealon the pump housing (Fig. 68).

7. Check the pump gears for freerotation by placing the pump on theconverter drive hub in its normalrunning position and turning thepump housing.

8. If the front pump seal must bereplaced, mount the pump in thetransmission case and remove theseal with the tool shown in Fig. 69.To install the new seal use the toolshown in Fig. 70.

REVERSE.HIGH CLUTCH1. Remove the pressure clutch

plate retaining snap ring (Fig. 71).2. Remove the pressure plate, and

the drive and driven clutch plates.(Fig. 72). If the composition clutchplates are to be reused, do not cleanthe plates in a vapor degreaser orwith a detergent solution. Wipe theplates clean with lint-free cloth.

3. To remove the piston springretainer sn!!cp ring, place the clutchhub in the arbor press. With thetools shown in Fig. 73, compressthe piston return springs and re-move the snap ring. When the arbolpress ram is released, guide thespring retainer to clear the snapring groove of the drum.

4. Remove the spring retainerand ten piston return springs.

5. Remove the piston by insertingair pressure in the piston apply holeof the clutch hub (Fig. 74).

6. Remove the piston outer sealfrom the piston and the piston innerseal from the clutch drum.

REVERSE - HIGHCLUTCH DRUM

SPRINGRETAINERFIG. 70-lnstalling Front Pump

Seal CLUTCHpiSTON

Toot T6SL-77SIS-A

-Tool T65L-77515-A

D1591-A

FIG. 71-Removing Reverse-High Clutch Snap Ring

FIG. 73-Removing or Installing Clutch Piston SpringRetainer Snap Ring

REVERSE AND HIGHCI LITCH CYIINI)ER

FIG. 72-Reverse-High Clutch Disassembled


the correct size snap ring and re-check the clearance.

FORWARD CLUTCH1. Remove the clutch pressure

plate retaining snap ring (Fig. 76).2. Remove the pressure plate, and

the drive and driven clutch platesfrom the clutch hub (Fig. 77).

3. Remove the disc spring re-taining snap ring (Fig. 78).

FIG. 74-Removing Reverse-High Clutch Piston

D1550-A

FIG. 75-Checking Reverse-HighClutch Snap Ring Clearance

7. Install a new inner seai in theclutch drum and a new outer sealon the clutch piston (Fig. 71). Lu-bricate the seals with clean trans-mission fluid and install the pistoninto the clutch drum.

8. Place the ten clutch pistonsprings into position on the clutchpiston. Place the spring retainer ontop of the springs. To install thesnap ring, use the tools shown inFig. 73. As the press ram is moveddownward, make sure the springretainer is centered to clear thedrum. Install the snap ring. Beforethe press ram is released make surethe snap ring is positioned insideof the four snap ring guides on thespring retainer.

9. When new composition clutchplates are used, soak the plates intransmission oil for fifteen minutesbefore the plates are assembled. In-stall the clutch plates alternately bystarting first with a steel plate thena non-metallic plate (Fig. 72). Thelast plate installed is the pressureplate. For the correct number ofclutch plates required for each trans-mission model, refer to Part 7-4.

10. Install the pressure plate re-taining snap ring (Fig. 71). Makesure the snap ring is fully seated inthe snap ring groove of the clutchhub.

11. With a feeler gauge, checkthe clearance between the snapring and the pressure plate (Fig. 75).

12. The pressure plate should beheld downward as the clearance ischecked. The clearance should be0.050-0.060 inch. If the clearanceis not within specifications, selectivethickness snap rings are available inthese thicknesses, 0.102-0.106,0.088-0.092, 0.074-0.078, 0.060-0.064 and 0.102-0.106 inch. Install

FIG. 76-Removing ForwardClutch Pressure Plate Snap Ring

FIG. 79-Removing ForwardClutch Piston

FIG. 77 -Forward Clutch Disassembled


FORWARD CLUTCH HUBAND RING GEAR

1. Remove the forward clutchhub retaining snap ring (Fig. 81).

, ~ ... .CLUTCH HUB D1428-A

FIG. 81-Forward Clutch Huband Ring Gear Disassembled

2. Remove the forward clutchhub from the ring gear.

4. Apply air pressure at the clutchpiston pressure hole (Fig. 79), toremove the piston from the clutchhub.

5. Remove the clutch piston out-er seal and the inner seal from theclutch hub (Fig. 77).

6. Install new clutch piston sealson the clutch piston and drum. Lu-bricate the seals with clean trans-mission fluid.

7. Install the clutch piston intothe clutch hub. Install the steel ringon the piston. Install the disc springand retaining snap ring (Fig. 78).

8. Install the lower pressureplate with the flat side up and r~diusside downward.

Install one non-metallic clutchplate and alternately install the driveand driven plates. The last plate in-stalled will be the top pressure plate.(Fig. 77). Refer to Specification Sec-tion for the correct number of clutchplates for the applicable modeltransmission.

9. Install the pressure plate re-taining snap ring (Fig. 76). Makesure the snap ring is fully seated inthe ring groove of the clutch hub.

10. With a feeler gauge, checkthe clearance between the snap ringand the pressure plate (Fig. 80).Downward pressure on the plateshould be used when making thischeck. The clearance should be0.020-0.036 inch for transmissionshaving four internal splined clutchplates and 0.026-0.042 inch fortransmissions having five internalsplined clutch plates.

FIG. 82-Removing or InstallingSun Gear External Snap Ring

3. Install the forward clutch hubin the ring gear. Make sure the hubis bottomed in the groove of thering gear.

4. Install the front clutch hub re-taining snap ring. Make sure thesnap ring is fully seated in the snapring groove of the ring gear.

INPUT SHELL AND SUN GEAR1. Remove the external snap ring

from -the sun gear (Fig. 82).2. Remove thrust washer No.5

from the input shell and sun gear(Fig. 83).

3. From inside the input shell, re-move the sun gear. Remove the in-ternal snap ring from the sun gear.

4. Install the internal snap ringon the sun gear. Install the sun gearin the input shell.

S. Install thrust washer No.5 onthe sun gear and input shell (Fig.83).

6. Install the external snap ringon the sun gear (Fig. 82).

REVERSE RING GEARAND HUB

1. Remove the hub retaining snapring from the reverse ring gear.

2. Remove the hub from the re-verse ring gear (Fig. 84).

3. Install the hub in the reversering gear. Make sure the hub is fullyseated in the groove of the ring gear.

4. Install the snap ring in the re-verse ring gear. Make sure the snapring is fully seated in the snap ringgroove of the ring gear.

GOVERNOR AND On..DISTRIBUTOR

1. Remove the rings from thegovernor oil distributor (Fig. 85).

FIG. SO-Checking ForwardClutch Snap Ring Clearance

11; If the clearance is not with-in specifications, selective snap ringsare available in these thicknesses,0.102-0.106, 0.088-0.092, 0.074-0.078 and 0.060-0.064 inch. Insertthe correct size snap ring and re-check the clearance.

D1432-A

FIG. 83-lnput Shell and Sun Gear Disassembled


FIG. 86-Removing or InstallingRetaining Ring

7. Install the governor assemblyon the oil distributor and torquethe attaching bolts to specification.

8. Install the rings on the dis-tributor. Check the rings for freerotation in the ring grooves of theoil distributor.

ASSEMBLY OF TRANSMISSIONWhen assembling the transmis-

sion snb-assemblies (Fig. 87), makesure that the correct thrust wash-er is used beween certain sub-assemblies. Vaseline should be usedto hold the thrust washers in theirproper location. Lubricate thrustwashers, bushings and journal withautomatic transmission fluid. If theend play is not within sp~ifications,

GOVERNOR OISTRIBUTOR

/ SNAP RING

\/~~, SPACE~,,- ~SPRING~~~~?f~..t~\ ~

"1rir!pp"11B

;(:, SPRING RETAIN: CLIP

"1SPRING- A~ "

SECONDARY - ;~~V GOVERNOR VALVE c" , ,,'"", "I "\ //

f't

'-

after the transmission is assembled,either the wrong selective thrustwashers were used, or a thrustwasher came out of position duringthe transmission assembly operation.

1. Install thrust washer No.9inside the transmission case (Fig.88).

2. Place the one-way clutch outerrace inside the case. From the backof the case install the six outer raceto case attaching bolts. Torque thebolts to specification with the toolsshown in Fig. 89.

3. Place the transmission case ina vertical position with the backface of the case upward. Install theparking pawl retaining pin in thecase (Fig. 90).

4. Install the parking pawl on thecase retaining pin. Install the park-ing pawl return spring as shown inFig. 90.

5. Install thrust washer No. 10on the parking pawl gear (Fig. 91).Place the gear and thrust washer onthe back face of the case (Fig. 90).

6. Place the two fluid distributortubes in the governor distributorsleeve. Install the distributor sleeveon the case. As the distributor sleeveis installed, the tubes have to beinserted in the two holes in the caseand the parking pawl retaining pinhas to be inserted in the alignmenthole in the distributor sleeve.

7. Install the four governor dis-tributor sleeve-to-case attaching boltsand torque the bolts to specification.

8. Install the governor distributorassembly on the output shaft. Installthe distributor retaining snap ring.Fig. 92 shows the correct snap ringthat is to be used.

9. Check the rings in the gov-ernor distributor, making sure thatthey are fully inserted in the groovesand will rotate freely. Install theoutput shaft and governor distributorassembly in the distributor sleeve(Fig. 47).

10. Place a new extension housinggasket on the case. Install the ex-tension housing, vacuum tube clip,and the extension housing-to-caseattaching bolts. Torque the bolts tospecification.

11. Place the transmission in theholding fixture with the front pumpmounting face of the case up. Makesure thrust washer No.9 is stilllocated at the bottom of the trans-mission case (Fig. 88).

12. Install the one-way clutchspring retainer into the outer race(Fig. 93).FIG. 8S-Governor and Oil Distributor

2. Remove the governor housingto distributor attaching bolts. Re-move the governor from the oil dis-tributor.

3. Remove the primary governorvalve retaining ring (Fig. 86). Re-move the washer, spring, and pri-mary governor valve from thehousing.

4. Remove the secondary govern-or valve spring retaining clip,spring, and governor valve fromthe housing.

5. Install the secondary governorvalve in the housing. Install thespring and retaining clip. Make surethe clip is instaUed with the smaUconcaved area facing downward, tohold the spring in the correct posi-tion.

6. Install the primary governorvalve in the housing. Install thespring, washer and retaining ring.Make sure the washer is centered inthe housing on top of the spring andthe retaining ring is fuUy seated inthe ring groove of the housing.


7

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4

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1. CONVERTER 12. THRUST WASHER NO.3 21. REVERSE RING GEAR 30. THRUST WASHER NO.92. INPUT SHAFT 13. FORWARD CLUTCH HUB AND HUB 31. CASE3. CONVERTER HOUSING AND RING GEAR 22. LOW AND REVERSE BAND 32. THRUST WASHER NO. 104. FRONT PUMP 14. THRUST WASHER NO.4 23. BAND STRUTS 33. PARKING GEAR5. THRUST WASHER NO.1 24 THRUST WASHER NO B 34. GOVERNOR DISTRIBUTOR6. THRUST WASHER NO.2 15. FRONT PLANET CARRIER. . SLEEVE7. FRONT PUMP GASKET 16. INPUT SHELL, SUN GEAR 25. LOW AND REVERSE DRUM 35. SNAP RING8. INTERMEDIATE BAND AND THRUST WASHER NO.5 26. ONE-WAY CLUTCH 36. GOVERNOR VALVES &

INNER RACE9. BAND STRUTS 17. THRUST WASHER NO.6 DISTRIBUTOR10 REVERSE AND HIGH 27. ROLLER (12) AND SPRING (12) 37 OUTPUT SHAFT. . 18. REVERSE PLANET CARRIER .

CLUTCH DRUM 28. SPRING AND ROLLER CAGE 38. EXTENSION HOUSING AND GASKET11. FORWARD CLUTCH AND 19. THRUST WASHER NO.7 29. ONE-WAY CLUTCH OUTER 39. CONTROL VALVE BODY

CYLINDER 20. SNAP RING RACE 40. OIL PAN AND GASKET

D 1378-8

FIG. 87-Transmission Sub-Assemblies

'\


THRUST WASHER NO.9 PARKING GEAR

NO. 10 D1441-A

FIG. 91-Number 10 ThrustWasher Location

--- ---~--BOTTOMOF CASE D1437-A

FIG. SS-Number 9 ThrustWasher Location ~

RETAINS REVERSE RING GEAR ANDHUB TD DUTPUT SHAFT

FIG. 89-lnstalling One-WayClutch Outer Race Attaching Bolt

RETAINS GOVERNOR DISTRIBUTORTOOUTPUTSHAFT

D1549-A

FIG. 92-Governor and ReverseRing Gear and Hub Snap RingIdentification

been assembled rotate the inner raceclockwise to center the rollers andsprings. Install the low and reversedrum (Fig. 87). The splines of thedrum have to engage with the splinesof the one-way clutch inner race.Check the one-way clutch operationby rotating the low and reversedrum. The drum should rotate clock-wise but should not rotate counter-clockwise.

17. Install thrust washer No.8 ontop of the low and reverse drum(Fig. 94). Install the low-reverseband in the case, with the end ofthe band for the small strut towardthe low-reverse servo (Fig. 39).

18. Install the reverse ring gearand hub on the output shaft.

19. Move the output shaft for-ward and install the reverse ringgear hub to output shaft retainingring (Fig. 43).

20. Place thrust washers Nos. 6and 7 on the reverse planet carrier(Fig. 95).

21. Install the planet carrier inthe reverse ring gear and engage thetabs of the carrier with the slots inthe low-reverse drum.

