7-1 PART 7-1 PAGE PART 7-3 PAGE GENERAL TRANSMISSiON...

7-1

GENERAL TRANSMISSiON SERVICE.

PART 7-2TURBO-DRIVE

AUTOMATIC TRANSMISSION 7-13

PART1 1

GENERALTRANSMISSION

SERVICE

Section

lagnosis an es ing2 Common Adjustmentsand Repairs 7-83 Cleaning and Inspection 7-8

fl DIAGNOSIS AND TESTING

The following preliminary checksshould be made on the transmissionbefore proceedingwith any otherdiagnosischecks.

TRANSMISSION FLUIDLEVEL CHECK

Checkthe transmissionfluid level.Low fluid level can affect the operation of the transmission,and mayindicate fluid leaks that could causetransmissiondamage.

A fluid level that is too high willcausethe fluid to become aerated.Aeratedfluid will causea low controlpressure, and the aeratedfluid maybeforced out the vent at the front ofthe transmissioncase.

TRANSMISSION FLUIDLEAKAGE CHECKS

Check the speedometercableconnection at the transmission for oilleakage.Check the governor inspection plate for leakage. Install a newgasketif needed.Leakageat the oilpan gasketoften can be stoppedbytightening the attachingbolts to thepropertorque. If necessary,replacethe gasket.

Check the fluid filler tube connection at the transmission.Check thefluid lines and fittings between thetransmission and the cooler in theradiator tank for leakage, looseness,wear, or damage. if leakage cannotbe stoppedby tightening a fitting, replace the leaking parts.

Check the engine coolant in theradiator. If transmission fluid ispresentin the coolant, the cooler intheradiatortank is probablyleaking.

Thecooler can be further checkedfor leaks by disconnectingthe linesat the cooler fittings and applying5 psi air pressureto the fittings. Ifthe cooler is leaking and will nothQld this pressure,the radiatormustbe replaced.The cooler cannot bereplaced separately.

If leakage is found at either thetransmissionthrottle leverkickdownlever shaft or the manual levershaft,replaceeither or both seals.

Inspect the pipe plugs in thetransmission case. If a plug showsleakage,torque the plug to specification. If tightening does not stopthe leak, replacethe plug.

When converterdrain plugs leak,remove the two drain plugs with asixpoint wrench. Coat the threadswith FoMoCo Perfect Seal SealingCompoundor its equivalent,andinstall the plugs. Torque the drainplugs to specification.Fluid leakagefrom the converter housing maybecausedby engine oil leaking pastthe rear main bearingor from oilgallery plugs,or power steering oilleakage from the steering orhydro-wipe system. Be sure todetermine the exact cause of theleak before repair procedures arestarted.

Oil-soluble aniline or fluorescentdyespremixedat the rate of ½ teaspoon of dye powder to ½ pint oftransmissionfluid have provedhelpfiil in locating the source of thefluid leakage.Such dyesmay be usedto determinewhether an engineoilor transmissionfluid leak is present,

or if the fluid in the oil cooler leaksinto the engine coolant system. Ablack light, however, must be usedwith the fluorescentdye solution.

CONVERTER AREA OIL LEAKAGEIn diagnosingand correcting fluid

leaks in the front pump and converter area, the following proceduresare to be used to facilitate locatingthe exact causeof oil leakage.Leakageat thefront of thetransmission,asevidenced by oil around the converter housing, may have severalsources. By careful observation, itis possible, in many instances, topinpoint thesourceof theleakbeforeremoving the transmissionfrom thecar.The pathsthefluid takesto reachthe bottom of the converterhousingareshownin Fig. 1. Figure 2 showsthe locationof the hole in the frontof thecasethat can causeoil leakageat the converterarea, if the transmission oil level is too high. Checkthe oil level first, then check the following items:

1. Fluid that leaks by the seal lipwill tendto movealongthedrive huband onto the back of the impellerhousing.Exceptin thecaseof a totalseal failure, fluid leakageby the lipof the seal will be depositedon theinside of the converterhousingonly,near the outside diameter of thehousing Fig. 1.

2. Fluid leakage by the outsidediameterof the seal andfront pumpbody will follow the same path asshownin Fig. 1.

3. Fluid that leaksby a front pump

PART 7-1 PAGE PART 7-3 PAGE7-1 SPECIFICATIONS 7-39

I

7-2 GROUP 7-AUTOMATIC TRANSMISSION

to casebolt will be depositedon theinside of the converterhousingonly.Fluid will not be depositedon theback of the converterFig. 1.

4. Leakageby the front pump tocase gasket may causefluid to bedepositedinside the converterhousing, or it may seepdown betweenthefront of thecaseandconverterhousing. Fluid on the front of the case,abovethepangasket,is evidencethatthe front pump to casegasketcouldbe leaking.

5. Fluid leakage from the converter drain plugs will appearat theoutsidediameterof the converteronthe backfaceof the flywheel, andinthe converterhousing only, neartheflywheel Fig. 1.

6. Engineleaks aresometimesimproperly diagnosedas front pumpsealleaks.

The following leakage areasshould also be checked to determine if other oil leakageis causingthe problem.

1. Leakage at the rocker arm covervalley cover may allow oil to flowover the converterhousing or seepdownbetweentheconverterhousingand engine block causingoil to bepresentin or at the bottom of theconverterhousing.

2. Oil gallery plug leaks will allowoil to flow downthe rearfaceof theblock to the bottomof the converterhousing.

3. Leakageby the crankshaftsealwill work back to the flywheel, andfrom thereinto the converterhousingFig. 1.

Oil leakage from other areassuchas the power steering or from thehydro-wipe motor, lines or connections, forward of the transmission,could causeoil to be presentaroundthe converterhousing due to blowbackor roaddraft.

The following procedure shouldbe used to determine what is causing the oil leakagebefore any repairs are made:

1. Remove the transmission dipstick and note the color of the fluid.Original factory fill fluid is dyed redto aid in determining if leakage isfrom the engineor transmission.Unlessa considerableamountof "makeup" fluid has been added, or thefluid has beenchanged,the red colorshould assistin pinpointing the leak.Fluid used in the power ste’eringandhydro-wipe system is also dyed red.This source of leakage should beeliminated, if present, before performing work on the transmission

FIG. i-Converter Area Oil Leakage Checks

since road draft may causepowersteering fluid to be presenton thetransmission.

2. Remove the lower converterhousing cover. Clean off any fluidfrom the top andbottom of theconverter housing, front of the transmission case, and rear face of theengine and engine oil pan. Cleanby washing with suitable non-flammable solvent, and blow dry withcompressedair.

3. Washout the converterhousing,the front of the flywheel, and theconverterdrain plugs. The converterhousing may be washed out usingcleaningsolvent anda squirt type oilcan. Blow all washerareasdry withcompressedair.

4. Start and run the engine until

the transmission reaches operatingtemperature. Observe the back ofthe block and the top of the converter housing for evidence of oilleakage.Raisethe caron a hoist andrun the engineat fast idle, then atengineidle, and occasionallyshift tothe drive and reverseranges to increase pressures within the transmission.Observethe front of the flywheel, backof the block, inside theconverterhousing and the front ofthe transmissioncase.Run theengineuntil oil leakageis evident and theprobable source of leakage can bedetermined.

CONVERTER LEAKAGE CHECKIf there are indications that the

welds on the torque converterhousing are leaking, the following check

082

CONVERTER DRAIN PLUG LEAK D1311-A

PART 7-1-GENERAL TRANSMISSION SERVICE 7-3

a tank ofareas forobserved,weldsare

FIG. 2-TransmissionVent at Front of Transmission Case

should be made before the unit isreplaced.A leak checkingtool Fig.3 can be madefrom standardparts.

1. Install the plug in the converterFig. 4 andexpandit by tighteningthe wing nut. Attach the safetychains.

2. Install the air valve in one ofthe drain plug threads.

3. Introduce air pressureinto theconverterhousing. Check the pressurewith a tire gauge and adjust itto 20 psi.

4. Placethe converterinwater. Observe the weldbubbles. If no bubblesareit may be assumedthat thenot leaking.

ENGINE IDLE SPEED CHECKCheckand, if necessary,adjust the

engine idle speed,using the procedure given in Group 10.

If the idle speed is too low, theengine will run roughly. An idlespeed that is too high will causethecar to creep, haveharshengagements and harsh closed throttledownshifts.