22. On the bench, install the for-ward clutch in the reverse-highclutch by rotating the units to meshthe reverse-high clutch plates withthe splines of the forward clutch(Fig. 96).

23. Using the end play checkreading that was obtained during thetransmission disassembly to deter-mine which No.2 steel backed thrustwash"er is required, proceed as fol-lows:

a. Position the stator support ver-tically on the work bench and installthe correct No.2 thrustwasher tobring the end play within specifica-tions.

b. Install the r.everse-high clutch~jhe forward clutch on the statorSilpport.

c. Invert the complete unit mal'-iog sure that the intermediate brakedrum bushing is seated on the for-ward clutch mating surface.

d. Select the thickest fiber washer(No.1) that can be inserted betweenthe stator support and the inter-mediate brake drum thrust surfacesand still maintain a slight clearance.Do not select a y.'asher that mustbe forced between the stator supportand intermediate brake d~m.

e. Remove the intermediate brakedrum and forward clutch~nit fromthe stator support.

13. Install the inner race inside ofthe spring retainer.

14. Install the individual springsbetween the inner and outer race asshown in Fig. 93.

15. Starting at the back of thetransmission case, install the one-wayclutch rollers by slightly compress-ing each spring and positioning theroller between .,the spring and thespring retainer.,

16. After toe one-way clutch has


SPRING RETAINER OUTER RACE

INSTALL SPRING RETAINER INTO OUTER RACE

-- ---"-SPRINGS (12) STEP.3

INSTALL 12 SPRINGS

FIG. 93-0ne-Way Clutch Installation

on the forward clutch hub (Fig. 98).26. Install thrust washer No.4

on the front planet carrier (Fig. 99).Install the front planet carrier intothe forward clutch hub and ringgear. Check the forward thrust bear-ing race inside the planet carrier forproper location against the thrustbearing. Make sure the race is cen-tered for alignment with the sungear on the input shell (Fig. 100).

27. Install the input shell and sun

f. Install the selected Nos. 1 and2 thrustwashers on the front pumpstator support (Fig. 34) usingenough vaseline to hold the thrustwashers in position during the frontpump installation.

24. Install thrust washer No.3on the forward clutch (Fig. 97).

25. Install the forward clutch huband ring in the forward clutch byrotating the units to mesh the for-ward clutch plates with the splines

gear on the gear train (Fig. 101).Rotate the input shell to engage thedrive lugs of the reverse-high clutch.If the drive lugs will not engage,the outer race inside the forwardplanet carrier is not centered to en-gage the end of the sun gear insidethe input shell. Center the thrustbearing race and install the inputshell.

28. Hold the gear train togetherand install the forward part of the


THRUST WASHER NO.3THRUST WASHER FORWARD

FIG. 97 -Number 3 ThrustWasher Location

LOW ANDREVERSE

DRUM D144J-A

FIG. 94-Number 8 ThrustWasher Location

gasket on the case. Line up the boltholes in the gasket with the holes inthe case.

31. Lubricate a new front pumpO-ring seal with transmission fluidand install it on the pump. Installthe front pump stator support intothe reverse-high clutch. Align thepump-to-case attaching bolt holes.

32. Position the converter hous-ing on the front pump and case.Install all but one front pump-to-case attaching bolts and torque themto specification.

gear train assembly in the case (Fig.

39).The input shell sun gear must

mesh with the reverse pinion gears.The front planet carrier internalsplines must mesh with the splineson the output shaft.

29. A new band should be soakedin transmission fluid for fifteen min-utes before it is installed. Install theintermediate band through the frontof the case (Fig. 37) so that the ar-row on the band end forging, pointstoward the front of the transmission.

30. Install a new front pump

D1444-ATHRUST WASHER NO.6

FIG. 9S-Numbers 6 and 7 Thrust Washer Lo(ation


INPUT SHELLAND SUN GEAR

38. Install the control valve body(Fig. 33). As the valve body is in-stalled engage the manual and down-shift valves with the inner controllevers. Torque the eight controlvalve body-to-case attaching bolts tospecification.

39. Place a new oil pan gasketon the case and install the oil panand oil pan-to-case attaching bolts.Torque the bolts to specification.

40. Remove the transmissionfrom the holding fixture. Install thetwo extension housing-to-case attach-ing bolts. Torque the bolts to speci-fication.

41. Install the primary throttlevalve in the transmission case (Fig.31).

42. Install the vacuum unit, gas-ket, and control rod in the case.Using the tools shown in Fig. 102,torque the vacuum unit to 15-23ft-lbs.

43. Make sure the input shaft isproperly installed in the frontpump stator support and geartrain. Install the converter in thefront pump and the converter hous-ing.

D1456-A

FIG. 1 01-lnstalling Input Shell

Tool-fCQ-24

33. Install the input shaft (Fig.35).

Rotate the holding fixture to placethe transmission in a horizontal po-sition. Check the transmission endplayas shown in Fig. 33. If theend play is not within specification,either the wrong selective thrustwashers (Fig. 34) were used, or oneof the 10 thrust washers (Fig. 84)is not properly positioned.

34. Remove the dial indicatorused for checking the end play and

install the one converter housing-to-case attaching bolt. Torque the boltto specification.

35. Install the intermediate andlow-reverse band adjusting screws inthe case. Install the struts for eachband (Fig. 34).

36. Adjust the intermediate andlow-reverse band. Refer to In-CarAdjustments and Repair for bandadjusting procedures.

37. Install a universal joint yokeon the output shaft. Rotate the inputand output shafts in both directionsto check for free rotation of thegear train.

FIG. 102-lnstalling VacuumUnit

7-53

C6 AUTOMATIC DUAL RANGE TRANSMISSION

PageSection1 Description and Operation

Description Operation 7-537-53

Section PageOil Pan and Control Valve Body Replacement. .7-66Intermediate Servo Repair. . . . . . . . . . . . . . . . . . .7-66Extension Housing and Governor Replacement. 7-66Extension Housing Bushing and Rear

SeaIReplacement 7-67

3 Removal and InstallationRemoval 7-68Installation 7-68

4 Major Repair OperationsDisassembly of Transmission. . . . . . . . . . . . . . . . .7-69Parts Repair or Replacement. . . . . . . . . . . . . . . . .7-71Assembly of Transmission. . . . . . . . . . . . . . . . . . . .7-80

2 In-Car Adjustment and RepairsControl Linkage Adjustments. . . . . . . . . . . . . . . .7-62Throttle and Downshift Linkage Adjustments... 7-62Manual Linkage Adjustment. . ... . . . . . '.. . . . . .7-63Selector Lever Removal, Adjustment and

Installation 7-65Neutral Start Switch Adjustment. . . . . . . . . . . . . .7-65Neutral Start Switch Replacement . . . . . . . . .7-65BandAdjustment 7-65

DESCRIPTION AND OPERATION

DESCRIPTIONFigure 1 shows the location of the

converter, front pump, clutches,gear train and most of the internalparts used in the C6 transmission.The identification tag (Fig. 2) at-tached by the servo cover bolt, in-cludes the model prefix and suffiX,as well as a service identificationnumber and serial number. Theservice identification number indi-cates changes to service details whichaffect interchangeability when thetransmission model is not changed.For interpretation of this number,see the Master Parts Catalog.

Table 1 shows the engine andtransmission model applications.

The C6 transmission is a threespeed dual range unit capable oftransmitting the higher torque out-put of the new improved engines.The converter housing and the fixedsplines which engage the splined aDof the low-reverse clutch steel plates,are both cast integrally into the case.

Only one (intermediate) band isused in the C6 transmission. Thisalong with the forward clutch isused to obtain intermediate gear.

The only adjustments on the trans-mission proper, are for the inter-mediate band and the neutral safetyswitch.

The fluid is drained from thetransmission by loosening the panbolts and allowing it to drain. Thenby finally removing all bolts excepttwo from the front. This will allowthe pan to drain more thoroughly.

OPERATIONTORQUE CONVERTER

The hydraulic torque converter(Fig. 3) consists of an impeller(pump), a turbine, and a stator. Allthese parts are enclosed and operatein a fluid-filled housing.

When the engine is running, thefluid in the torque converter flowsfrom the impeller to the turbine andback to the impeller through the

TABLE 1 .Engine and Transmission Application

EngineModel

390-2V

390-2V

390-4V

390-4V

Car Model

Comet-Fairlane (Col. Shift)

TransmissionModel

PDD:Jc. ,;

PDD-P ..,,~

PDD-E

PDD-R

Comet-Fairlane (Fl. Shift)

Comet-Fairlane (Col. Shift)

Comet-Fairlane (Fl. Shift)

stator. This flow produces a maxi-mum torque increase of about 2to 1 when the turbine is stalled.When enough torque is developedby the impeller, the turbine beginsto rotate, turning the turbine shaft(input shaft).

The converter torque multiplica-tion gradually tapers off as turbinespeed approaches impeller speed, andit becomes 1 to 1 when the turbineis being driven at %0 impeller speed.This is known as the "couplingpoint."

When the turbine is rotating atless than %0 impeller speed, theconverter is multiplying torque. Thefluid leaving the turbine bladesstrikes the front face of the statorblades. These blades are held station-ary by the action of the one-wayclutch (Fig. 3) as long as the fluidis directed against the front face of.the blades.

When the turbine rotates {asterthan %0 impeller speed the convert-er no longer multiplies torque. Thefluid is directed against the back faceof the stator blades. As the one-wayclutch permits the stator to rotateonly in the direction of impeller ro-tation, the stator begins to turn withthe impeller and turbine. The con-verter operates as an efficient fluidcoupling as long as the turbine speedremains greater than %0 impellerspeed.

A constant flow of fluid into and


D1593-A

FIG. 1-(6 Automatic Transmission-Sectional

gether. The low-reverse clutch hubcan be held from rotating by thereverse clutch. In Dl the low-reverseclutch hub is also held from rotatingby a roller type one-way clutch.

The forward planet carrier, re-verse ring gear hub, park gear and

out of the converter is maintained.The fluid coming out of the con-verter is forced through a coolerlocated in the radiator tank.

PLANETARY GEAR TRAIN,CLUTCHES, BAND,AND SERVO

Planetary Gear Train. The geartrain consists of an input shaft thatis splined to the turbine of the con-verter and the forward clutch cylin-der (Fig. 4). The forward clutch cyl-inder rotates the steel internal clutchplates of the forward clutch and thecomposition clutch plates of the re-verse-high clutch. When the reverse

-HOUSINGTURBINE

high clutch is applied, the externalarea of the clutch hub is splined toand drives the input shell to rotatethe sun gear. When the forwardclutch is applied, the compositionclutch plates drive the forward clutchhub and ring gear. The ring gearrotates the forward planet gears.

When applied, the intermediateband holds the reverse-high clutchdrum, input shell and sun gear fromrotating.

The sun gear, which is driven bythe input shell, is meshed with theforward and reverse planet gears.The reverse planet carrier and lowreverse clutch hub are locked to-

(PUMP)

STATOR

ONE-WAYCLUTCHTRANSMISSI~

MODELDETAIL

CHANGES

-.(TURBINE)

SHAFT

/~ ../~ D1004-A

FIG. 3-Sectional View ofTorque Converter-Typical

SERIAL NO.D 1628-A

FIG. 2-ldentification Tag

C6 AUTOMATIC DUAL RANGE TRANSMISSrON 7-55PART 7-3

Intermediate Servo and Band. Theintermediate servo is machined intothe transmission case and the bandhas an external adjustment screw(Fig. 5). To apply the servo, hy-draulic pressure is directed from thecontrol valve body, through a holein the case to the hole in the servopiston stem. The pressure passesthrough the center of the pistonstem and then to the apply side ofthe piston. The piston moves againstthe return spring to tighten the in-

drum which is splined to the inputshell. Rotation of 'the input shelldrives the sun gear which is splinedto the input shell.

To release the reverse-high clutch,hydraulic pressure is exhausted fromthe apply side of the piston. The re-turn springs move the piston to thereleased position. The steel and com-position clutch plates are now re-leased to stop rotation of the re-verse-high clutch drum, input shelland sun gear.

governor distributor are all splinedto the output shaft.

Forward Clutch. The input shaftis splined to and drives the forwardclutch cylinder (Fig. 4). Rotation ofthe cylinder drives the steel clutchplates in the forward clutch and thecomposition clutch plates of the re-verse-high clutch.

When the forward clutch pistonis applied by hydraulic pressure, themovement of the piston against thedisc spring locks the steel and com-position clutch plates together todrive the forward clutch hub andring gear.

When hydraulic pressure is re-leased from the piston, the discspring moves the piston to the re-leased position. As the disc springmoves, the steel and compositionclutch plates are released. This stopsthe rotation of the forward clutchhub and ring gear (Fig. 4). The for-ward clutch is applied in all forwarddrive gear ratios.

Reverse-High Clutch. When hy-draulic pressure is directed to theclutch piston, the piston movesagainst the release springs (Fig. 4).The piston movement locks the steeland rotating composition clutchplates together. The steel clutchplates drive the reverse high clutch


termediate band around the reverse-high clutch drum.

To release the servo piston, hy-draulic pressure is directed to therelease side of the piston. The re-lease pressure is assisted by thecompressed return spring to movethe servo piston and intermediateband to the OFF position. The in-termediate servo and band are ap-plied only during the intermediategear operation.

POWER FLOW

All Gear Rotations are viewedfrom the front of transmission. Table2 shows the gear ratios obtained inthe different selector lever positions.

Power Flow Neutral. In neutral(Fig. 6) the clutches or bands arenot applied, therefore, no power istransmitted to the output shaft.

Power Flow First Gear. In lowgear (Fig 6), the forward clutch isapplied, and the planet one-wayclutch or reverse clutch is holdingthe reverse planet carrier from ro-tating. The power flow is throughthe input shaft and into the forwardclutch. The input shaft is splined toand drives the forward clutch cylin-der. Rotation of the forward clutchdrives the forward clutch hub andring gear. The ring gear rotates theforward planet gears clockwise tocause the sun gear to rotate counter-clockwise.

Counterclockwise rotation of thesun gear turns the reverse planetgear clockwise. The reverse planetcarrier being splined to the low-reverse clutch hub is held fromrotating by the one-way clutch orreverse clutch.

With the reverse planet carrierheld stationary, the clockwise rota-tion of the reverse planet gears ro-tates the reverse ring gear. The hubof the reverse ring gear is splined tothe output shaft and rotates the out-put shaft clockwise.

The output shaft rotation is at areduced speed, compared to the in-put shaft rotation, but at an in-creased torque.

The output shaft rotation at a re-duced speed is caused by the factthat the forward planet carrier ro-tates at the same speed of the outputshaft and in the same direction sincethe carrier is splined to the outputshaft. The forward ring gear andplanet assembly are rotating in thesame direction, but the planet carrieris rotating at a slower speed thanthe rine: e:ear. Therefore. the low

gear ratio (torque multiplication) isa combination of the ratios providedby the forward and reverse planetassemblies.

Power Flow Intermediate Gear.In intermediate gear (Fig. 6), theforward clutch is applied and theintermediate band is holding thereverse-high clutch drum, input shelland sun gear from turning.

The power flow is through the in-put shaft into the forward clutchand forward planet assembly ringgear. The sun gear is held from ro-tating by the intermediate band. Thiscauses the forward planet pinions torotate (walk) around the sun gear,carrying the forward planet carrierwith them. The forward planet car-rier, being splined to the outputshaft, causes clockwise rotation ofthe output shaft at a reduction inspeed compared to the speed of theinput shaft, and at an increase intorque.

Clockwise rotation of the output~ laft causes clockwise rotation oft:.1e output shaft ring gear, causingthe reverse planet pinions to alsorotate (walk) around the sun gearin a clockwise direction. The reverseplanet carrier will also rotate clock-wise and the one-way clutch innerrace, being splined to the reverseplanet carrier, will overrun.

Power Flow High Gear. In highgear (Fig. 6), the forward and re-verse-high clutches are applied. Thepower flow is through the inputshaft into the forward clutch cylin-der. (The forward clutch cylinderrotates the steel clutch plates of theforward clutch and the compositionclutch plates of the reverse-highclutch). The forward clutch directsthe power flow through the forwardclutch hub and ring gear to theforward planet carrier.

The reverse-high clutch directsthe power flow through the inputshell to the sun gear. With the sungear and the forward clutch hubring gear driven at the same speedthe forward planet assembly (thatis splined to the output shaft) isforced to rotate the output shaft atthe same speed and direction to pro-vide high gear.

Power Flow Reverse. In reverse(Fig. 6), the reverse-high clutch andreverse clutch are applied. The pow-er flow is through the input shaft,reverse-high clutch, input shell andto the sun gear. Clockwise rotationof the sun gear causes counterclock-wise rotation of the reverse Dlanet

gears.The reverse-clutch, holding the

reverse planet carrier from turning,causes the reverse planet gears torotate counterclockwise.

This rotates the reverse ring gearand hub counterclockwise. The hubsplined to the output shaft rotatesthe output shaft counterclockwise ata reduction in speed and at an in-crease in torque for reverse gear.

HYD~ULIC CONTROLSYSTEM

Front Pump. Fluid for operationof the hydraulic control system (Fig.7) is supplied by a gear type pumpmounted on the front of the trans-mission case. Pump intake is througha screen which is part of the maincontrol assembly, into the case cast-ing and pump. Discharge is throughthe case into the main control assem-bly. Fluid from the front pump isdirected to the main oil pressureregulator valve, throttle boostervalve, manual valve, 1-2 accumula-tor valve.

In addition, fluid is also directedto the primary throttle valve, whichis located in the rear of the case.Fluid delivered to these valves is ata pressure controlled by the main oilpressure regulator valve.

Main Oil Pressure RegulatorValve. The main regulator valveassembly consists of the main oilpressure regulator valve and spring,main oil pressure booster valve,spring and sleeve. This assembly islocated in one bore of the main con-trol assembly.

Fluid is delivered to two valleysof the main regulator valve from thefront pump. The difference in dia-meter between the end land and thesecond land provides an area differ-ential for regulation. Fluid pressurein this area tends to move the valveagainst spring force. Spring force issuch that at approximately 60 psifront pump pressure, the main valvewill move so that the fourth landuncovers the converter feed port,allowing additional pump volume tobe used to charge the converter andprovide fluid for cooling and lub-rication. If volume supplied by thefront pump is greater than,. that re-quired to maintain 60 psi line pres-sure and converter and lube require-ments, the valve will move furtherallowing the third land to uncoverthe port which allows excess pumpvolume to be discharged into thesump.

Pressures over 60 Dsi which are


CLUTCHES AND THE BAND ARE RELEASED

NEUTRAL

HIGH GEAR

THE FORWARD CLUTCH IS APPLIED. THE FRONT PLANETARY UNIT RINGGEAR IS LOCKED TO THE INPUT SHAFT.

THE REVERSE AND HIGH CLUTCH js APPLIED. THE INPUT SHAFT IS LOCKEDTD THE REVERSE AND HIGH CLUTCH DRUM, THE INPUT SHELL AND THESUN GEAR

--THE LOW AND REVERSE CLUTCH (LOW RANGE) OR THE ONE. WAY CLUTCH(D! RANGE) IS HOLDING THE REVERSE UNIT PLANET CARRIER STATIONARY.

FIRST GEAR

- -~ --- -

THE LOW AND REVERSE CLUTCH IS APPLIED. THE REVERSE UNIT PLANETCARRIER IS HELD STATIONARY.

THE INTERMEDIATE BAND IS APPLIED. THE REVERSE AND HIGH CLUTCHDRUM, THE INPUT SHELL AND THE SUN GEAR ARE HELD STATIDNARY. REVERSE

GEAR RATIOS

,I FIRST 2.46:1

SEC~D 1.46:1

HIGH 1.00:1THE FORWARD CLUTCH IS APPLIED. THE FRONT PLANETARY UNIT RINGGEAR IS LOCKED TO THE INPUT SHAFT. REVERSE 2.17:1

SECOND GEAR

D1596-A

FIG. 6-Power Flow (6 Trans.


tudes, an altitude-compensating throt-tle diaphragm assembly will be avail-able for service.

The operating principle of thealtitude-compensating device is de-pendent upon the collapsing forceobtained from an evacuated bellowslocated within the diaphragm assem-bly. The force created by the bellowsincreases or decreases the force onthe throttle valve actuating rod. Athigher altitudes the force that thebellows transmits to the actuatingrod is decreased, resulting in a de-crease in primary TV pressure, whichtends to make shift feel comparablewith that obtained at lower altitudes.Fig. 9 shows the construction of thealtitude-compensating diaphragm as-sembly.

Pressure specifications fot a car~uipped with the altitude-compen-sating diaphragm will not be thesame at altitude, as at sea level. Re-fer to Section 7-1 Table 3 for differ-ences.

apply it and to the release side ofthe intermediate servo. Fluid is alsosupplied to the end of the 2-3 back-out valve, and to the 3-2 coastingcontrol valve.

Primary Throttle Valve. The pri-mary throttle valve is actuated bychanges in manifold vacuum. Pri-mary throttle pressure starts at 20inches (nominal) of mercury vacuum.Primary throttle pressure is deliveredto the:

1. End of the pressure boostervalve.

2. Lower valley of pressure boos-ter valve (through cutback valve andcoasting boost valves).

3. Throttle modulator valve(through throttle booster valve).

4. End of the throttle boostervalve.

S. Spring end of the 2-3 backoutvalve and manual low valve.

Fig. 8 shows how primary throttlepressure varies with engine vacuum.

Altitude-Compensating Dia-phragm Assembly. To compensatefor change in shift feel which mightresult from operation at higher alti-

required under various operatingconditions are obtained by deliver-ing fluid under pressure to the pres-sure booster valve, where it willcause the pressure booster valve toassist the main regulator valve springin increasing regulated line pressure.

Source of these pressures whichcause variations in control pressureare discussed later.

Manual Valve. Two passages de-liver control pressure to the manualvalve. The valve is positioned by themanual linkage according to modeof operation desired, to direct fluidout of two or more of the line pas-sages which lead from the manualvalve. The five passages leading fromthe manual valve (from left toright) are:

1. D22. Dl3. D4. L-RS. RThe D2 passage is charged in D2

range only.The D 1 passage is charged in D2

and Dl ranges.The D passage is charged in all

forward ranges, (including manuallow).

The L- R passage is charged in Land R ranges.

The R passage is charged in re-verse range only.

In Park and Neutral, the valveblocks the flow of control pressureand exhausts the five passages lead-ing from the manual valve.

The D passage supplies fluid pres-sure to the governor secondaryvalve, D2 valve and forward clutch.

The D2 passage supplies fluid tothe adjoining ends of the D2 and 1-2shift valves.

The Dl passage supplies fluid tothe 2-3 shift valve, downshift valveand coasting boost valve.

The Land R passage suppliesfluid to the end of the manual lowvalve and to the D2 valve. When theD2 valve is in the closed (up) posi-tion, fluid passes through the valveand to the following places:

1. Spring end of the D2 valve.2. Reverse clutch.3. Through the downshift valve

to the throttle modulator valve bore,under the 2-3 shift valve and to theunderside of the first land of the1-2 shift valve.

The R passage supplies fluid tothe upper valley of the pressurebooster valve, through the 2-3 shiftvalve to the reverse-high clutch, to FIG. 9-Altitude-(ompen5atin~ Vacuum Diaphra~m

AUTOMATIC TRANSMISSIONGROUP 77-60

off line pressure feed to the gover-nor passage and allowing this pas-sage to be ~pened to exhaust, at theinner end of the valve. At the sametime, line pressure will pass by twoflats on the outer end of the valve,pressurizing the line leakage pas-sage leading to the primary governorvalve. At rest, the spring on -the out-er end of the primary governorvalve holds the primary governorvalve inward, blocking furtQer flowof the fluid in the line leakage pas-sage. This causes pressure in theline leakage passage to build to thesame value as line pressure. As aconsequence, the secondary gover-nor valve is held in and there is nopressure in the governor circuit.

ABOVE 10 MPR. When speedreaches approximately 10 mph, cen-trifugal force on the primary gover-nor valve overcome spring force,and the valve moves outward, open-ing the line leakage passage to ex-haust. This action reduces the pres-sure on the end of the secondarygovernor valve to zero (0), allowingthe secondary valve to also moveoutward, due to spring force andcentrifugal force. When the secon-dary valve moves outward, it closesthe governor exhaust passage, andallows line pressure to enter the gov-ernor passage. As pressure builds inthe governor passage, it will create aforce on the secondary governorvalve due to the differential in areasof the inner and outer lands of thevalve. This force tends to move thevalve inward. When the force onthe valve created by pressure in thegovernor passage exceed the cen-trifugal force plus spring force, the

Pressure Booster ValveFORWARD DRIVING

RANGES (D1, D2, L)TV pressure is delivered to the

lower valley of the pressure boostervalve and to the end of the pressurebooster valve. When force createdon the booster valve by TV pressuresin these two areas exceeds pressurebooster valve spring force, the forcewill be added to the main regulatorvalve spring force transmitted to themain regulator valve. This will pro-vide increased control pressures re-quired to compensate for increasedthrottle openings and engine torqueoutput. Fig. 10 shows how controlpressure varies with engine vacuumat zero output shaft rpm.

REVERSE (R). Additional fluidpressure is required in reverse to pre-vent clutch and/ or band slippageunder stall or partial stall conditions.This additional pressure is providedby directing line pressure to theupper valley of the pressure boostervalve when reverse range is selected.The differential in area between thelands of this valve provides a forcewhich is added to the TV pressureforces present in the lower valleyand on the end of the valve, toboost line pressure to a higher valuethan is available in the forward driv-ing ranges.

GovernorAT REST (0 MPH). Control pres-

sure (line) is fed to the secondarygovernor valve through the centerpassage in the valve body. Becauseof the differential in area of the inner~d outer lands of the valve, thevalve will be forced inward, shutting

valve will move inward, allowinggovernor pressure to exhaust, andclose the passage between line pres-sure and governor pressure. Whengovernor pressure is reduced, thesecondary valve will again move out-ward, closing the governor exhaustport and opening the line pressureto governor passage. Above 10 mph,governor pressure is regulated in thismanner, and will vary with the carspeeds.

If the car speed drops below 10mph, the primary valve spring willmove the primary governor valvein, closing the line leakage exhaustport at the primary valve. Pressurein the line leakage passage will be-come equal to line pressure, forcingthe secondary governor valve in.This action shuts off line pressurefeed to the governor passage andexhausts the governor circuit.

When the secondary governorvalve is regulating, governor pres-sure will be delivered to the cutbackvalve, end of the 2-3 shift valve, 1-2shift valve and end of the line pres-sure coasting boost valve and 3-2coasting control valve. Fig. 10 showsthe relationship between governorpressure and output shaft rpm.

Throttle Booster Valve. Throttleplate openings above 50° providevery little change in engine vacuumas compared to throttle plate open-ings below 50°. The throttle boostervalve is used to boost throttle pres-sure and provide the necessary shiftdelay for engine throttle plate open-ings above 50°.

Below approximately 65 psi pri-mary 11{ pressure, 11{ pressureflows to and through the throttleboost valve unaffected, working onthe end of the boost valve and onthe area differential in the first valley.