MANUAL LINKAGE CHECKSCorrectmanuallinkageadjustment

is necessaryto position the manualvalve for properfluid pressuredirection to the different transmissioncomponents. Improperly adjustedmanual linkage may cause cross-leakage and subsequenttransmissionfailure. Refer to Linkage Adjustments in this Group of the manualfor detailed manual linkage adjustment procedure.

CONTROL PRESSURE, VACUUMDIAPHRAGM UNIT, ANDDOWNSHIFT LINKAGE

When the vacuum diaphragm unitis operatingproperly and the downshift linkage is adjustedproperly, allthe transmission shifts automatic

HEX. HEAD SCREW%"-24 X 1/2

HEX. NUT /e"-24

WELDTOGETHER

FIAT WASHER RUBBER PL FIAT WASHER1 3/e" O.D. 1 ‘/2’ DIA. X 2" 1 /8 O.D

LONG ‘/2" ‘B2Q-9438-A APPROXIMATELY

SPACER- HOLE THRU

40 DUROMETER STANDARD BOLT½"-13 X 4½"LONG SQUARE

STANDARD THREAD ENDELD TOGETHER REMOVE HEADSECURELY-MUST AND WELD TONOT LEAK WASHER

STANDARD FITTING-87971-S

D1067-AVALVE

FIG. 3-Converter Leak Checking Tool

and kickdown should occur withinthe road speed limits given in theSpecificationSectionof Group 7.

Automatic Shifts Control Pressureand Diaphragm Unit Checks.If the automaticshifts do not occurwithin limits, the following procedureis suggestedto separateengine,transmission, linkage, anddiaphragmunittroubles:

1. Attach a tachometer to theengine and a vacuum gauge to thetransmission vacuum line, at thetransmission.

2. Attach a pressuregaugeto thecontrol pressure outlet at the leftside of the transmission.

3. Firmly apply the parking brakeandstart the engine.

4. Adjust the engineidle speedtothe specified rpm in Dl or D2. Ifthe engine idle speed cannot bebrought within limits by adjustmentat the carburetor idle adjustmentscrew, check the throttle anddownshift linkage for a binding condition.If the linkage is satisfactory,checkfor vacuum leaks in the transmissiondiaphragm unit and its connectingtubes and hoses. Check all othervacuum operatedunits such as thepower brake or distributor advancediaphragm for vacuumleaks.

5. At engine idle speed,read theenginevacuum gaugeandthe transmissioncontrol pressuregauge.

The engine vacuum gaugeshouldread a minimum of 18.0 inches. If

the vacuum gauge readingis lowerthan 18.0 inches, an engine orvacuum line problem is indicated.Repair as necessary.

The transmissioncontrol pressureshould agree with the control pressuresas outlined in the SpecificationSection of Group 7. If transmissioncontrol pressureis within limits, shiftthe transmissioninto Dl or D2 andfirmly apply the service brakes.Advance the throttle until the enginevacuum gauge reading falls below16-13.7 inches.As the vacuumgaugereading passesthrough the 16-13.7inches range, transmission controlpressureshould startto riseandcon-

FIG. 4-Converter LeakChecking Tool Installation

01068-A

083

DISHED ORFIAT WASHER

1 34 O.D., 1f I.D.

SECTIONVIEW FROM A-A

FRONT REVOLVED Dl 360-A

CHAIN, 10" LONG

PLUG

Tire Pressure Gauge


tinue to rise with throttle opening,until maximum control pressureforstall in Dl andD2 is obtained.Whenthe selector lever is shifted into Ror L andtheenginerpm is increased,control pressureshould rise immediately andreachits maximum beforeengine speed reachesstall rpm. Ifthevacuumandpressuregaugereadings follow the pattern describedabove,the diaphragmunit andtransmission control pressureregulationsystemare operatingproperly.

If transmission control pressureatidle is too low, too high, fails to risewith throttle opening,or is extremelyerratic, follow the procedure givenunderthefollowing appropriateheading.

CONTROL PRESSURE IS LOWIf control pressureat engine idle

is low in alt selectorlever positions,trouble other than the diaphragmunit is indicated.

Transmissioncontrol pressurein Ris regulated entirely by the controlpressure regulator valve and itsspring.When control pressureat engine idle is low in all ranges,checkfor excessiveleakagein the front oilpump, case, pressureregulator andcontrol valve body.

CONTROL PRESSURE IS HIGHIf transmissioncontrol pressureat

engine idle is too high in Dl, D2andL, the trouble may bein thediaphragmvacuum unit or its connecting tubesandhoses.

With the engineidling, disconnectthe hose from the diaphragm unitand check the engine manifoldvacuum.Hold a thumb over the endof the hose and check for vacuum.If the engine speeds up when thehoseis disconnectedandslows downasthe thumb is held against the endof the hose, the vacuum hose iscapable of holding vacuum.

To checkthe vacuum unit for diaphragmleakage,removethe vacuumunit from the transmission.Use adistributor tester equipped with avacuum pump Fig. 5. Set theregulator knob so the vacuum gaugereads 18 incheswith the endof thevacuum hose blocked to obtain amaximum vacuum readingof 18 in.Hg.

Then,connectthevacuum hosetothe transmissionvacuumunit. If thevacuum gaugestill reads 18 inches,the vacuum unit diaphragm is notleaking.As the hoseis removedfromthe transmissionvacuum unit, holdone fi’nger over the end of the con-

FIG. 5-Testing Transmission Vacuum Unit for Leakage

trol rod. When the hose is removed,the internal spring of the vacuumunit should push the controlrod outward.

CONTROL PRESSURE DOESNOT RISE WITH THROTTLEOPENING

If transmission control pressuredoesnot rise in Dl andD2 as enginevacuum falls below 16-13.7 inches,check thetransmission’spressurerisecapacity by shifting to R. In thisposition, maximum control pressureshould be obtainedat not more thanenginestall rpm.

If pressurerise is normal in R, remove the hose from the diaphragmunit and check the hose and tubesas given above. If the vacuum reading at the diaphragmendof the hoseis 18 in. Hg or greater, check thediaphragmunit and again check fora pressurerise with the throttleopening in Dl and D2. lf control pressure does not rise now, the troubleis in the transmissionhydraulic circuits. Check for excessive leakagein thosecomponentswhichhavecontrol pressurein them in Dl andD2but do not have control pressureinthem in R.

CONTROL PRESSURE ISEXTREMELY ERRATIC

If transmissioncontrol pressureisextremely erratic in Dl and D2,check the diaphragm unit tubes,hoses, and diaphragm push rod asgiven under Control PressureIsHigh. If the vacuum sourceis satisfactory, check the diaphragm unitandrepeatthe tests for transmissioncontrol pressure.If control pressureis still extremelyerratic, the troubleis in the transmissionhydraulicregulating circuits. Cleanandinspectthe

pressure regulator and control valvebody.

KICKDOWN SHIFTSWith the linkage properly ad

justed the transmission still mightnot downshift when it is road-testedbecauseof an improperly adjustedor bentdownshiftcontrol rod. Checkfor restricted transmission throttlelever travel at the transmission orkickdown rod.

STALL TESTThe stall test is made in Dl, D2,

Li, L, or R at full throttle only todetermineif the bandsandclutchesareholdingproperly.While makingthis test, do not hold the throttleopenfor more than five secondsata time. Then move the selectorleverto N for about oneminute andrunthe engine at fast idle to cool theconverter before making the nexttest.

Connect a tachometer,and startthe engine to allow it to reach itsnormal temperature.Apply both theparking and service brakes.

With the selector lever at D2,press the accelerator to the floor.Note the engine speed.Stall speedsaregiven in the SpecificationSectionof Group 7.

In Dl car standing still, thefront clutch and the one-wayclutchare engagedat all acceleratorpedalpositions.

In D2 car standing still, thefront clutch and front band are engaged at all acceleratorpedal positions.

In L, the front clutch and rearbandareapplied.

In R, the rear clutch and rearband are applied.

If the engine speed exceeds themaximum limits, release the accelerator immediately because clutchor band slippage is indicated.

The bandor clutch that is causingthe slippagecan be found by testingin another selector lever position.For example, should the transmission slip in Dl low gear but notin D2 intermediategear the probable cause is the planet one-wayclutch.