When TV pressure increases above65 psi, the force created by 11{pressure acting on the end of thethrottle boost valve, minus the forceof TV pressure acting on the areadifferential in the first valley willexceed the force of the spring. Thiscauses the valve to move againstthe spring, closing off primary TVpressure to the area differential andpermitting this area to be fed fromline pressure, causing a boost in thepressure used for shift delay only.Because the area of the end of thethrottle boost valve exceeds the areadifferential in the first valley by 3to 1, throttle boost pressure above65 psi primary 11{ pressure willincrease 3 psi for each 1 psi increase

FIG. 1 a-Control Line Pressure and Governor Pressure Versus OutputShaft rpm


sure is present on the end of the 1-2accumulator valve and holds thevalve up in its bore against springpressure.

When the 1-2 shift valve trainmoves to make a 1-2 shift, line pres-sure passes thru the D-2 valve andgoes to the 1-2 scheduling valve.This pressure passes thru the sched-uling valve bore, goes to the differen-tial in area between the two landsof the 1-2 accumulator valve andthru the 2-3 backout valve to applythe intermediate servo. This samefluid also passes thru a hole in thecenter of the 1-2 scheduling valveto the end of the valve, and alsothru an orifice which feeds the fluidto the spring ends of the 1-2 accum-ulator and 1-2 scheduling valves.

The fluid which passes thru thecenter of the 1-2 scheduling valvetends to move the valve upwardagainst spring force. However, thespring effort and fluid pressure cre-ated by the fluid which has passedthru the orifice to the spring end ofthe valve will hold the valve down.

As fluid flows thru the orifice tothe spring ends of the 1-2 accumu-lator and scheduling valves, andpressure increases on the spring endsof the valves, the 1-2 accumulatorvalve starts to move downward. Thismovement of the 1-2 accumulatorvalve causes a flow of fluid thru theorifice, resulting in a lower pressureexisting on the spring sides of thevalves.

As a consequence, the fluid pres-sure on the end of the 1-2 schedulingvalve opposite the spring will behigher than the pressure on the springend of the valve, causing the valveto move upward. This action cutsoff fluid supply to the intermediateservo (and thru the orifice) andopens an exhaust port at the end ofthe 1-2 scheduling valve. When theexhaust port opens, the pressure onthe end of the 1-2 scheduling valveopposite the spring is reduced, allow-ing the valve to again move down-ward and opening the line to theintermediate servo apply.

In this manner, the 1-2 schedul-ing valve regulates to control theintermediate servo apply during a1-2 shift, until the 1-2 accumulatorvalve has fully bottomed in its boreand there is no more fluid flow thrutile orifice.

2.3 Shift Valve. The 2-3 shiftvalve is held closed by throttle mod-ulator valve spring force, modulatedthrottle pressure force, and by D1fluid pressure force acting on the

in primary TV.Figure 8 shows the relationship

between primary TV pressure andboosted throttle pressure.

Throtde Modulator Valve. Thethrottle modulator valve, located inthe end of the 2-3 shift valve borereduces throttle pressure which actson the end of the 2-3 shift valve andon the area differential of the 1-2shift valve. Modulated throttle pres-sure in these areas provides shiftdelay in relation to throttle opening.

Cutback Valve. Increased linepressure is required to preventclutch and band slippage under stallconditions. Dependent upon carspeed, the requirements for increasedline pressure are considerably re-duced. When governor pressureacting on the end of the cutbackvalve exceeds the force of TV pres-sure acting on its area opposing gov-ernor, the cutback valve will movecutting off primary TV pressurebeing fed to the lower valley of thepressure booster valve, thtu thecoasting boost valve. This actionreduces the assist that the pressurebooster valve provides to the mainregulator valve spring. The cutbackvalve movement will therefore varywith engine throttle opening andcar speed. Figure 10 shows howline pressure varies with output shaftrpm (car speed) at constant vac-uum values.

Coasting Boost Valve. When usingmanual low 10 force a 3-2 coasting(throttle closed) downshift in orderto use the engine as a brake, addi-tional pressure may be required toinsure positive band applications.With the throttle closed there willbe no TV pressure present at thepressure booster valve.

At speeds above approximately55 mph, additional pressure is ob-tained thru the U3e of the coastingboost valve. When the manual valveis shifted to manual low (L), linepressure is exhausted from the endof the coasting boost valve, allow-ing governor pressure to move thevalve downward. This action blocksthe TV pressure passage from thecut-back control valve and allows in-termediate servo apply pressure topass thru the coasting boost valveto the lower valley of the pressurebooster valve, increasing main linepressure.

1-2 Shift Valve Train. The 1-2shift valve train is composed of the1-2 shift valve, the D2 valve, andthe 1-2 shift valve spring.

Dl RANGE. In Dl range the 1-2shift valve is held closed (up) bymodulated throttle pressure actingon the differential area between thetwo lands of the 1-2 shift valve, byD fluid pressure acting on the dif-ferential in area between the twolands at the spring end of the D2valve, and by the 1-2 shift valvespring. Governor pressure tends tomove the 1-2 shift valve train againstthese forces. When force created bygovernor pressure exceeds the forcesholding the 1-2 shift valve trainclosed, the 1-2 shift valve and D2valve will be opened (move down-ward), closing the exhaust port andallowing D fluid to pass through theD2 valve to accomplish the 1-2shift. When the D2 valve is moveddownward, D fluid is exhaustedfrom the differential in areas pro-vided by the lower two lands of theD2 valve and modulated throttlepressure from area differential on1-2 valve. This action eliminates theforce created by D fluid whichtends to hold the 1-2 shift valvetrain closed.

If governor pressure is reducedto the point where spring force ex-ceeds governor pressure force, the1-2 shift valve train will move up(close) cutting off the flow of Dfluid through the valve and openingthe exhaust port allowing a down-shift to low gear.

If the throttle is opened throughdetent, the downshift valve movesto allow line pressure to enter themodulated throttle pressure passageat the 1-2 shift valve to provide aforced 2-1 downshift.

L-RANGE. Once the transmissionis in low gear L-R fluid, which isdirected to the D2 valve, passesthrough the D2 valve and is deliv-ered to the spring end of the D2valve, preventing an upshift. L-Rfluid which passes through the D2valve also applies the reverse clutch.Coasting downshifts to first gear arenot possible above approximately 10mph in low range.

D2 RANGE. In D2 range, D2fluid is introduced between the 1-2shift and D2 valves. This actionopens the D2 valve and holds itopen, providing a second gear startand preventing a 2-1 downshift.

1-2 Scheduling Valve and 1-2 Ac-cumulator Valve. The 1-2 schedulingand 1-2 accumulator valves are usedto control the rate of band applica-tion during a 1-2 shift.

During operation in first gearprior to the 1-2 shift, control pres-


2-3 shift valve, forcing the valve upand causing a forced 3-2 downshift.Maximum 3-2 forced downshiftspeed is controlled by governorpressure.

In addition to the above, a 3-2downshift will occur when the manu-al valve is moved to L range. TheDI passage which feeds fluid to the2-3 shift valve will then be openedto exhaust, allowing reverse-highclutch apply-intermediated servo re-lease fluid to exhaust and causinga 3-2 downshift.

2.3 Backout Valve. The purposeof the 2-3 back-out valve it to pro-vide smooth upshifts, when the throt-tle is suddenly closed while accele-rating in second gear. Operation isas follows:

NORMAL THROTTLE ON 2-3UPSHIFTS. When the 2-3 shiftvalve moves to cause a 2-3 upshift,D I fluid passes through the valve toapply the direct clutch and releasethe intermediate servo. This samefluid is also directed to the end ofthe 2-3 back-out valve. However,with throttle open, primary throttlepressure on the opposite end of the2-3 back-out valve, assists springforce in holding the valve up, sothat there will be no valve move-ment until after the 2-3 shift hasbeen completed.

BACK-OUT 2-3 UPSHIFTS.When the throttle is closed duringa 2-3 upshift, and before the shift iscompleted, there may be enoughpressure in the reverse-high clutchcylinder to apply the clutch at the re-duced engine torque input, but notenough pressure to release the inter-mediate servo. This condition couldcause a harsh 2-3 shift. However, ifthe throttle is closed during a 2-3shift, primary throttle pressure willbe reduced to zero (0), and reverse-high clutch apply pressure on theend of the 2-3 back-out valve willmove the valve down against spring

force. This action immediately con-nects the clutch apply circuit to theintermediate servo apply circuit, re-ducing the pressure on apply side ofthe servo to the same valve as in thereverse-high clutch (and also on therelease side of the intermediateservo). When this happens, the inter-mediate band is released, to providea smooth 2-3 shift.

3.2 Coasting Control Valve. The3-2 coasting control valve controlsthe intermediate servo apply forceto provide acceptable 3-2 downshiftsunder both coasting and throttle-onconditions.

THRO1TLE-ON 3-2 SHIFT.During a 3-2 throttle-on downshift,car speed will be such that governorpressure will hold the 3-2 coastingcontrol valve bottomed in its boreagainst its spring. In this position,intermediate servo release fluid ex-hausts through the coasting controlvalve and 2-3 shift valve during a3-2 downshift, allowing a rapid ap-ply of the intermediate band.

COASTING 3-2 SHIFT ( D2RANGE). At the 3-2 coasting down-shift speed, governor pressure is re-duced to zero and the 3-2 coastingcontrol valve will be moved by springforce to the bottom of its bore. Thisblocks the direct passage of inter-mediate servo release fluid to exhaustand requires that this fluid be ex-hausted through a controlling orifice.Therefore, the band application iscushioned during a 3-2 coastingdownshift, resulting in a smoothshift.

Manual Low Valve. The manuallow valve insures that the 2-3 back-out valve will be moved up the in-stant that pressure drops in thereverse-high clutch apply-intermedi-ate servo release circuit, when a shiftto manual low range is made. Thisis accomplished by directing controlpressure to the end of the manuallow valve, when L range is selected.

differential in area of the lands ofthe valve to which it is delivered.

Governor pressure tends to openthe 2-3 shift valve. When forcecreated by governor pressure exceedsthe forces holding the valve closed,the valve will move downward(open) closing the exhaust passage(through the manual valve) andopening the Dl passage to allow Dlfluid to apply the reverse-high clutchand release the intermediate servo.

With the shift valve open (down)the throttle modulator valve is helddown cutting off modulated throttlepressure to the 2-3 shift valve and1-2 shift valve. In addition, the portwhich delivered Dl fluid to the dif-ferential in area of the shift valvelands, is closed.

The shift valve will be reopened(moved up) causing a downshiftunder one or more of the followingconditions:

GOVERNOR PRESSURE RE-DUCED. If governor pressure isreduced to the point where it canno longer hold the shift valve downagainst spring force, the valve willmove up causing a downshift. Underclosed throttle conditions, the 2-3shift valve will close at approxi-mately 10 mph, (speed at which gov-ernor pressure is cut off). Si~cegovernor pressure is cut off at thisspeed, the 1-2 shift valve train alsocloses at the same time. This willprovide a 3-1 downshift when coast-ing in Dl range.

THROTTLE PRESSURE IN-CREASED. If throttle pressure isincreased sufficiently, it will movethe throttle modulator valve andconsequently the 2-3 shift valve up,causing a 3-2 torque demand down-shift.

LINE PRESSURE INTRO-DUCED BELOW 2-3 SHIFTVALVE. If the downshift valve isn1()ved through detent, line pressureis directed to the underside of the

IN-CAR ADJUSTMENTS AND REPAIRS

4. Adjust engine idle speed to thespecified rpm with the transmissionselector lever at DI or D2, the drivepositions.

5. The carburetor throttle levermust be against the hot idle speedadjusting screw at the specified idlespeed in Dl (large dot) or D2 (smalldot). To make sure that the carbure-tor throttle lever is against the idle

place the selector lever at N.2. Run the engine at normal idle

speed. If the engine is cold, run theengine at fast idle speed (about 1200rpm) until it reache$ normal oper-ating temperature. When the engineis warm, slow it down to normal idlespeed.

3. Connect a tachometer to theengine.

CONTROL LINKAGEADJUSTMENIS

The transmission control linkageadjustments should be performed inthe order in which they appear inthis section of the manual.

THRO'n'LE AND DOWNSIDFTLINKAGE ADJUSTMENTS

1. Apply the parking brake and

PART 7-3 (6 AUTOMATIC DUAL RANGE TRANSMISSION 7-63

D 1625-A

01568 -B

FIG. 12-Manual linkage-Typical

fore adjusting the manual linkage,check the. starter neutral switch oper-ation. If the switch needs adjustingthe adjustment can be made at thetime the manual linkage is adjusted.The selector lever handle (Fig. 13),must be tight on the selector lever.

1. Move the shift lever to the Dldetent position against the stop.

2. Raise the car and loosen themanual linkage rod attaching nut(Fig. 13). Move the transmissionmanual lever to the Dl position,second from the rear. The last de-tent position is low position.

3. With the selector lever and the

. LUBRICATION POINTS

FIG. 11-Throttle linkage-Comet and Fairlane with 390 aDadjusting screw, refer to Group 10 hold it in the wide open position.for the carburetor adjusting proce- 9. Rotate the downshift lever ondures. the transmission in a counterclock-COMET AND F AIRLANE wise direction to place it against theLINKAGE-390-CID ENGINE internal stop.

1. Disconnect the bellcrank-to- 10. Adjust the trunnion at pointcarburetor rod at point C and the D so that it enters the downshiftaccelerator rod from the throttle lever freely.shaft at point B (Fig. 11). 11. Turn it .one additional turn

2. Disconnect the stabilizer rod counter clockwIse to lengthen thefrom the stabilizer at point A. rod.. ~ecure. it to the lever with the

3. Insert a 1/4 inch diameter pin retammg ClIp.through the stabilizer and the brack- 12. Remove the block from theet (Fig. 11). accelerator pedal.

4. Adjust the length of the stabi- MANUAL LINKAGElizer rod so that the trunnion enters ADJUSTMENTthe stabilizer freely. Secure the sta- Column Shift Transmission.bilizer rod with the retaining clip. 1. With the engine stopped, loosen

5. Secure the carburetor-to-beIl- the clamp at the shift lever at pointcrank rod to the bellcrank with the A so that the shift rod is free toattaching clip at point C. slide in the clamp (Fig. 12).

6. Adjust the length of the accel- 2. Position the transmission se-erator rod to obtain an accelerator lecter lever into the Dl (large dot)pedal height of 4-4Y2 inches meas- position making sure that the selecterured at the pedal as shown in Fig. lever is against the D, stop on the11. Connect the accelerator rod to selecter plate.the accelerator shaft with the retain- 3. Shift the manual lever at theing clip after the proper accelerator transmission into the Dl detent po-pedal height has been established. sition, second from the rear.

7. With the engine off, disconnect 4. Tighten the clamp on the shiftthe downshift rod from the lever at rod at point A.point D (Fig. 11). 5. Check the pointer aligr.ment

8. With the carburetor choke in the and transmission operation for alloff position, depress the accelerator selector lever detent positions.pedal to the floor. Block the pedal to Console Shift Transmission. Be-


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-VIEW Z

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-"""'-;:'\'~--!\ '"

'\TRANSMISSION.MANUAL LEVER

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ISELECTORLEVER

I

Ii' ,;) ,

,/" NEUTRAL, ~ _:~::::::::::=/ START SWITCH

'..., ,,~ - 200 AND 289 ENG

C4 TRANSMISSION

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D-1626.A

MANUAL LINKAGERnD 7340


FIG. 1 5-Neutral Start Switch

transmission manual lever in the D 1position, tighten the rod attachingnut to specifications (Fig. 1'3).

Selector Lever Removal, Adjust-ment and Installation.

1. Raise the car on a hoist orjack stands.

1. Remove the retainer that securesthe manual linkage rod to the lowerend of the manual lever (Fig. 13).

3. Remove the flat washer andtwo insulator washers and discnn-nect the rod from the arm.

4. Working from inside of thecar, remove the selector lever handleattaching screw. Lift the handle offthe selector lever.

5. Remove the console trim panelfrom the top of the console.

6. Disconnect the quadrant lampwires from the harness.

7. Remove the four bolts thatsecure the selector lever controlhousing to the console. Lift the selec-tor lever housing from the console.

8. It is necessary to disassemblethe quadrant to adjust the selectorlever. To disassemble the quadrant,remove tlle two retainers from theunderside of the dial and the twoattaching screws from the oppositeside. Separate the dial, insulators,retainer, pointer and the plate fromthe housing.

9. Install the selector lever handle.10. Position the selector lever as

shown in Figure 14. With a feelergauge, check the clearance betweenthe detent pawl and plate. The clear-ance should be 0.005 to 0.010 inch.If necessary adjust the height of thedetent pawl as shown in Figure 14.


11. Position the plate, pointer,

retainer, insulators and the dial onthe control housing. Secure theseitems with two screws and two re-tainers.

13. Position the selector lever hous-ing in the console. Install the fourattaching bolts (Fig. 13).

14. Connect the quadrant lampwires to their connectors.

15. Position the console plate andsecure it with the attaching screws.

16. Install the handle and the but-ton on the selector lever. Secure thehandl.e with the lock screw.

17. Secure the manual linkagerod to the arm with two insulatingwashers, a flat washer and a retain-er (Fig. 13).

18. Adjust the linkage as required..Lower. the car.

NEUTRAL START SWITCHADJUSTMENT

1. With the manual lever properlyadjusted, loosen the two switch at-taching bolts (Fig. 15).

2. With the transmission manuallever in neutral, rotate the switchand insert the gauge pin (No. 43drill shank end) into the gauge pinholes of the switch. The gauge pinhas to be inserted to a full 31/64inch into the three holes of theswitch (Fig. 15).

3. Torque the two switch attach-ing bolts to specification. Removethe gauge pin from the switch.

4. Check the operation of theswitch. The engine should start onlywith the transmission selector leverin Neutral and Park.

NEUTRAL START SWITCHREPLACEMENT

1. Remove the downshift linkage

rod from the transmission downshiftlever.

2. Apply penetrating oil to theouter downshift lever attaching nut.Remove the transmission downshiftouter lever attaching nut and lever(Fig. 15).

3. Remove the two neutral startswitch attaching bolts.

4. Disconnect the two multiplewire connectors. Remove the neutralswitch from the transmission.

5. Install the neutral start switchon the transmission. Install the twoattaching bolts.

6. With the transmission manuallever in neutral, rotate the switchand install gauge pin (No. 43 drill)into the gauge pin hole (Fig. 15).

7. Tighten the switch attachingbolts to specification and remove thegauge pin.

8. Install the outer downshift leverand attaching nut, and torque the nutto specification. Install the downshiftlinkage rod to the downshift lever.

9. Install the switch wires. Con-nect the wire multiple connectors,red to red and blue to blue. Checkthe operation of the switch in eachdetent position. The engine shouldstart only with the transmission selec-tor lever in N (neutral) and P (park).

BAND ADJUSTMENT1. Raise the car on a hoist or

jack stands.2. Clean the threads of the inter-

mediate band adjustment screw.3. Loosen the adjustment screw

lock nut.4. Tighten the band adjustment

screw as shown in Fig. 16 until thewrench overruns, then back it off11/8 turns. Tighten the adjustmentscrew lock nut to specification beingFIG. 14-Selector Lever Detent Pawl Adjustment


install and torque the attaching boltsto specification.

5. Clean the oil pan and gasketsurfaces thoroughly.

6. Using a new pan gasket, securethe pan to the transmission case andtorque the attaching bolts to speci-fication.

7. Lower the car and fill the trans-mission to the correct level with thespecified fluid.

TOOL-TS9P-77370-BD1597-A

FIG. 16-Adjusting Inter-mediate Band

careful not to disturb the adjust-ment screw setting.

5. Lower the car.

INTERMEDIATE SERVO REPAIRREMOVAL

1. Raise the car on a hoist orstands.

2. Remove the engine rear sup-port-to-extension housing attachingbolts.

3. Raise the transmission highenough to remove the weight fromthe engine rear support.

4. Remove the bolt that securesthe engine rear support to the cross-member. Remove the support.

5. Lower the transmission and re-move the jack.

6. Place a drain pan beneath theservo. Remove the bolts that attachthe servo cover to the transmissioncase. Loosen the band adjustingscrew lock nut.

7. Remove the cover, piston,spring and gasket from the case,screwing the band adjusting screwinwards as the piston is removed.This insures that there will be enoughtension on the band to keep thestruts properly engaged in the bandend notches while the piston is re-moved.

piston and stem.2. Remove the seals from the

piston (Fig. 17).3. Remove the seal from the

cover.4. Dip the new seals in trans-

mission fluid.S. Install the new seals on the

piston.6. Install the new seal on the

cover.7. Dip the piston in transmission

fluid and install it in the cover.

INSTALLATION1. Position a new"gasket on the

servo cover.2. Position the servo spring on

the piston stem.3. Insert the servo piston stem

in the case. Secure the cover withthe attaching bolts, taking care toback off the band adjusting screwwhile tightening the cover bolts.Make sure that the vent tube re-taining clip is in place.

4. Raise the transmission highenough to install the engine rear sup-port. Secure the support to the ex-tension housing with the attachingbolts. Lower the transmission asrequired to install the support tocrossmember attaching bolt. Torquethe attaching bolts to specification.

S. Remove the jack.6. Adjust the band as detailed

in Section 2.7. Lower the car and replenish

the fluid as required.

OIL PAN AND CONTROLVALVE BODY REPLACEMENTREMOVAL

1. Raise car on a hoist or jackstands.

2. Place a drain pan under thetransmission. Loosen and removeall but two of the oil pan bolts fromthe front of the case and drop therear edge of the oil pan to drainthe fluid. Remove and thoroughlyclean the oil pan and screen. Discardthe oil pan gasket.

3. Remove the valve body attach-ing bolts and remove the valve bodyfrom the case.

4. Position the valve body to casemaking sure that the selector anddownshift levers are engaged, then

SEAL REPLACEMENT

1. Apply air pressure to the portin the servo cover to remove the

TRANSMISSIONCASE SEAL.7DO24

SEAL.7DO25SPRING7DO28

COVER.7DO27

, ._,-,70022

EXTENSION HOUSING ANDGOVERNOR REPLACEMENT

REMOVAL1. Raise the car on a hoist or

jack stands.2. Place a large drain pan under

the transmission. Loosen the drainpan attaching bolts and allow thefluid to drain. Starting at the rearof the pan, gradually remove allbolts but two and allow the fluidto drain further. After the fluid hasdrained, install two bolts loosely inthe rear side of the pan.

3. Disconnect the parking brakecable from the equalizer.

4. Remove the torque plate attach-ing bolts and remove the plate.

5. Disconnect the driveshaft fromthe rear axle flange and remove itfrom the transmission.


7. Remove the two nuts that se-cure the engine rear mount to thecrossmember.

t.1'GASKET

70026

D1599-A

FIG. 17-Servo Disassembled


'"",.

Too/-T57 P-7697-B

~--/

r"' r c;1, '-\ :~

BUSHING

"

D1601-A

FIG. 21-lnstalling Extension

Housing Bushing

5. Inspect the counterbore of thehousing for burrs with crocus cloth.

6. Install the seal into the hous-ing with the tool shown in Fig. 22.The seal should be firmly seated inthe bore. Coat the inside diameterof the fiber portion of the seal withB8A-19589-A lubricant.

remove the jack. Install and torquethe engine rear support-to-extensionhousing attaching bolts to specifi-cation.

21. Secure the speedometer cableto the extension housing with theattaching bolt.

22. Connect the parking braketo the equalizer.

23. Install the drive shaft.24. Secure the torque plate to the

floor pan with the attaching bolts.Torque them to specification.

25. Fill the transmission to thecorrect level with the specified fluid.

EXTENSION HOUSINGBUSHING AND REAR SEALREPLACEMENT

1. Disconnect the drive shaft fromthe transmission.

2. When only the rear seal needsreplacing, carefully remove it with atapered chisel or the tools shown inFig. 19. Remove the bushing asshown in Fig. 20. Use the bushingremover carefully so that the splineseal is not damaged.

Tool-T61L-7657-B

-"'c I"~";~~I~ ~rccc" CC" C C

'CCCCCC ,

Cc C ~ ~c.

~d.

c~

D 1602 - A

FIG. 22-lnstalling ExtensionHousing Seal

D1600-A

FIG. 20-Removing ExtensionHousing Bushing

7. Coat the front universal jointspline with B8A-19589-A lubricantand install the drive shaft.

3. When installing a new bushinguse the special tool shown in Fig. 21.

4. Before installing a new seal, in-spect the sealing surface of the uni-versal joint yoke for scores. If scoresare found, replace the yoke.

8. Place a jack under the trans-mission and raise it just enough toremove the weight from the cross-member.

9. Remove the cotter pins andnuts that attach the crossmemberto the frame side supports. Removethe crossmember.

10. Remove the engine rear sup-port-to-extension housing attachingbolts and remove the support.

11. Lower the transmission topermit access to the extension hous-ing attaching bolts.

12. Remove the extension hous-ing attaching bolts and slide thehousing off the output shaft.

13. Remove the Jour bolts thatattach the governor to the distribu-tor (Fig. 18). Slide the governor offthe output shaft.

14. Secure the governor (Fig. 18)to the distributor flange with theattaching bolts. Torque the bolts tospecification.

15. Clean the mounting surfaceon the transmission and on the ex-tension housing. Position a newgasket on the transmission.

16. Hold the extension housingin place and secure it with the at-taching bolts.

17. Raise the transmission highenough to position the engine rearsupport and the crossmember.

18. Secure the engine rear supportto the crossmember with the at-taching bolts. Torque the nuts tospecification.

19. Position the crossmember onthe frame side supports. Install theattaching nuts and torque them tospecification. Secure the nuts withcotter pins.

20. Lower the transmission and


REMOVAL AND INSTALLATION

REMOVAL

1. Working from inside the en-gine compartment, disconnect theneutral switch wires from the har-ness connector and the retaining clipon the dash.

2. Remove the bolt that securesthe filler tube to the rear of the rightcylinder head.

3. Raise the car on a hoist or jackstands.

4. Remove the converter drainplug access cover from the lower endof the converter housing.

5. Place a drain pan under theconverter housing and remove thetwo converter drain plugs. Install theplugs after the fluid has drained.

6. Place the drain pan under thetransmission oil pan. Starting at therear of the pan and working towardthe front, loosen the attaching boltsand allow the fluid to drain. Finallyremove all of the pan attaching boltsexcept two at the front, to allow theoil to further drain. After the oil hasdrained, install two bolts on the rearside of the pan to temporarily holdit in place.

7. Disconnect the drive shaft fromthe rear axle flange and remove itfrom the transmission. Install toolT61L-7657-A in the rear of the ex-tension housing to prevent the fluidfrom leaking.

8. Disconnect the downshift rodfrom the transmission downshiftlever.

9. Disconnect the shift rod fromthe manual lever.


11. Disconnect the rubber hosefrom the vacuum diaphragm at therear of the transmission. Removethe vacuum tube from the retainingclip at the transmission.

12. Disconnect the starter cablefrom the terminal on the starter.Remove the starter attaching boltsand remove it from the housing.

13. Lift the fluid filler tube fromthe transmission case.

from the transmission.6. Connect the two fluid cooler

lines to the fittings in the transmis-sion case.

7. Secure the engine rear supportto the extension housing with theattaching bolts. Torque the bolts tospecification.

8. Position the crossmember onthe frame side supports and installand tighten the attaching nuts tospecification. Install cotter pins toretain the nuts.