PERFORMANCE CHECKSPerformance checks shoull bt

made only after all preliminarycheckshave beencompleted. If anunsatisfactoryoperatingcondition isfound during thesechecks,stop thechecks and proceed to the final

084

PART 7-1 -GENERAL TRANSMISSION SERVICE 7-5

diagnosis and correction of thetrouble.

INITIAL ENGAGEMENTCHECKS

Initial engagement checks aremade to determine if initial bandand clutch engagements

Run the engine untiloperating temperatureWith the engine at thespeed,shift the selectorN to D2, and from Nserve the initial band

are correct.the normalis reached.correct idlelever from

to Dl. Oh-and clutch

engagements.Band and clutch engagementsshould be smooth in allpositions. Rough initial engagementsin Dl, D2, L or R are causedbyhigh engine idle speed, bands outof adjustment,high control pressure,and faulty operationof the vacuumunit, pressure regulator valve ormain control valve.

SHIFT POINT CHECKS

Check the light throttle upshiftsin Di. The transmissionshould startin first gearand shift to secondandthen shift to third within the shiftpoints as outlined in the Specification Section of Group7.

While the transmissionis in thirdgear, depressthe acceleratorpedalthrough the detent to the floor;position. The transmission shouldshift from third to secondor thirdto first, dependingon the car speedas outlined in the SpecificationSection of Group 7.

Check the closed throttle downshift from third to first by coastingdown from about 30 mph in thirdgear. The shift should occurwithinthe limits given in the SpecificationSection of Group 7. A 3-2-1 shiftmay be experiencedunder certain

conditions.Partial-throttle downshifts in Dl

may be checkedby using theservicebrakesas a load. With the transmission in third gear,Dl, andcar speedat about30 mph, depressand holdthe accelerator-at a half-throttleposition. At the same time, apply theservicebrakesto the point that roadspeed is slowly reduced. The thirdto secondand then secondto firstshifts should occur as road speeddecreases.

When the selectorlever is at D2,the transmissioncan operateonly insecondand third gears.Shift pointsfor secondto third and third to second are the same in both D2 andDl.

If thetransmissionis in third gearand road speed is above about 30mph, the transmission should shift

085

OIL RETURN FROM COOUTO PRESSURE REGULATOR

CONVERTER FILL LINE PRESSURE TOOUTSIDE OF CASE

PRESSURE REGULATOR FOR PRESSURE TEST

‘II I6OILPAN/ BOLT HOLES//

SERVOFRONTAPPLY

CENTER SUP’

VALVE BODYMOUNTING HOLES

TUBE

TOP VIEW B1317-A

RETURN

F 1G. 6-Transmission Case Hydraulic Passages


to second gear when the selectorlever is moved from D2 or Dl toL. When the same manual shift ismadebelow about25 mph, thetransmission will shift from second orthird to first. This check will determine if the governor pressureandshift control valves are functioningproperly.

CONVERTER CHECKWhen the stall test speedsarelow

and the engine is properly tuned,converterstatorclutch problemsareindicated. A road test must be performedto determinethe exact causeof the trouble.

If the stall test speedsare 300 to400 rpm below the values shownin theSpecificationSectionof Group7, and the car cruisesproperly buthasvery poor acceleration,thestatorclutch is slipping.

Remove the converterand checkthe stator clutch as described in"CleaningandInspection," Part 7-1.

If the stall test speedsare 300 to400 rpm below the values, and thecar drags at cruising speedsandhaspoor acceleration,the stator clutchis installed backwards.

When the stall test shows normalspeedsand the accelerationis good,but the car drags at cruising speeds,the difficulty is dueto a seized statorassembly.If the stator is defective,replacethe converter.

AIR PRESSURE CHECKSA "NO DRIVE" condition can

exist, even with correcttransmissionfluid pressure,becauseof inoperativeclutches or bands. The inoperativeunits can be locatedthrougha seriesof checksby substitutingair pressurefor the fluid pressureto determinethe location of the malfunction.

When the selectorlever is at D2,a "NO DRIVE" condition may becaused by an inoperative frontclutch. A "NO DRIVE" conditionat Dl may be causedby an inoperative front clutchor one-wayclutch.When there is NO DRIVE in L, thedifficulty could be caused by improper functioning of the frontclutch. Failure to drive in reverserange could be causedby a malfunction of the rear clutch or rearhand. Erratic shift points could becausedby a malfunction of the governor.

To make the air pressurechecks,drain the transmission fluid, thenremovethe oil pan, the control valveassemblyand necessaryoil tubes.

The inoperative units can be lo

cated by introducing air pressureinto the transmissioncase passagesleading to the clutches, rear servo,and governor, and into the frontservo apply and release pressureholes Fig. 6.

FRONT CLUTCHApply air pressureto the trans

mission case front clutch passageFig. 6. A dull thud can be heardwhen the clutch piston is applied.If no noise is heard, placethe fingertips on the drum and again applyair pressureto the front clutch passage. Movement of the piston canbe felt as the clutch is applied.

GOVERNORRemove the governor inspection

cover from the extension housing.Apply air pressureto the front clutchpassage,listen for a sharpnoise, andwatch to see if the governor weightsnapsinward Fig. 7. Inwardweightmovementindicatescorrectgovernorvalve operation.

REAR CLUTCHApply air pressure to the rear

passageFig. 6. A dull thud indicatesthat the rear clutch piston hasmovedto the appliedposition. If nonoise is heard, place the finger tipson the rear drum and again applyair pressureto detect movementofthe piston.

FRONT SERVOHold the air nozzle in the front

servo applyhole Fig. 6. Operationof the front servo is indicatedby atightening of the front band aroundthedrum. Continueto applyair pressure to the front servo apply hole,and introduce air pressureinto thefront servo release hole. Hold acloth over the release tube whileapplying the servo to catch thespray from the releasetube. Thefront servo should releasethe bandagainstthe apply pressure.

REAR SERVOApply air pressure to the rear

servo apply passageFig. 6. Therearbandshould tighten aroundthedrum if the rear servo is operatingproperly.

During the above air pressurechecks,if the servodoesnot operate,disassemble,clean, and inspect theservo parts to locate the source ofthe trouble.

If air pressureappliedto eitherofthe clutch passagesfails to operateaclutch or operatesboth clutches atonce,removetheclutch unitsandwithair pressure,checkthe fluid passagesat the output shaft aluminum sleevefor correct indexing with the shaftholes. Check the primary sun gearshaftassemblypassageswith air pressureto detect obstructionsFig. 8.

If the output shaft and primarysun gear shaft passagesare clear,remove the clutch assemblies,and

086

FIG. i-Governor Valve

#1 CONTROL PRESSURETO FRONT CLUTCH AND

GOVERNOR

FIG. 8-Output and Primary Sun Gear Shafts Fluid Passages

087 PART 7-1-GENERAL TRANSMISSION SERVICE 7-7

clean and inspect the malfunction- that may be found and gives theing clutch to locate the trouble. items that should be checkedto find

the causeof the trouble.

letter symbolsfor each item are explained in the key. If items A, B,C, K, andthe stall test have already

DIAGNOSIS GUIDE The items to check are arranged been checked during preliminaryThe Diagnosis Guide lists the in a logical sequencewhich should

most common trouble symptoms be followed for quickestresults.Thechecks and adjustments,they neednot be repeated.

DIAGNOSIS GUIDEr

TroubleSymptomItemsto Check

ProbableTroubleSourcesTransmissionin car

Transmissionout of car

RoughInitial Engagementin Dl or D2 K B W F E A. Fluid Level

1-2or 2-3 Shift Points Incorrect A B C D WEL B. VacuumDiaphragmUnit or Tubes

-

Rough 2-3 Shift BGFE rj

r

C. Manual Linkage

EngineOverspeedson 2-3 Shift B G E FD. Governor

E. Valve BodyNo. 1-2 or 2-3 Shift D EC G b C fj F. PressureRegulator

No. 3-1 Shift K B E G. FrontBand

No ForcedDownshifts .L W E H. RearBand

RunawayEngineonForcedDownshift G FE cj I. RearServoAir Check

J. FrontServoAir CheckRough 3-2 or 3-1 Shift atClosedThrottle K B E K.

._______________________________________

EngineIdle Speed

CreepsExcessivelyin Dl or D2 K L. Downshift Linkage

Slips or Chattersin First Gear,Dl A B W F E ac f -M. ConverterDrain Plugs

N. Oil PanGasket,Drain Plugor TubeSlips or Chattersin SecondGear A B G W F E acj0.

*____________________________________

Oil CoolerandConnections- --

Slips or Chattersin R--

AHWFEI bcfP.

*________________________________

Manual or Throttle Lever ShaftSealNoDriveinDl CE i Q..______________________________‘/g-inch Pipe Plug in Side of CaseNo Drive in D2 GER acf R. PerformAir PressureCheckNo Drive in L C H I E R c f 5. Extension Housingto CaseGasketsand

Lock WashersNo Drive in R H I E R b c f

T.

U.

CenterSupportBolt Lock Washers

ExtensionHousingRearOil SealNo Drive in Any SelectorLeverPosition A C W F E R

t.ockupin Dl C I J

Lockup in D2 C H I--

Lockup inL GJE

Lockup in R G

ParkingLockBindsor DoesNot Hold C

EngineDoesNotStarthyPushingCar A C FE

TransmissionOverheats 0 F

c

b g -

b g c i

bgc

ag CJ

g

ec

vW.

X.

a.

b.

c.

d.

e.

f.

g.

h.

i.

j.

in.

n.

p.

r.

GovernorInspectionCoverGasket

PerformControl PressureCheck

SpeedometerDriven GearAdapterSeal

Front Clutch

RearClutch

Leakagein Hydraulic System

Front Pump

RearPump

Fluid Distributor Sleevein Output Shaft

ParkingLinkage

PlanetaryAssembly

PlanetaryOne-WayClutch

EngineRearOil Seal

Front Pump Oil Seal

ConverterOne-WayClutch

Front Pump to CaseGasket

RearClutch PistonAir BleedValve

-

Maximum SpeedToo Low,Poor Acceleration

TransmissionNoisy in N

TransmissionNoisy in First,Second,Third, or ReverseGear

TransmissionNoisy in P

TransmissionNoisy During Coastat20-30mph in N, EngineStopped

Fluid Leak

F

F

F

MNOPQ S T U V X

n

a d

h ab d

d

e-

j m p


0 COMMON ADJUSTMENTS AND REPAIRS

TRANSMISSION FLUIDLEVEL CHECK

The transmissionfluid level shouldbe checkedusing the following procedure:

1. Make surethat thecar is standing level. Then firmly apply theparking brake.

2. Run the engine at normal idlespeed. If the transmission fluid iscold, run the engine at fast idlespeed about 1200 rpm until thefluid reaches its normal operatingtemperature.When thefluid is warm,slow the enginedown to normal idlespeed.

3. Shift the selectorlever throughall positions, andplace the lever atP. Do not turn off the engineduringthe fluid level checks.

4. Clean all dirt from the transmission fluid dipstick cap before removing the dipstick from the fillertube.

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

6. Pull the dipstick out of thetube again, andcheckthefluid level.If necessary,addenoughfluid to thetransmissionthrough the filler tubeto raise the fluid level to the FFull mark on the dipstick. Do notoverfill the transmission.

TRANSMISSION FLUIDDRAIN AND REFILL

Normal maintenanceand lubrication requirementsdo not necessitateperiodic automatictransmissionfluidchanges.

If a major failure has occurredwithin the transmission such as aclutch, band,bearing,etc., the transmission will have to be removedforservice. At this time the convertermust be thoroughly flushed to remove any dirt.

When filling a dry transmissionand converter, install 6 quarts offluid. Start the engine; shift theselector lever as in step 5 below;checkand add fluid as necessary.

Following is the procedure forpartial drain and refill dueto minorrepairs.

1. Removethe reinforcementplateand loosen the oil pan bolts. Whenthe fluid has stoppeddraining fromthe transmission,remove and thoroughly cleantheoil pan. Discardtheoil pan gasket. Remove the converter drain plugs. After the converter has drained, install the plugs.Place a new gasketon the oil pan,andinstall the filter-type screenandpan on the transmission.

2. Install the oil pan, and tightenthe pan retaining bolts to specifications. Install the reinforcementplateunderthe oil pan.

3. Add about 6 quartsof fluid tothe transmission through the fillertube.

4. Run the engine at idle speedfor about two minutes, then run theengineat fast idle speedabout 1200rpm until it reachesits normal operating temperature. Do not racethe engine.

5. Shift the selector lever throughall the positions, place it at P, andcheck the fluid level. Add enough

fluid to the transmissionto raise thelevel to the F full mark on thedipstick. Do not overfill the transmission.

OIL COOLERFLUSHING PROCEDURE

When a clutch or band failure orother internal trouble has occurredin the transmission,any metal particles or clutch plate or band material that may have been carriedinto the cooler should be removedfrom the system by flushing thecooler before the transmissionis putback into service.

1. Disconnectthe fluid returnlinefrom the rearof the transmission.

2. Start the engineanddrain abouttwo quartsof fluid from the coolerinto a pan. Discardthedrainedfluid.If there is no fluid flow or the fluiddoesnot flow freely from the returnline, shut off the engineanddisconnect both lines at the cooler andtransmission.3. Use an air hose with not morethan 100 psi air pressureto reverseflush the lines andthe cooler.

4. Connectboth lines at the cooler,and the pressureline at the transmission.

5. Start the engineandcheck thefluid flow. If the fluid flows freely,connectthe return line at the transmission andfill the transmissionwithnew fluid to the specified level. Ifthere is no fluid flow or if the flowis restricted,replacethe radiator. Donot attempt to correct cooler orcooling line leaks by closing offthe lines.

U CLEANING AND INSPECTION

Clean all parts with suitable solvent and use moisture free air todry off all the parts and clean outoil passages.

CONVERTER CLEANINGThe converter cannot be disas

sembled for cleaning. If there isreason to believe that the converterhas an excessiveamount of foreignmaterial in it, the following cleaningprocedureshould be used:

1. With the converter on thebenc, removeboth drain plugs and

tilt the converterin all directions todrain as much fluid as possible.

2. Install the drain plugs and fillthe converter through the pumpdrive hub with a light-body oil suchas kerosene, or a cleaning solventsuitablefor transmissioncleaning.

3. Install the tool shown in Fig. 9in the converter. Expand the bushing in the turbine spline. Rotate thetool to circulate the fluid in theconverter.

4. Remove both drain plugs andthoroughly drain the converter.

TURBINE AND STATOREND PLAY CHECK

1. Insert the tool into the converter pump drive hub until it bottoms Fig. 9.

2. Install the guide over the converter pump drive hub.

3. Expand the split fiber bushingin the turbine spline by tighteningthe adjusting nut. Tighten the adjusting nut until the tool is securelylockedto the spline.

4. Attach a dial indicator to thetool Fig. 9. Position the indicator

088

PART 7-1-GENERAL TRANSMISSION SERVICE 7-9

CONVERTER END PLAY CHECK

FIG. 9-Typical Converter Checking Tool

and hold a 10 ft-lb torque, replacethe converter unit.

button on a converterpump drivehub lug, and set the dial face at 0zero.

5. Lift the tool upward as far asit will go and note the indicatorreading.The indicator readingis thetotal end play which the turbineand stator share. If the total endplay exceedsthe limits as outlinedin the SpecificationSection of Group7, replace the converter unit.

STATOR ONE-WAYCLUTCH CHECK

1. Loosen the adjustingnut to freethe split bushing, and then removethe tool from the converter.

2. Install the stator outer raceholding tool in one of the openingsin the stamped thrust washer provided in the stator Fig. 9.

3. Insert the tool in the converterpump drive hub. As the tool entersthe converter, the pins will engagethe stator clutch inner race spline.

4. Place a torque wrench on thetool Fig. 9. The tool and statorinner race should turn freely clockwise 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.

STATOR TO IMPELLERINTERFERENCE CHECK

1. Position the front pump assembly on a benchwith the spline endof the statorshaft pointing up Fig.I 0

2. Mount a converteron the pumpso that the splines on the one-wayclutch inner race engagethe matingsplinesof the statorsupport, andtheconverter hub engages the pumpdrive gear.

3. While holding the pump stationary, try to rotate the convertercounterclockwise.The converter

should rotate freely without anysigns of interference or scrapingwithin the converterassembly.

4. lf there is an indication ofscraping, the trailing edges of thestatorbladesmay be interferingwiththe leading edges of the impellerblades. In such cases, replace theconverter.