9. Remove the transmission jackfrom under the car. Install andtorque the engine rear support-to-crossmember attaching nuts.

10. Install the converter-to-fly-wheel attaching nuts and torquethem to specifications. Tighten thedrain plugs to specification.

11. Secure the converter drainplug access cover to the lower endof the converter housing with theattaching bolts.

12. Install a new O-ring on thelower end of the fluid filler tube. Dipthe O-ring in clean automatic trans-mission fluid and insert the fillertube in the transmission case.

13. Secure the starter to the con-verter housing. Connect the cable tothe terminal on the starter.

14. Connect the speedometer ca-ble to the extension housing.

15. Connect the shift rod to themanual lever at the transmission.

16. Connect the downshift rod tothe lever on the transmission. Adjust

.the rod. Part 7-2 if required.17. Remove the tool from the ex-

tension housing and install the driveshaft.

18. Lower the car.19. Working from the engine

compartment, secure the fluid fillertube to the rear of the right cylinderhead with the attaching bolt.

20. Connect the neutral switchwires to the harness. Secure thewires to the dash with the retainingclip.

21. Fill the transmission with thespecified lubricant as detailed inPart 7-1.

14. Remove the four converter-to-flywheel attaching nuts.

15. Remove the two nuts that at-tach the engine rear support to thecrossmember.

16. Raise the transmission with ajack just enough to remove theweight from the crossmember.

17. Remove the cotter pins fromthe crossmember-to-frame side sup-port attaching nuts and remove thenuts. Lift the crossmember from theframe side supports.

18. Remove the bolts that attachthe engine rear support to the exten-sion housing and remove the sup-port.

19. Lower the transmission, thendisconnect the fluid cooler lines fromthe transmission case.

20. Secure the transmission to thejack with a chain.

21. Remove the six bolts that at-tach the converter housing to thecylinder block.

22. Move the jack rearward untilthe transmission clears the engine,then tip it forward to provide clear-ance. Lower the transmission and re-move it from under the car.

23. Remove the converter fromthe transmission. Mount the trans-mission in a holding fixture if repairsare necessary.

INSTALLATION1. Mount the transmission in a

transmission jack and secure it witha safety chain.

2. Install the converter on thefront pump.

3. Rotate the flywheel so that thedrain plug holes are in a verticalposition. Rotate the converter so thatthe drain plugs are in the same rela-tive position as the drain plug holesin the flywheel.

4. Roll the transmission into posi-tion under the car and raise it toalignment with the engine. Move itforward until the converter housingcontacts the cylinder block. Installand torque the converter-to-cylinderblock attaching bolts.

5. Remove the jack safety chain


a MAJOR REPAIR OPERATIONS

FIG. 23- Transmission Mounted in Holding Fixture

DISASSEMBLY OFTRANSMISSION

1. Mount the transmission inholding fixture T59P- 7000-A (Fig.23).

2. Remove the oil pan attachingbolts. Remove the pan and gasket.

3. Remove the valve body attach-ing bolts (Fig. 24). Lift the valvebody from the transmission case.

4. Attach a dial indicator to thefront pump as shown in Fig. 25. In-stall tool T61L- 7657-B in the exten-sion housing to center the shaft.

5. Pry the gear train to the rearof the case and at the same time,press the input shaft inward until itbottoms (Fig. 25). Set the dial indi-cator to read zero.

6. Pry the gear train forward(Fig. 25) and note the amount ofgear train end play, on the dial indi-cator. Record the end play to facili-tate assembling the transmission. Re-move the dial indicator from thepump and the tool from the exten-sion housing.

7. Remove the vacuum dia-phragm, rod and the primary throt-tle valve from the case.

8. Slip the input shaft out of thefront pump.

9. Remove the front pump at-taching bolts. Pry the gear train for-ward as shown in Fig. 26 to removethe pump.

10. Loosen the band adjustmentscrew and remove the two struts.

11. Rotate the band 90° counter-clockwise to align the ends with theslot in the case (Fig. 27). Slide theband off the direct drive clutchdrum.

12. Remove the forward part ofthe gear train as an assembly asshown in Fig. 28.

13. Remove the large snap ringthat secures the reverse planet car-rier in the low-reverse clutch hub.Lift the planet carrier from thedrum.

14. Remove the snap ring (Fig.29) that secures the reverse ring gearand hub on the output shaft. Slidethe ring gear and hub off the shaft.

15. Rotate the low-reverse clutchhub in a clockwise direction and atthe same time, withdraw it from thecase.

16. Remove the reverse clutchsnap ring from the case, then removethe clutch discs, plates and pressureplate from the case. FIG. 24- Transmission with Oil Pan Removed


INPUTSHELL

D 1608 - A

FIG. 28-Removing or InstallingForward Part of Gear Train

LOW-REVERSE OUTPUTCLUTCH DRUM SHAFT

SNAPRING

SNAP RINGPLIERS D1609-A

FIG. 29-Removing or InstallingReverse Ring Gear Hub Retaining

Ring

17. Remove the extension hous-ing attaching bolts. Remove the ex-tension housing and gasket.

18. Slide the output shaft assem-bly from the transmission case.

19. Remove the distributor sleeveattaching bolts and remove thesleeve, parking pawl gear and thethrust washer.

20. Compress the reverse clutchpiston release spring with tool T65P-77515-A (Fig. 30). Remove the snapring. Remove the tool and the spring

retainer.21. Remove the one-way clutch

inner race attaching bolts from therear of the case. Remove the innerrace from inside of the case.

22. Remove the low-reverse clutchFIG. 26-Removing Front Pump

SNAP RING LOW. REVERSE

SLOT BAND ENDS D 1607 - A

FIG. 27-Removing or InstallingBand

Too/- T65L-77515-A D1610-A

Tool - " J

T65L-77515-A RETAINER

FIG. 30-Compressing Low-Reverse Clutch Springs


OUTER

~

INNERMANUAL.LEVER

DDWN SHIFTLEVER

PARKINGPAWL ACTUATING

RODI.

D1611-ADI6J2-A

LOW- REVERSE CLUTCHAPPLY PASSAGE

FIG. 31-Removing Low-Reverse Clutch Piston

-~-~~-~..FIG. 32-Downshift and Manual linkage

lever to the transmission and removethe lever.

2. Remove the two bolts that se-cure the neutral safety switch to thecase. Insert a screwdriver betweenthe switch and case as close as possi-ble to the shaft. Gently pry theswitch from the case.

3. Slide the downshift lever outfrom the inside of the case (Fig.32). Remove the seal from the recessin the manual lever shift.

4. Remove the C-ring that securesthe parking pawl actuating rod tothe manual lever. Remove the rodfrom the case.

5. Remove the nut that securesthe inner manual lever to the shaft.Remove the inner lever from the

shaft. Slide the outer lever and shaftfrom the case.

6. Remove the seai from the casewith Tools T59L-IOO-B and T58L-lOl-A or 7600-E.

7. Dip the new seal in transmis-sion fluid and install it in the case asshown in Fig. 33.

8. Slide the outer m~nual leverand shaft in the transmission case.

9. Position the inner lever on theshaft and install the attaching nut.Tighten the nut to specification. In-stall the parking pawl actuating rodand secure it to the inner manuallever with a C-washer.

10. Install a new downshift leverseal in the recess of the outer levershaft. Slide the downshift lever and

GUIDE PLATE PIN SPRING CUPPED PLUG

piston from the case as shown inFig. 31.

PARTS REPAIR ORREPLACEMENT

During the repair of the subas-semblies, certain general instructionswhich apply to all units of the trans-mission must be followed. Followingthese instructions will avoid unneces-sary repetition.

All transmission parts must behandled carefully to avoid nickingor burring the bearing or matingsurfaces.

Lubricate all internal parts of thetransmission with clean automatictransm:ssion fluid before assemblingthem.

Do not use any other lubricantsexcept on gaskets and thrust wash-ers. These may be coated with vase-line to facilitate assembly. Alwaysuse new gaskets and seals when as-sembling a transmission.

Tighten all bolts and screws to therecommended torque as outlined inthe Specification Section.

TRANSMISSION CASE ANDLINKAGE

Downshift and Manual Linkage1. Remove the nut ..nd lock wash-

er that secures the outer downshift

D1614-A

FIG. 34-Parking Pawl Mechanism


12. Place thelever on the shafta lock washer and

shaft into position.11. Position the neutral safety

switch on the manual lever and se-cure it with the two attaching bolts.Leave the attaching bolts loose toadjust the switch after installing thecontrol valve.

Hook the end of the spring over thepin on the park plate.

7. Install a new cupped washer(Fig. 34) to retain the shaft.

8. Install the parking pawl shaftin the case. Slip the parking pawland spring into place on the shaft.

9. Position the guide plate on thecase making sure that the actuatingrod is seated in the slot of the plate.Secure the plate with two bolts andlock washers.

Parking Pawl Linkage1. Remove the bolts that secure

the parking pawl guide plate to thecase (Fig. 34). Remove the plate.

2. Remove the spring, parkingpawl and shaft from the case.

3. Working from the pan mount-ing surface, drill a Ys inch diameterhole through the center of thecupped plug. Pull the plug from thecase with a wire hook.

4. Lift the end of the spring offthe park plate pin to relieve thetension.

5. Thread a Y4 -20 inch screw(Fig. 35) into the park plate shaft.Pull the shaft from the case withthe screw.

6. Position the spring and parkplate in the case and install the shaft.

PARKPLATE

PARK PLATESHAFT

D1629-A

FIG. 35-Removing Park PlateShaft

SERVO APPLY LEVERTRANSMISSION

CASE

CONVERTERHOUSING

\--.0Fri3;

Servo Apply Lever1. Working from inside of the

transmission case, carefully drive onthe servo apply lever shaft to removethe ball. The shaft (Fig. 36) can bewithdrawn from the case by hand.

2. Hold the servo apply lever inposition and install the new shaft.

3. Press the ball into position andstake it in two places as shown inFig. 36.

Thread Repair Case. Thread serv-ice kits may be purchased from localjobbers or the Heli-Coil Corpora-tion. To repair a damaged thread,the following procedures should becarefully followed.

1. Drill out the damaged threadsusing the same size threads as thethread on. For example, use a %6-inch drill when repairing a %6-18inch thread.

2. Select the proper special tapand tap the drilled hole. The tap ismarked for the size of the threadbeing repaired. Thus, the special tapsupplied with the repair kit marked%6-18 will not cut the same threadas a standard %6-inch tap. It willcut a thread large enough to accom-modate the insert, and after the in-sert is installed, the original threadsize (%6-16 inch) is restored.

- FRONT OF TRANS.

BALL

STAKE BALL SECURELY,.-2-PLACES AS SHOWN -Y VIEW A

ANY RADIAL LOCATIC)'! D 161S-A

FIG. 36-Servo Apply LeverInstallation

D1617.A

FIG. 38-Removing ManualValve

SEPARATORPLATE7AOO8

D 1616

FIG. 37-Upper and Lower Valve Bodies Disassembled

outer downshiftand secure it withnut.


~"..,~

SPRING

~"PRESSURE

BOOSTVALVE

SLEEVE

PLATE

I, I,D1618-A

FIG. 39-Upper Valve Body Disassembled


valve body and install the detentplug, spring and the retaining pin inthe body.

13. Place the valve body on aclean surface with the passage sidefacing up. Place the converter reliefvalve spring in its bore (Fig. 40).

3. Select the proper coil insertingtool. These tools are marked withthe thread size being repaired. Placethe insert on the tool and adjust thesleeve to the length of the insertbeing used.

Press the insert against the face ofthe tapped hole. Turn the tool clock-wise and wind the insert into thehole until the insert is one half turnbelow the face.

4. Working through the insert,bend the insert tang straight up anddown until it breaks off at the notch.

5. If the inserts are not properlyinstalled, they can be removed withthe extractor tool. Place the ex-tractor tool in the insert so that theblade rests against the top coil 1/4-Y2turn away from the end of the coil.Tap the tool sharply with. a hammerso that the blade cuts into the insert.Exert downward pressure on the tooland turn it counterclockwise untilthe insert is removed.

D 1630- A

FIG. 40-Converter PressureRelief Valve and 2-3 Shift CheckValve Location

Coat the converter relief valve checkball with vaseline and place it ontop of the spring. Place the 2-3 shiftcheck valve ball in its cavity.

14. Carefully position the separ-ator plate, new gasket and the lowervalve body on the upper valve bodyand install and torque the attachingbolts to specification.

15. Secure the screen to the lowervalve body with the attaching boltsand torque them to specification.

16. Position the two reinforcing

FRONT PUMP

CONTROL VALVE

Disassembly1. ReD'ove the nine screws that

attach the screen to the lower valvebody (Pig. 37) and remove thescreen.

2. Remove the twelve screws andthe two plates that attach the twovalve bodies.

3. Separate the bodies and re-move the separator plate and gasket.

4. Depress the manual valve de-tent spring with the tool shown inFig. 38. Remove the retaining pinfrom the upper valve body. Removethe spring and detent plunger.

5. Slide the manual valve (Fig.39) out of the valve body.

6. Cover the downshift valve portwith a finger, then working from theunderside of the body remove thedownshift valve retainer. Removethe spring and downshift valve.

7. Apply pressure on the pressurebooster valve retaining plate and re-move the two attaching screws.Slowly release the pressure and re-move the plate, sleeve and the pres-sure booster valve. Remove the twosprings and the main regulator valvefrom the same bore.

8. Apply pressure on the throttlebooster valve retaining plate and re-move the two attaching screws.Slowly release the pressure and re-move the plate, throttle booster valveand spring, and the 3-2 coasting con-trol valve spring from the body.

9. Apply pressure on the remain-ing valve retaining plate and remove

the eight attaching screws.10. Hold the valve body so that

the plate is facing upward. Slowlyrelease the pressure and remove theplate.

11. When removing the variousvalves from the control valve body,keep all ports covered with your fin-gers except the bore the valve is be-ing removed from. Remove the 1-2shift capacity scheduling and accu-mulator valves and springs (Fig. 39)from the valve body.

12. Remove the 2-3 back-outvalve, spring and the manual lowvalve.

13. Remove the 2-3 shift valve,spring and the throttle modulatorvalve.

14. Remove the 1-2 shift valve,D2 shift valve and the spring fromthe valve body.

15. Remove the coasting boostvalve and the spring from the body.

16. Remove the cut back controlvalve to complete the disassembly ofthe control valve.

Assembly1. Place the cut back control

valve (Fig. 39) in the valve body.2. Place the spring and the coast-

ing boost valve in the body.3. Place the spring, D2 shift valve

and the 1-2 shift valve in the body.4. Place the throttle modulator

valve and spring and the 2-3 shiftvalve in the valve body.

5. Place the manual low valveand spring and the 2-3 back outvalve in the valve body.

6. Place the 1-2 shift accumulatorvalve and springs and the 1-2 shiftscheduling valve and spring in thevalve body.

7. Carefully place the valve re-taining plate on the body and secureit with the eight attaching screws.Tighten the screws to specification.

8. Place the throttle booster valveand spring in the valve body. Placethe 3-2 coasting control valve andspring in the valve body and installthe retaining plate. Torque the at-taching screws to specification.

9. Place the main regulator, twosprings, pressure booster valve andthe sleeve in the valve body.

10. Install the pressure boosterplate and torque the two attachingscrews to specification.

11. Place the downshift valve andspring in the valve body. Compressthe spring and instail the retainerfrom the underside of the body.

12. Place the manual valve in theFIG. 41-Removing Front PumpSeal


plates on the separator plate andtorque the screws to specification.

from the piston and the inner sealfrom the clutch drum (Fig. 46).

FRONT PUMPThe front seal can be replaced

(Figs. 41 and 42) after the pump hasbeen installed on the transmission.

gear has an identification mark onone face. The identification mark oneach gear must be toward the frontof the pump housing.

2. Position the .pump support inthe pump housing and install andtorque the five attaching bolts tospecification.

3. Carefully install two new sealrings on the pump support. Makesure that the ends of the rings areengaged to lock them in place.

4. Install the selective thrustwasher. Make sure that the correctthickness selective washer is beingused to obtain the specified end play.

5. Place the pump on convertermaking sure that the drive gear en-gages the converter hub. Rotate thepump to make sure that the gearsrotate freely.

Tool- T63L-77837-A

D 1637. A

FIG. 42-lnstalling Front PumpSeal

Assembly1. Dip the new seals in trans-

mission fluid and install one on thedrum and one on the piston.

2. Install the piston in the clutchdrum.

3. Position the piston returnsprings in the piston sockets. Placethe spring retainer on the springs.

4. Install Tool T65L-77515-A(Fig. 47) and compress the springs.Make certain that the spring retaineris centered while compressing thesprings. Install the snap ring. Beforereleasing the pressure on the tool,make certain that the snap ring ispositioned inside of the four snapring guides on the spring retainer.

5. Dip the clutch plates in cleantransmission fluid. Install the clutchplates alternately starting with asteel drive plate and a compositionplate (Fig. 46).

6. After all clutch plates havebeen installed, position the pressureplate in the clutch drum with thechamfered side facing up. Installthe pressure plate snap ring.

7. With a feeler gauge, check theclearanc~ between the pressure plateand snap ring (Fig. 49).

8. The pressure plate should beheld downward as the clearance ischecked. The clearance should be0.022-0.036. If the clearance is notwithin specifications, selective thick-ness snap rings are available in thefollowing thicknesses: 0.065-0.069,0.074-0.078, 0.083-0.087. Install thecorrect size snap ring and recheckthe clearance.

Disassembly1. Remove the two seal rings and

the selective thrust washer (Fig. 43).2. Remove the O-ring seal from

the pump housing.3. Remove the five bolts that se-

cure the pump support to the pumphousing. Lift the support from thehousing.

4. Remove the drive and the driv-en gear from the housing.

Assembly1. Install the drive and driven

gears in the pump housing. Each

REVERSE-ffiGH CLUTCH

Disassembly1. Separate the drive train as

shown in Fig. 44. Remove the pres-sure plate retaining snap ring fromthe reverse-high clutch as shown inFig. 45.

2. Remove the pressure plate andthe drive and driven clutch plates(Fig. 46).

3. Install Tool T65L- 77515-A(Fig. 47) on the reverse-high clutchdrum. Make sure that the legs clearthe snap ring enough to permit ex-panding it enough for removing it.Remove the snap ring and removethe tool.

4. Remove the spring retainer andthe piston return springs.

5. Apply air pressure to the pistonapply hole in the clutch hub (Fig.48) and remove the piston.

6. Remove the piston outer seal

D 1619

FIG. 43-Front Pump Disassembled


68

111410

d

12

-""- -- - \- - - - - -

16 --1817 --" - /- -19"" -_/?1

20

J

--22

0

26

J.'7

J28

0-- - - -- "-/ -\I

\ //

'" "'- -

11. FORWARD CLUTCH HUBASSEMBLY

12. NUMBER 5 THRUST WASHER13. FORWARD PLANET ASSEMBLY14. INPUT SHELL AND SUN

GEAR ASSEMBLY15. NUMBER 6 THRUST WASHER16. SNAP RING17. NUMBER 7 THRUST WASHER18. REVERSE PLANET ASSEMBLY19. NUMBER 8 THRUST WASHER

20. REVERSE RING GEAR ANDHUB RETAINING RING

21. REVERSE RING GEAR AND HUB22. NUMBER 9 THRUST WASHER23. LOW-REVERSE CLUTCH HUB24. ONE-WAY CLUTCH2S. ONE-WAY CLUTCH INNER RACE26. SNAP RING27. LOW-REVERSE CLUTCH28. SNAP RING29. LOW- REVERSE PISTON RETURN

1. FRONT PUMP SEAL RING

2. FRONT PUMP3. GASKET4. SEAL

5. NUMBER I THRUST WASHER(SELECTIVE)

6. REVERSE -HIGH CLUTCHASSEMBLY

7. NUMBER 2 THRUST WASHER8. FORWARD CLUTCH ASSEMBLY9. NUMBER 3 THRUST WASHER

10. NUMBER 4 THRUST WASHER

SPRING RETAINER30. RETURN SPRING31. LOW-REVERSE PISTON32. CASE33. NUMBER 10 THRUST WASHER34. PARKING GEAR35. GOVERNOR DISTRIBUTOR SLEEVE36. SNAP RING37. GOVERNOR DISTRIBUTOR38. GOVERNOR39. OUTPUT SHAFT

D1620-A

FIG. 44-Drive Train Disassembled


FORWARD CLUTCH

Disassembly.1. Remove the clutch pressure

plate retaining snap ring (Fig. 50).

2. Remove the rear. pressure plate,the drive and driven plates and theforward pressure plate from theclutch hub (Fig. 51).

3. Remove the snap ring (Fig. 52)

that secures the disc spring in theclutch cylinder. Remove the disc

spring.4. Apply air pressure to the clutch

apply passage in the cylinder (Fig.53) to remove the piston.

5. Remove the seal from the pis-ton and the seal from the clutch hub(Fig. 51).

Assembly

1. Dip two new seals in trans-mission fluid. Install the smaller sealon the clutch hub and the other sealon the clutch piston.

2. Install the clutch piston in the

cylinder.3. Make sure that the steel pres-

sure ring is in the groove on the pis-ton. Position the disc spring in thecylinder with the conv.ex face down-ward. Install the spring as shown inFIG. 45-Removing Reverse-High Pressure Plate Snap Ring

SELECTIVESNAPRING

377126. S

INTERNAL SPLINEPLATE.7BI64

SNAP RING3771'16-5

fSPRING7Bf°'\

fSPRING

RETAINER70427

EXTERNALSPLINEPLATE78442

PRESSUREPLATE78066 D1631-A

FIG. 46-Reverse-High Clutch Disassembled

FIG. 48-Removing Reverse-High Clutch PistonFIG. 47-Removing or Installing Snap Ring

GROUP 7 - AUTOMATic TRANSMISSION7-78

size snap ring and recheck theclearance.

INPUT SHELL AND SUN GEAR

5. With a feeler gauge, check theclearance between the snap ring andthe pressure plate (Fig. 54). Down-ward pressure on the plate shouldbe maintained when making thischeck. The clearance should be0.048-0.061 inch.

6. If the clearance is not withinspecifications, selective snap ringsare available in the following thick-nesses: 0.065-0.069,0.074-0.078, and0.083-0.087 inch. Insert the correct

Disassembly1. Remove the rear snap ring from

the sun gear as shown in Fig. 55.2. Remove the thrust washer from

the input shell and sun gear (Fig.55).

D1550-A

FIG. 49-Checking Reverse-High Clutch Snap Ring Clearance

~

FIG. 50-Removing ForwardClutch Pressure Plate Snap Ring

Fig. 52. Secure the disc with theretaining snap ring.

4. Install the forward pressureplate with the flat side up and thebeveled side downward. Install firsta composition driven plate and asteel drive plate. Install the remain-ing plates in this sequence. The lastplate installed will be the rear pres-sure plate with the internal cham-fered side facing up (Fig. 51). In-stall the snap ring and make certainthat it seats fully in the groove. FIG. 52-Removing or Installing Disc Spring

OOTER SEAL DISC SPRING78070

FORWAROPRESSURE INTERNAL SPLINEPLATE-7BO66 PLATE.iBI64

REAR PRESSUREPLATE-7B{)1;~

FORWARD CLUTCHCYLINDER.7D424

PISTON7A262

,STEELRING

7D256

INNER SEAL377130894

SNAPRING377127-5

.SELECTIVESNAP RING377126-5

EXTERNAL SPLINEPLATE-7B442

D1632-A

FIG. 51-Forward Clutch Disassembled


FIG. 53-Removing ForwardClutch Piston

FIG. 56-Input Shell and Sun Gear DisassembledCHECK BETWEEN SNAP RING

FIG. 54-Checking ForwardClutch Snap Ring Clearance

2. Lift the hub from the ringgear.

Assembly1. Position the hub in the ring

gear.2. Secure the hub with the retain-

ing snap ring. Make certain that thesnap ring is fully engaged with thegroove.

ONE-WAY CLUTCH

Disassembly1. Remove the snap ring (Fig. 58)

from the rear of the low-reverseclutch hub.

2. Lift the one-way clutch fromthe hub.

3. Remove the remaining snapring from the hub.

Assembly1. Install the snap ring in the

inner groove of the low-reverseclutch hub.

2. Place the No.6 thrust washeron the sun gear and install the rearsnap ring.OUTPUT SHAFf HUB ANDRING GEAR

Disassembly1. Remove the hub retaining snap

ring (Fig. 57) from the ring gear.

LOW AND REVERSEcLyrcH DRUM.7D390

ONE. WAYFIG. 55-Removing or InstallingSun Gear Rear Snap Ring

3. Working from inside the inputshell remove the sun gear. Remoyethe forward snap ring from thegear.

Assembly1. Install the forward snap ring

on the forward end (short end) ofthe sun gear (Fig. 56). Working frominside the input shell, slide the sungear and snap ring into place mak-ing sure that the longer end is at therear (Fig. 56).

SNAPRING-377135 SPRING-.

ROLLER-~I'

SNAPRING- 377135

D1621-A

FIG. 58-0ne-Way Clutch Disassembled


2. Make sure that all of the roll-ers are in place and that the springscontact them properly.

3. Place the low-reverse clutchhub on the bench with the one-wayclutch race facing upward.

4. Place the one-way clutch onthe hub so that the springs load therollers in a counterclockwise direc-tion when looking downward at theunit (Fi£. 59).

SERVO

Disassembly1. Apply air pressure to the port

in the servo cover to remove thepiston and stem.

1. Remove the seals from the pis-too.

3. Remove the seal from thecover.

2. Working from the front end ofthe output shaft, slide the governordistributor into place on the shaft.Install the snap ring to secure it.Make sure that the snap ring isseated in the groove.

3. Position the governor on thedistributor (Fig. 60) and secure themwith the attaching screws.

Assembly1. Dip the new seals in transmis-

sion fluid.2. Install the new seals on the

piston.3. Install the new seal on the

cover.4. Dip the piston in transmission

fluid and install it in the cover.

WW-REVERSE CLUTCHPISTON

Disassembly1. Remove the inner and the

outer seal from the reverse clutchpiston.

D1622-A

FIG. 59-Installing One-WayClutch

Assembly1. Dip the two new seals in clean

transmission fluid.2. Install the seals on the piston.

OUTPUT SHAFT

Disassembly1. Remove the governor attaching

bolts and remove the governor.2. Remove the snap ring that se-

cures the governor distributor on theoutput shaft (Fig. 60) and slide itoff the front of the shaft.

3. Remove the seal rings from thedistributor.

5. Work each roller inward justenough to enter it in the ramp. Dothis to each individual roller untilthe one-way clutch is positioned inthe race. Placing a rubber bandaround the clutch as shown in Fig.59 helps to contract the rollers topermit installation. After all of therollers have started, remove the rub-ber band.

6. Install the snap ring at the rearof the low-reverse clutch hub to se-cure the one-way clutch.

ASSEMBLY OF TRANSMISSION1. Place the transmission case in

a holding fixture.2. Tap the reverse clutch piston

into place in the case with a cleanrubber hammer.