STATOR TO TURBINEINTERFERENCE CHECK

1. Position the converter on thebench front side down.

2. Install a front pump assembly

089

T63P- 7802-A

CHECKING ONE-WAY CLUTCH

STATOR

- CONVERTERASSEMBLY

INPUT SHAFT

SUPPORT SHAFT D1065-A

FIG. lO-Statorto FIG. li-StatortoTurbineImpeller Interference Check5. If the clutch fails to lock-up Interference Check


to engagethe mating splines of thestatorsupportand stator, and pumpdrive gear lugs.

3. Install the input shaft,engagingthe splines with the turbine hubFig. 11.

4. While holding thepumpstationary, attempt to rotate the turbinewith the input shaft. The turbineshouldrotatefreely in both directionswithout any signs of interferenceorscrapingnoise.

5. If interferenceexists,the statorfront thrust washer may be wornallowing the statorto bit theturbine.In such cases, the converter mustbe replaced.

OUTPUT SHAFT AND PRIMARYSUN GEAR SHAFT

the thrust surfacesandscores. Inspectthe in-for broken or worn

2. Inspectthe aluminumsleeveforscores or leakage.Inspect the ringgroovesfor burrs.

3. Inspectthe keyway and driveball pocket for wear.

4. Inspect the output shaft sleevefor alignment with the governordrive ball Fig. 12.

1. Inspectjournals forternal gearteeth.

5. Inspect the external parkinggearteethfor damageandthespeedometerdrive gearteeth for burrs.

6. If either the output shaft orring gear has been replaced,placethe assembledunit with the gearfacedown on the bench,push the shaftdownward, and check the clearancebetweenthe top of the snapring andits groove Fig. 13. If this clearance exceeds0.002 inch, replacethesnap ring with a thicker ring to reducethe clearanceto less than 0.002inch. Selective snap rings are available in several thicknessesfor thispurpose.

7. Inspect the primary sun gearfor broken or worn teeth. Inspectall thrust surfacesand journals forscores.Check all fluid passagesFig.14 for obstructions and leakage.Inspect the seal ring grooves forburrs.

8. Inspect the sun gear shaftsplines for burrs and wear. Checkthe front clutch lubrication valvefor free movement.

9. Check the fit of the seal ringsin the grooves of the shaft. Therings should enterthe groovesfreelywithout bind.

10. Check the fit of the sealringsin their respectivebores. A clearance of 0.002-0.009 inch shouldexist betweenthe ends of the rings.

11. Install the seal rings on theshaft, andcheck for free movementin the grooves.

DISTRIBUTOR SLEEVE1. Inspect the distributor sleeve

for scores or excessivering wear.Inspect the distributor sleeve passagesfor obstructions.

2. Check the fit of the fluid tubesin the distributor.

PINION CARRIER, ONE-WAYCLUTCH AND CENTER SUPPORT

1. Inspect the clutch outer race,inner race, band surface, piniongears, bearings, and thrust washerFig. 15 for roughness.

2. Inspectthecentersupportbushing for roughness.

FIG. 13-Checking OutputShaft Snap Ring

3. Inspect the one-way,.clutchspragsandspringsfor excessivewearor damage.

EXTENSION HOUSING1. Inspectthe housing for cracks.

Inspectthe gasketsurfacefor burrsor warpage. Check for leakagearoundthe governorinspectioncoverand gasket. If leakageis found, install a new gasket.

2. Inspectthe bushing for scoresor wear.

3. Inspectthe rear seal for hardness, cracks, or wear. If the sealshowswear or deterioration,replacethe seals.

Inspect the seal counterboreandremove all burrs and scores withcrocus cloth.

REAR CLUTCH1. Inspectthe drum bandsurface,

the bushing,and thrust surfacesforscores. Minor scores may be removed with crocus cloth. Badlyscored parts must be replaced.

2. Inspectthe needle bearing forworn rollers. Inspectthe clutch piston bore and the piston inner andouter bearing surfacesfor scores.

Check the air bleed ball valve inthe clutch piston for free movement. Checkthe orifice to makesureit is not plugged.

090

FIG. l2-Correct Positionof Output Shaft Sleeve

01508-A

FIG. l4-Cross-Section of Primary Sun Gear Shaft

PART 7-1-GENERAL TRANSMISSION SERVICE 7-li

ONE-WAY CLUTCH

3. Check the fluid passagesforobstructions.All fluid passagesmustbe clean andfree of obstructions.

4. Inspect the clutch plates forscores,and check the plates for fiton theclutch hub serrations.Replaceall plates that are badly scored ordo not fit freely in the hub serrations. Front clutch plates differ infriction characteristics from rearclutch plates and are not interchangeable.

5. Inspect the clutch pressureplate for scoreson the clutch platebearing surface. Check the clutchreleasespring for distortion.

FRONT CLUTCH

1. Inspect the clutch cylinderthrust surfaces, piston bore, andclutch plate serrationsfor scoresorburrs. Minor scoresor burrs may beremovedwith crocus cloth. Replacethe clutch cylinder if it is badlyscoredor damaged.

2. Check the fluid passagein theclutch cylinder for obstructions.Clean out all fluid passages.Inspectthe clutch piston for scoresand replace if necessary.

Inspect the piston check ball forfreedom of movementand properseating Fig. 16.

3. Check the clutch releasespringfor distortion and cracks. Replacethe spring if it is distorted orcracked.

4. Inspectthe composition clutchplatesand the steel clutch plates andthe clutch pressureplate for scoredbearing surfaces. Replace all partsthat are deeply scored.

5. Cheek the clutch plates forflatness and fit on the clutch hubserrations. Discard any plate that

PINION CARRIER

does not slide freely on the serrationsor that is not flat. Front clutchplates differ in friction characteristics from the rear clutch platesand are not interchangeable.

6. Check the clutch hub thrustsurfacesfor scores and the clutchhub splines for wear.

7. Inspectthe turbine shaft bearing surfacesfor scores. If excessiveclearanceor scores are found, discard the unit.

8. Checkthe splineson theturbineshaft for wear and replace them ifthey are excessively worn. Inspectthe bushing in the turbine shaft forscores.

FRONT PUMP

1. Inspectthe mating surfacesofthe pump body andcover for burrs.

2. inspect the drive and drivengear bearingsurface for scores,andcheck the gear teeth for burrs. Inspect the stator support splines forburrs andwear.

3. Check the fluid passagesforobstructions.

4. If any parts other than thestator support are found defective,replace the pump as a unit. Minorburrs and scores may be removedwith crocus cloth. The stator support is serviced separately.

REAR PUMP

1. Remove the drive and drivengears from the pump body.

2. Inspect the gear pockets andthe crescentof the pump body forscores or pitting.

3. inspect the inner bushing andthe drive and driven gear bearingsurfaces for scores.

091

ONE-WAYCLUTCH

CENTERSUPPORT PINION CARRIER

SUPPORT BUSHING

FIG. 15-Pinion Carrier, One-Way Clutch and Center Support

ONE-WAY CLUTCHOUTER RACE

4. Check all fluid passagesfor obstructions, and check mating surfaces and gasket surfaces of thepump body and cover for burrs.

5. Inspect the pump cover bearing surfacefor scores.Minor burrsor scores may be removed withcrocus cloth.

6. If any pump parts, other thanthe pump cover, are defective, replacethe pump as a unit. The pumpcover can be replaced separately.

PRESSURE REGULATOR1. Inspectthe regulator body and

01037cover mating surfacefor burrs.

2. Check all fluid passages forobstructions.

3. Inspectthe control pressureandconverterpressurevalves and boresfor burrs and scores. Remove allburrs carefully with crocus cloth.

4. Check free movement of thevalves in their bores. The valvesshouldfall freelyinto the boreswhenboth the valve and boreare dry.

5. Inspect the valve springs andspacersfor distortion.

6. Check the lube circuit checkball and spring for defects.

VALVE BODY1. Inspectall valve andplug bores

for scores.Check all fluid passagesfor obstructions.Inspect the checkvalve for free movement.Inspectallmating surfacesfor burrs or distortion. Inspectall plugs andvalves for

FIG. ifi-Front ClutchPiston Check Valve

7-12 GROUP 7--AUTOMATIC TRANSMISSION

burrs and scores.Crocus cloth canbe used to polish valves and plugsif care is taken to avoid roundingthe sharp edgesof the valves andplugs.

2. Inspect all springs for distortion. Check all valves andplugs forfree movement in their respectivebores. Valves and plugs, when dry,must fall from their own weight intheir respectivebores.

3. Roll the manualvalve on a flatsurface to check it for a bent condition.

GOVERNOR

1. Inspectthe governor valve andbore for scores. Minor scores maybe removed with crocus cloth. Replace the governor if the valve orbody is deeply scored.

2. Check for free movement ofthe valve in the bore. Inspect fluidpassagesin the valve body andcounterweight for obstructions.All fluidpassagesmust be clean.

3. Inspectthe mating surfacesofthe governor body and counter-

weight for burrs anddistortion. Mating surfaces must be smooth andflat.

FRONT SERVO

1. Inspect the servo casting areaof the casefor cracksandthe pistonbore andthe servopiston for scores.Check fluid passagesfor obstructions.

2. Check the actuating lever forfree movement, and inspect it forwear.

3. Check the servo spring andservo band strut for distortion.

REAR SERVO

1. Inspect the servo casting areaof the casefor cracksandthe pistonbore for scores.

2. Check the fluid passages forobstructions. Check the orifice inthe servopiston for dirt. Inspectthecheck valve in the servo piston forfreedom of movement and properseating.

3. Inspectthe accumulatorpiston

stem for scores. Inspectthe actuating leversocketfor scoresandwear.Check the actuatingleverand shaftfor wear.

4. Inspectthe bandandthe strutsfor distortion. Inspectthe bandendsfor cracks.

5. Inspect the servo spring fordistortion.

6. Inspect the servo band liningfor excessivewear and bonding tothe metalband.The band should bereplaced if worn to a point wherethe groovesare not clearly evident.

CASE

Inspect the case for cracks andstrippedthreads. Inspect the gasketsurfaces and mating surfaces forburrs. Check the vent at the frontof the case for obstructions, andcheck all fluid passagesfor obstructions andleakage Fig. 6.

Inspect the case bushing andcenter support bushing for scores.Inspect the torsion lever pin forwear.Checkall parking linkagepartsfor wear or damage.

092

093 7-13

PART TURBO-DRIVE AUTOMATIC TRANSMISSION1-2

Section Page Section ‘Page1 Description and Operation 7-13 3 Removaland Installation 7-272 In-Car Adjustmentsand Repairs 7-21 4 Major RepairOperations 7-28

fl DESCRIPTION AND OPERATiON

DESCRIPTION

The Turbo-Drive transmissionFig. 1 hasa hydrautictorque convertercombinedwith a hydraulicallycontrolled automatic planetarygeartrain. A conventional selector leverand quadrant is used to obtain thedesired gear ratio.

The identification tag Fig. 2

identifies the transmission modelused. The tag attached by one oilpan bolt includes the model prefixand suffix, as well as the serviceidentification number, and serialnumber.

The service identification numberindicates changes to service partswhich affect interchangeabilitywhen

the transmissionmodel identificationis not changed.

PRINCIPLES OF OPERATION

TO START THE ENGiNE

Move the transmission selectorlever to either the Neutral N orPark P position. These are the

INTERNALRING GEAR

TRANSMISSION CASECONVERTER HCUS1NG

REAR BANDPLANET ONE-WAY CLUTCH

PRIMARY SUN GEAR SHAFT

FRONT BANDFRONT CLUTCH

FRONTPUMP -

PRIMARY SUN GEAR SPEEDOMETER

I

REAR PUMP DRIVEN GEARDISTRIBUTORSLEEVE

.-PRIMARY PINION

- SECONDARY SUN GEAR

VACUUMUNIT

SECONDARYPINION

REAR SERVO

CONVERTERONE-WAYCLUTCH

CONTROL VALVE BODY

FRONT PUMP SEAL

REGULATOR

01323-A

F 1G. I-Turbo-Drive Transmission


TRANSMISSION MODEL

only selector lever settings at whichthe enginewill start.To actuatethestarter, insert the ignition key andturn it fully to the right.

TO ENGAGE THETRANSMISSION

The transmissionis engagedwhenoneof the following positions in thequadrant is selected:

1. Drive Dl Large Dot. Dl position should be used for most normaldriving. This driving range featuresmaximum performance, economyand flexibility by incorporating anautomaticlow gear start. The transmission automatically shifts fromlow to intermediate then to highgear. To obtain maximum acceleration from a standstill, pressthe accelerator to the floor and the carwill moveforward under wide openthrottle.

With the acceleratorall the waydown to the floor, the transmissionwill shift from low to intermediategear at approximately45 mph andthen into high gear at approximately70 mph.

For fast accelerationwhile driving in high gear, pressthe accelerator to the floor. The transmissionwill automatically downshift fromhigh to intermediate at any speedbetweenapproximately30 to 70 mphand into low gear at speedsbelowapproximately 30 mph. Releasetheacceleratorandthe transmissionwillautomatically upshift to intermediate or high gear depending uponcar speed and acceleratorposition.

2. Drive D2 Small Dot. The D2position provides intermediate gearstarts with a single shift into highgear. This range is desit’able forsmoothgentlestarts, as well as driving under slippery road conditions.The smooth transition of power to

SERVICE IDENTIFICATION

the rearwheels in D2 will minimizerear wheel spin and provide bettercontrol of the vehicle. The selectorlever can be alternatedbetweenDlandD2 positions at any road speed.

3. Low L. The L position isprovidedfor extra pulling powerandenginebraking. Extra pulling poweris sometimesneeded when drivingthrough deep sand, mud, or snowand when climbing steep grades.When driving from a standingstart,the transmissionwill not upshift intoa highergearwhile the selectorleveris in the L position. Therefore, toavoid imposing unnecessarystresson the engineand preventoverheating the transmission,the car shouldnot be driven in low gear for extended periods of time or at continuousspeedsin excessof 25 mph.

To obtain maximum enginebraking, shift to the L position whendescendingsteep grades.The transmission will automatically shift tointermediate gear at speeds aboveapproximately25 mph. When thecar speeddropsbelowapproximately25 mph, the transmissionwill automatically shift to, and remain in,low gear. Move the selector leverback to Dl or D2 position and thetransmissionwill resumenormal automatic shift operation.

4. ReverseR. UsetheR positionto backup the car. Bring the car toa complete stop before moving theselectorto R.

5. Park P. Bring the car to acomplete standstill. Set the selectorin P position and, as an addedprecaution, set the parking brake.

6. "Rocking" the Car. Move theselector lever back and forth between R and L with the acceleratorpedal depressedslightly to increaseenginespeedandprovide traction.CAUTION: Do not race the en-

094

SERIAL NO.

FIG. 2-Transmission Identification Tag

gine. If "rocking" at mediumthrottle will not provide traction,have the car pulled from its stuckposition to prevent overheatingthe transmission.

7. Towing. If the transmission isin working order, the car may betowed for short distances less than12 miles at a speed no higher than40 mph with the selector lever setat N. If the transmissionis inoperative, the drive shaft should be disconnectedbefore towing, or the rear

01324-A of the car raised by the tow truck.If the rear of the car is raised, alocking device should be installedon the steering wheel to keep thefront wheels in a straight-aheadposition. -

TORQUE CONVERTEROPERATION

The hydraulic torque converterFig. 3 consists of an impellerpump, a turbine, and a stator.All these parts are enclosed andoperate in 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 maximum torque increase of about 2to 1 when the turbine is stalled.When enough torque is developedby the impeller, the turbinebeginstorotate, turning the turbine shaft.

The converter torque multiplication gradually tapers off as turbinespeedapproachesimpellerspeed,and

D1004-A

FIG. 3-Cross-Section ofTypical Torque Converter

095

it becomes1 to 1 when the turbineis being driven at 9/10 impellerspeed.This is known as the "coupling point."

When the turbine is rotating atless than 9/10 impeller speed, theconverteris multiplying torque. Thefluid leaving the turbine bladesstrikes the front face of the statorblades.Thesebladesareheld stationary by the action of a one-wayclutch Fig. 3 as long as the fluidis directedagainst the front face ofthe blades.