3. Hold the one-way clutch innerrace in position and install andtorque the attaching bolts to speci-fication.

4. Install a low-reverse clutch re-turn spring in each pocket in theclutch piston. Press the springs firmlyinto the piston to prevent themfrom falling out.

5. Position the spring retainer overthe springs and position the retainersnap ring in place on the one-wayclutch inner race.

6. Install the compressing toolshown in Fig. 31 and compress thesprings just enough to install thelow-reverse clutch piston retainersnap ring.

7. Install the snap ring, then re-move the compressing tool.

8. Place the transmission case onthe bench with the front end facingdownward.

9. Position the parking gear thrustwasher and the gear on the case(Fig. 34).

10. Position the oil distributor andtubes in place on the rear of thecase. Install and torque the attach-

Assembly1. Carefully install new seal rings

on the distributor.

SNAPRING

..t.

SEALRING

~GOVERNOR

) >) !

D1623-A

FIG. 60-0utpuf Shaft Disassembled


into the case around the directclutch cylinder with the narrow bandend facing toward the servo applylevel. Install the struts and tightenthe band adjusting screw sufficientlyto retain the band.

23. Place a selective thicknessbronze thrust washer on the rearshoulder of the stator support andretain it with vaseline. Lay a newgasket on the rear mounting face ofthe pump and position the pump onthe case being careful not to damagethe O-ring. Install six of the sevenmounting bolts and torque them tospecification.

24. Adjust the intermediate bandas detailed in Section 2 and installthe input shaft.

25. Install tool 4201-C at the sev-enth pump mounting bolt (Fig 25)and check the transmission end play.Remove the tool.

26. Install the control valve in thecase, making sure that the leversengage the valves properly.

27. Install the primary throttlevalve, rod, and the vacuum diaph-ragm in the case.

28. Install a new pan gasket andthe oil pan.

29. Install the converter assembly.30. Install the transmission in the

car.

ing bolts to specification.11. Install the output shaft and

governor as an assembly.12. Place a new gasket on the

rear of the transmission case. Po-sition the extension housing on thecase and install the attaching bolts.Torque the attaching bolts to speci-fication.

13. Place the case in the holdingfixture.

14. Align the low-reverse clutchhub and one-way clutch with theinner race at the rear of the case.Rotate the low-reverse clutch hubclockwise while applying pressureto seat it on the inner race.

15. Install the low-reverse clutchplates, starting with a steel plate andfollowing with friction and steelplates alternately. If new compo-sition plates are being used, soakthem in clean transmission fluid forfifteen minutes before installation.Install the pressure plate and thesnap ring. Test the operation of thelow-reverse clutch by applying airpressure at the clutch pressure applyhole in the case. The transmissioncases are machined to accommodatea five-plate clutch pack.

16. Install the reverse planet ringgear thrust washer and the ring gearand hub assembly. Insert the snap

ring in the groove in the output shaft.17. Assemble the front and rear

thrust washers onto the reverseplanet assembly. Retain them withvaseline, and insert the assemblyinto the ring gear. Install the snapring in the ring gear.

18. Set the reverse-high clutch onthe bench, with the front end facingdown. Install the thrust washer onthe rear end of the reverse-highclutch assembly. Retain the thrustwasher with vaseline and insert thesplined end of forward clutch intothe open end of the reverse-highclutch so that the splines engage thereverse-high friction plates (Fig. 46).

19. Install the thrust washer andretain it with vaseline, on the frontend of the forward planet ring gearand hub. Insert the ring gear intothe forward clutch.

20. Install the thrust washer onthe front end of the forward planetassembly. Retain the washer withvaseline and insert the assembly intothe ring gear. Install the input shelland sun gear assembly.

21. Install the reverse-high clutch,forward clutch, forward planet as-sembly and input shell and sun gearas an assembly into the transmissioncase.

22. Insert the intermediate band

7-82

SPECIFICATIONS

C4 TRANSMISSION CHECKS AND ADJUSTMENTS

SpecificationCONTROL PRESSURE AT ZERO OUTPUT SHAnSPEED-C4 TRANSMISSION

IAdjust screw to 10 ft-ibs torque,and back off 131. turns

I Adjust screw to 10 ft.lbs torque,and back off three turns'

0.022 to 0.042 inchSelective Snap Ring Thicknesses

I 0.092-0.088

11.078-0.074

I rJ.O64-0.060

Forward Clutch Pressure Plateto Snap Ring Clearance

Reverse-High Clutch PressurePlate to Snap Ring Clearance

0.060-0.080 inchSelective Snap Ring Thicknesses0.092-0.0880.078-0.0740.064-0.0600.102-0.106(2)

@Use with PCW and PCS models.

SELECTIVE THRUST WASHERS-CONTROL TRANSMISSION END PLAY@(No.1 and 2)

Thrust Washer No.1

CompositionThrustWasher -

0.108-0.104 L

0.091-0.087 .-,

0.074-0.070 -.

0.057-0.053 .0.042-0.038 -.0.121-0.125 ..0.138-0.142

Thrust Washer No.2

MetalThrustWasher

-No. Stamped

onWasher

-Color

ofWasher

Rlue

VAliow

Rlack

Tan

Green

Red

Purple

-54321

0.109-0.107

0.092-0.090

0.075-0.073

0.058-0.056

0.043-0.041

LUBRICANT REFILL CAPACITY

Models Capacity

7qts250z

8 qts 27 oz

PCS-V, Y, Wand AA

PCW-AN, AR, AS, AY and AZ@Selection in pairs not applicable.

7-83PART 7-4 - SPECIFICATIONS AND SERVICE TOOLS

SHIFT SPEEDS-ACTUAL M.P.H.COMET, FALCON, FAIRLANE & MUSTANG WITH 6 CYLINDER ENGINE

4 5 6 7 8Shift 1 2 3Range

9-11

13-23

11

11

23

9.1113.23

111123

8-10

11-20

10

10

20

8-1011-20

101020

8-11

12-21

11

11

21

9-1112-22

111122

1-22-33-23-12-1

7-910-19

9919

7.911-19

9919

DlDlD2DlL

MinimumThrottle

28-3752-68

6832

29-3954-70

7133

30-4056-73

7434

32-4260-76

7736

33-4260-76

7736

1-22-33-22-1

or 3-1

25.3447-63

6229

26-3543-61

6329

27-3650-66

6631

DlDl, D2Dl, D2

Dl

MaximumThrottle

-Use

ColumnNo.

EngineCID

AxleRatio Tire SizeCar

Comet orFalcon

Falcon

200-IV

I70-IV

3.50:1 1

2

2433

6.95 x 14

7.35 x 14 or 7.75 x 14-3.25:1 6.50 x 13

7.35 x 14 or 7.75 x 146.95 x 146.50 x 13 or 6.95 x 14

I70-IVor200-IVFalcon

3.20:1

2.83:1or

2.80:1170-1V 6.50 x 13 6Falcon

Comet orFalcon 200-1V 6.95 x 14 or 7.35 x 14 7

SHIFT SPEEDS-ACTUAL M.P.H.COMET, FALCON, FAIRLANE & MUSTANG WITH 289-2V ENGINE

7 82 3 4 5 6Shift 1Range

9-1112-22

111122

9-1113-23

111123

9-1113-23

1111

23

7-910-18

9918

7-911-19

99

19

8-10

11-20

10

10

20

8-1011-20

101020

8.11

12-21

11

11

21

DlDlD2DlL

}.2

2.3

3.2

3.}

2.}

MinimumThrottle

35-4564-80

7736

28-3751-66

6329

30-3854-69

6631

30-4055-71

6832

32-4158-74

7133

33-4360-77

7434

34-4463-79

7635

DlDl, D2Dl, D2

Dl

1-22-33-2

2-1 or3-1

27-3550-63

6128

MaximumThrottle


SHIFT SPEEDS-ACTUAL M.P.H.COMET, FALCON, FAIRLANE & MUSTANG WITH 289-4V ENGINE

-

Range

01010201L

0101,0201,02

01

Shifl

1-22-33-23-12-1

1-22-33-2

2-1or3-1

2 3-4

-5 6

-7

-8-

7-910.18

99

18

-7-9

11-1999

19

-8-1011-20101020

8-1011-21

101021

-8-1012-21

101011

-9-1112-22111122

9-1113-23

111123

-9-1113-23111123

MinimumThrottle

-29-37

53-666128

-30-3954-696329

32-4056-71

6530

-32-4258.74

6932

-34-4362-767133

-35-4563-80

7434

36-4665-82

7635

-38-4768-837736

MaximumThrottle

-UseJlun.No.

45678

457

EngineCID

AxleRatioCar Tire Size

7.35 x 14 or 7.75 x 146.95 x 147.35 x 14 or 7.75 x 146.95 x 147.35 x 14

3.00:1

2.80:1

Fairlane(Cant'd)

289-4V

-3.20:13.00:12.80 :1

or2.83 :1

6.95 x 146.95 x 146.95 x 14Mustang 289.4V

STALL SPEED LIMITS.

TORQUE LIMITS (Continued)

Engine Model

170-6-Cyl.

200-6-Cyl.

289-2V

289-4V

Engine Speed (rpm)

1450-1650

1600-1800

1750-1950

1800-2000

CLUTCH PLATES

Reverse-High Clutch Forward ClutchTransmission

Model SteelPlates

3

CompositionPlates

SteelPlates

3

CompositionPlates

PCS-I70,200-IV

-3 4

PCW-289-2V289-4V

4 4-4

-5

C6 TRANSMISSIONTORQUE LIMITS

C6 TRANSMISSION SHIFT SPEEDS (Approximate)-

Range010102

I 01i L

~ 1

01,0201,02, 01

fK=hift 1-2

2-3

3-2

3-1

2-1

1-2

2-3

3-2

2-1 or

3-1

-2-

6-1211-206-86-86.8

MinimumThrottle

-7-13

11-217-97-97-9

38.4572.8264.7326.34

-35-4266-7659-6824-31

MaximumThrottle

-Use

ColumnNo.

AxleRatio

3.00:13.25:1

TireSize

7.35 x 157.75 x 15

CarEngine

Displacement

390-2V390-4V

12

Comet-Fairlane

PART 7-4 - SPECIFICATIONS AND SERVICE TOOLS 7-85

CONVERTER IDENTIFICATION AND STALL SPEEDS

CHECKS AND ADJUSTMENTS

SPECIAL TOOLS (Continued)LUBRICANT REFILL CAPACITY

Approximate Capacity. . . .. Quarts .13.3

LOW-REVERSE CLUTCH PLATES

DescriptionFord Tool No Former No

TOOL-1175-ABTOOL-3552-HTOOL-4201-C

3552-H4201-C-

SteelPlates

5

CompositionPlates

7000-007000-G

7000-HF

TransmissionModel

PDD-E,J,P,R-5

REVERSE-HIGH CLUTCH PLATES-SteelPlates

3

CompositionPlates

TOOL-7000-DDT52L-7000-GAE

T52L-7000-HAE

T64L-6001-AT64P-7A128-A i

T64P-7B456-A andT65P-7B456-B !T58L-IOI-A andT59L-IOO-BT61L-7657-A

T61L-7657-B

T57P-7697-A

T57P-7697-B

T60-K-7697-A

T59P-7902-B

T63P-7902-AT64L-7902-A

TransmissionModel

PDD-E,J,P,R-

3

Special Jaws for 7600-EDifferential Backlash and Runout

Gauge, with Universal Bracket,Dial Indicator and Bracket

Air Nozzle Rubber Tip AssemblyTransmission Extension Housing

Rear Bearing RemoverTransmission Extension Housing

Rear Bearing RemoverTransmission Holding FixtureManual Valve Detent SpringClutch Race to Case Bolt Socket

Seal Remover (Head and Hammer)

Transmission Extension HousingOil Seal Replacer

Transmission Extension HousingOil Seal Replacer

Transmission Extension HousingBushing Remover

Transmission Extension HousingBushing Replacer

Transmission Extension HousingBushing Remover

Welded Converter Sprag Driverand Gauge Post

Converter Stator Check AdapterWelded Converter Sprag Driver

and Gauge Post Adapter Kit forT59P-7902-B

Dial Indicator Support FixtureControl Shaft Seal ReplacerFront Band Torque WrenchRear Band Torque Wrench

Mustang OnlyRear Band Torque WrenchRear Clutch Spring Compressor400 Ib Pressure GaugeFront Pump Seal Replacer

7600-E

7657-AA

7657-AB

FORWARD CLUTCH PLATES-SteelPlates

3

CompositionPlates

TransmissionModel

POO-E, J, P, R-4

INTERMEDIATE BAND WIDTH (Inches)7000-AF

7937-8Transmission

Mode!PDD-E,J,P,R

113;16

-SPECIAL TOOLS

T59p.TOOlT59p.T65p.

T59p.T65L.T57L.T63L.

Ford Tool No.

! m L FCO-24T-IOO-A

58L-IOI-AT53L-200-AT57L-500-ATOOL-1175-ABT50T-IOO-A and

Former No. Description 772887345-

1175-AB1175-AE

7355-B

Vacuum Diaphragm WrenchImpact Slide HammerPuller AttachmentHandle AdapterBench Mounted Holding FixtureGrease Seal Remover (Head Only)Seal Remover 77837.A

77067.7728877370-677370-A

77423.A77515.A77820-L77837-A


INTERMEDIATE SERVO COVER AND PISTON DIMENSIONS

Rn

PISTON

Di , . Inches

B I cMode!. Pm.n Cover A D

PDD-J.P C6SP.

7DO21.A

C6SP.7DO27.A 2040 3.025 3.016 2.031

PDD.E,RC6AP- C6AP.

I7D021.A 7DO27.A 2.075 2.980 2.971 2.066

D II;A?R

Group 7 Automatic Transmissions

Documents

Transcript of Group 7 Automatic Transmissions