When the turbine rotates fasterthan 9/10 impeller speed the converter no longer multiplies torque.The fluid is directedagainstthe backface of the stator blades. As theone-way clutch permits the statorto rotateonly in the directionof impeller rotation, the statorbegins toturn with the impeller and turbine.The converter operatesas an efficient fluid coupling as long as theturbine speed remains greater than9/10 impeller speed.

A constantflow of fluid into andout of the converter is maintained.Someof the fluid coming out of theconverteris forced through a transmission oil cooler unit locatedin theradiator tank.

OPERATION OF PLANETARYGEAR TRAIN, CLUTCHES,BANDS AND SERVOS

PLANETARY GEAR TRAIN

The planetary gear train consistsof aprimary sun gear,secondarysungear, primary andsecondarypinionswhich areheld in a common carrier,and an internal gear to which thetransmissionoutput shaft is attachedFig. 4.

FRONT CLUTCH

The front clutch drive plates Fig.5 are connected to the turbineshaftthrough the front clutch drum.The driven plates are connectedtothe primary sun gear shaft.

The front clutch is operatedbyfluid pressureagainst the clutch piston. The piston moves againsta discspring which acts as a lever to lockthe drive and driven platestogether.When the clutch is applied, the primary sun gear is lockedto anddrivenby the turbine shaft. The piston isreturned to the release position bythe disc spring when the fluid pressure is removed Fig. 5. A checkball is installed in the front clutch

PART 7-2 -TURBO-DRIVE AUTOMATIC TRANSMISSION

piston to permit fluid exhaustwhenthe piston is in its releasedposition.

In neutral, the front clutch drumand steel platesarebeing driven bythe turbine shaft while the bronzeplates are stationary.In reverse,theclutch is not applied.

REAR CLUTCH

The rear clutch Fig. 5 is operated by fluid pressure against theclutch piston. Movementof thepiston compressesthe release springand locks the multiple-disc clutch.The rear clutch drive plates aresplinecl to the front clutch drum andthe driven plates are connected tothe rear clutch drum and secondarysun gear. When the rear clutch isapplied in the reverse and thirdgear ratios the secondarysun gearis driven. The piston is returned tothe releasedposition by the releasespring Fig. 5.

In neutral, the rear clutch bronzeplates are being driven while thesteel platesare free. In secondgear,the bronzeplatesare driven, but thesteel plates are held stationary. Infirst gear, the bronze platesare driven clockwise at engine speed whilethe steel plates are driven counterclockwise.

FRONT BAND AND SERVO

One end of the front band, whichencircles the rear clutch drum, isanchored to the transmission case,

7-15

andthe other endis connectedto thefront servo.

Fluid pressuremoves the frontservopiston againstthe inner end ofthefront servoactuatinglever. Forceis transmitted through a strut betweenthe outer endof the lever andthe end of the band to tighten thehand around the rear clutch drum.Under certain conditions, the servois releasedby directing fluid pressureto the opposite side of- the piston,assistedby releasespring force.

REAR BAND AND SERVO

The rear band fits around theplanetary gear drum. One end ofthe band contacts the end of theband adjusting screw, andthe other

FIG. 4-Planetary Gear Train

FRONT REAR CLUTCH DRUM

DRUMPISTON

CLUTCHREAR CLUTCH

FRONT JREAR CLUTCHCLUTCHRELEASEPISTON SPRING

TURBINE

FIG. 5-Typical Front andRear Clutches


end connectsto the rear servo.Two rear servo pistons apply the

rear band. The small fast-actingpiston,which is in direct contactwiththe servo lever, is locatedinside thelarge piston.

Fluid pressure against the largepiston flows through a check valveto work against the small piston,which has low pressureresistance

REAR

from the spring force of the rearband and whatever friction is inthe servo lever and band struts.At a low apply pressureand smallvolumeof fluid flow, the smallpistonmoves and tightens the rear bandon the pinion carrier.

When the apply pressurebuildsup to about 10 psi, the large pistonmoves against its return spring, al

[cVER FLOW -"P1ROTATION

lowing the check valve to close.When the check valve closes, thefluid in the small piston is trapped,andthe apply force of the large piston is addedto that of the small piston.

With full band application, thetrappedfluid can bleed out throughan orifice, allowing the small pistonto bottom on the large piston.

096

FRONTBAND

REAR BANDFRONT CLUTCH APPLiED

APPLIED

NEUTRAL FIRST GEAR, L RELEASED

REAR CLUTCH

RELEASEDRELEASED

SECOND GEAR

THIRD GEAR RELEASED

FiG. 6-Typical Power Flow-Each Gear Ratio

FRONT CLUTCH FRONT BANDRELEASED

REVERSE GEAR RELEASED

Dl 136-A

PART 7-2 -TURBO-DRIVE AUTOMATIC TRANSMISSION 7-17

TABLE 1-Gear Ratios

*ln first gear Dl, the planetcarrierway clutch.

POWER FLOWS-EACHGEAR RATIO

Table I lists the ratios obtainedthrough the various power flows.

POWER FLOW - NEUTRALWhen the transmissionis in neu

tral Fig. 6, no gears are held ordriven, and no power is transmittedto the output shaft.

POWER FLOW - FIRST GEAR, L

In first gear when the selectorlever is at L, the primary sun gearis driven and the pinion carrier isheld by the rear band Fig. 6.Power is transmittedto the primarypinions, the secondarypiniions, andthe internal gear, driving the internalgear in the same direction as theprimary sun gear. The secondarysun gear turns free in the reversedirection and has no effect on thegear train.

POWER FLOW-FIRST GEAR, DlIn first gear at the Di selector

lever positon, the pinion carrier isheld againstrotation by the one-wayclutch instead of by the rear band

* Fig. 6. First gear in 11 is theonly gear that uses the one-wayclutch only to hold the pinion carrier.

POWER FLOW - SECOND GEARSecond gear ratio is obtained by

driving the primary sun gear andholding the secondary sun gearFig. 6. The primary pinions drivethe secondarypinions, causing themto "walk" around the secondarysungear, rotating the internal gear andoutput shaft.

POWER FLOW - THIRD GEARIn third gear, the primary and

secondarysun gears are locked to-

is held againstrotation by theone

getheranddriven asa unit Fig. 6.Therefore,the pinions cannotrotateand the entire planetary train revolves as a unit, which causes theoutput shaft to rotate at the samespeedas the turbine shaft.

POWER FLOW - REVERSEReversegear is obtained by driv

ing the secondarysun gear andholding the pinion carrier Fig. 6. Thesecondarypinions drive the internalgear in the reverse direction. Theprimary sun gear and the primarypinions rotate freely and have noeffect on the gear train.

POWER FLOW -

PARK POSiTiONWhen the selectorlever is in the

P position, the parking paw! engages the external teeth on the internal gear to lock the internal gearand output shaft to the case. Thislocks the rear wheels to preventmovementof the car.

OPERATION OF HYDRAULICCONTROL SYSTEM

PRESSURE PUMPS

The front pump, driven by theconverter impeller, can deliver fluidpressure to the hydraulic controlsystem wheneverthe engineis running Fig. 7. The rear pump, driven by the transmissionoutput shaft,delivers fluid pressure to the control systemwhen the car moves forward.

Both pumps deliver fluid pressureto the control pressureregulatorandcontrol valve body. A regulatedcontrol pressureis available at the control valve body whenever the engineis running.

CONTROL PRESSURE ANDCOMPENSATOR PRESSURE

Control pressure is regulated bythe spring-loaded control pressureregulator valve Fig. 7. It is ad-

justed to enginetorque, road speed,and selectorlever position.

To accomplish this, compensatorpressureunder various conditions isadjustedby throttle pressureenginetorque, governor pressure roadspeed, or selector lever po’sition.Compensatorpressure,in turn, adjusts control pressureby positioningthe control pressureregulatorvalve.

CONVERTER PRESSURE

Like control pressure, converterpressureis regulatedby theconverterpressureregulator valve spring andis adjustedto driving conditions bycompensatorpressure and selectorlever positions.

THROTTLE PRESSURE

Throttlepressureadjuststhe transmission operation to engine torque.Throttle pressureis produced fromcontrolpressureby thethrottle valve.The throttle valve is controlledby aspring-loaded vacuum diaphragmunit mounted on the rear of thetransmission case. Throttle pressureis regulated only when the frontclutch is on. Because,from the frontclutch circuit, control pressure isdirected to the throttle valve to produce throttle pressure.

The vacuumdiaphragmis actuatedby the engine intake manifold vacuum, working against spring pressure. When the vacuum is higherthan 16 in. Hg, the diaphragmmovesagainst spring pressure and movesthe push rod away from the throttlevalve to cut off the throttle pressureregulation. As the engine rpm isadvanced,manifold vacuum will fallbelow 16 in. Hg. As the vacuumdrops, the spring-loaded diaphragmmoves the push rod to open thethrottle valve and regulates thethrottle pressure in relationship tothe changesin manifold vacuum.

THROTTLE PRESSUREBOOST VALVE

To compensatefor theslight manifold vacuum changeswith throttlemovementsbeyond about 50’ carburetorvalve opening,a throttle pressure boost valve comes into operation. At about51 psi throttle pressurethe spring-loadedboost valve Fig.7 comes into a balance position.Throttle pressurebelow 51 psi cannot move the boost valve againstspring force plus throttle pressureforce acting at the boost valve. Be-

097

GearSelector Lever

. .PositionClutch

.AppliedBand

.AppliedGear

.Ratio

Neutral N None None -

First

Second

Third

Dl orL Front

Front

Front and Rear

Rear

Rear*

Front

2.37:1

1.48:1Dl or D2

Dl or D2 None

Rear

1:1

1.84:1Reverse R


REAR PUMPCHECK VALVE

BOOST VALVE

0%

REVERSESHUTTLEVALVE

‘THROTTLEREDUCINGVALVE

SCREEN

REARPUMP

01326-A

FIG. i-Vacuum Controlled-Main Control, Hydraulic Circuit

PART 7-2--TURBO-DRIVE AUTOMATIC TRANSMISSION 7-19

low 51 psi, therefore, throttle pressurewill flow throughthe boostvalvewithout interference.

Throttle pressures above 51 psiwill movetheboostvalve to therightFig. 7. This movementwill firstcut off throttle pressureflow to theshift valves and coastingcontrolvalve, and it will then open a passage to permit control pressure toenterthethrottle pressurecircuit. Thenew boostedthrottle pressureis directed to the shift valves and thecoastingcontrol valve, Throttle pressure will continue to work againsttheendof theboostvalve. For eachpound of increasein throttle pressure above 51 psi, the boostedthrottle pressurewill increaseaboutthree pounds.

GOVERNOR PRESSURE

Governor pressure is producedfrom control pressurefrom the frontclutch circuit by the valve in thegovernor body which rotatesat output shaft speed.

The governor valve is a balancedvalve. It is balancedbetweencentrifugal force acting on the governorvalve plus governorspring force andgovernor pressure force Fig. 7.Governorpressureis, therefore,proportional to road speed.

TRANSITION VALVE

The transition valve controls thefront servoapplypressureflow.

In the Dl range, the transitionvalve blocks front servo applypressuzie flow until the 1-2 valve is closedby governorpressure.

In the D2 range, the transitionvalve permits front servoapplypressure to flow through it at all times.

1-2 SHIFT VALVE

The 1-2 shift valve controls the1-2 upshift in the Dl range.On the2-1 downshift, either manual shiftto L or kickdown, the 1-2 shiftvalve controls the shift only withinthe road speed range permitted bythe inhibitor valve.

The 1-2 valve is held in its openposition by a spring. It is closedbygovernor pressure. Under variousdriving conditions, governor pressure is opposedby spring force plusreducedthrottle andreducedboostedthrottle pressures,and control pressure.

THROTTLE REDUCING VALVE

Before throttle pressureor boostedthrottle pressureis admitted to theface of the 2-3 shift valve and 1-2shift valve, it must open a passagepast thespring-loadedvalve Fig. 7.

Approximately20 psi throttle pressure is requiredto move the valveagainst its spring far enoughto openthe passage.Once past the valve,throttle pressurewill work on thespring end of the plug and exert aforce to cut off throttle pressureflowpast thevalve. In this case,the valvebecomesa balancedvalve whereinthe valve is balanced betweenthrottle pressureforce on the oneend and spring force plus throttlepressureforce on the other end. Thepressurepast the valve will, therefore, be reduced.

2-3 SHIFT VALVE

The 2-3 shift valve controls the2-3 upshift and the 3-2 downshift.The valve is held in its closedposition by springs. It is opened bygovernor pressureactingon the endof the valve. Under various drivingconditions, governor pressureisopposedby spring force plus throttleor boosted throttle pressures, andcontrol pressure.

INHIBITOR VALVE

The inhibitor valve preventsa 2-1downshift, either manual or kick-down, at excessiveroad speeds.

The inhibitor valve is held in itsopenposition by a spring.It is closedby governorpressure.Undervariousdriving conditions, governor pressureis opposedby spring force pluscontrol pressure.

3-2 COASTING CONTROLVALVE

The 3-2 coasting control valveoperatesin the front servo releasepassage.

During a 3-2 closed-throttledown..shift in D2 range, the valve is posi’.tioned by its spring so that frontservo releasepressuremust exhaustslowly through an orifice. This slowexhaustof releasepressureprovidesa slow front band application.

During a partial-to-full-throttle3-2 downshift, the 3-2 coasting control valve is positioned by throttlepressureor boostedthrottle pressureso that front servo releasepressurecan exhaust rapidly to provide arapid front bandapplication.

DOWNSHIFT VALVE

The downshift valve is in thecontrol valve upper body. The innerdownshift lever contacts oneend ofthe spring-loadeddownshiftvalve.

Control pressureis directed to aland of the valve. Linkage is connectedbetweenthe acceleratorpedaland downshift lever. The downshiftvalve is moved to open a passageto direct control pressureto the shiftvalves and the inhibitor valve whenthe acceleratorpedal is depressedthrough the detent Fig. 7.

3-2 KICKDOWN CONTROLVALVE

The 3-2 kickdown control valveoperatesin the front servo releasepressure’passagebetween the 2-3shift valve and the front servo. Acheck valve is installed parallelwiththe kickdown control valve in thesamepassageso that releasepressureflow to the servo by-passesit.

The kickdown valve controls therate of front servo releasepressureexhaust flow from the servo, andthereby the rate of front band application.

The 3-2 kickdown control valveeliminates the possibility of a runaway condition in the transmissionduring a 3-2 kickdown at low carspeedsabout25 mph. It also eliminatesthepossibilityof atie-up duringthe same shift at higher speeds50mph andmore.

REVERSE SHUTTLE VALVE

When the transmissionis shiftedto reverse,rear servo apply pressureis directedto thereverseshuttle valveFig. 7. In addition, rear clutchapply pressureis also directedto thereverse shuttle valve where it actson the area provided by the difference in the diametersof the landsof the valve. As the rear clutch isapplied, pressurebuilds up in thiscircuit until thepressureforceon thevalve provided by rear clutch applypressure overcomes the reverseshuttle valve spring force. At thispoint the valve moves againstspringforce, blocking the rear servo exhaust passageand allowing rearservo apply pressureto passthroughthe shuttle valve and apply the rearservo andband. In this manner, therear band application is timed withthe rear clutch applicationwhen reverse ratio is selected.

In Park position, rear servo apply

099


pressureis directed to the reverseshuttlevalve. Theshuttlevalvespringholds the valve in the position whichblocks the pressure from passingthroughthevalve, andthe rear servois not applied. The position of thevalve opens the rear servo applypassageto exhaust.

In Dl and D2 ranges,the pressureto the 2-3 shift valve is directedto the spring end of the reverseshuttle valve. Force on the valveprovidedby Dl or D2 pressureplusspring force, will hold the valve inthe closedposition, evenwhen frontclutch apply and rear clutch applyare fed to the valve. This preventsthe rear servo from being appliedin Dl or D2.

When the transmissionis shiftedto manuallow, the Dl or D2 controlpressurethat was under the reverseshuttle valve is exhausted at themanualvalve. Thefront clutch applypressure forces the shuttle valveagainst the spring force, openingthe valve. If car speedis below thelow inhibitor point, or if the car isstopped, the rear servo apply oil ispresentat the shuttle valve andwillapply the rear servo as soon as theshuttle valve moves, if thecar speedis above the inhibitor point, rearservo apply pressurewill be cut offat the inhibitor valve.

HYDRAULIC CONTROLSYSTEM - NEUTRAL

The manual valve at N selectorlever position blocks the fluid flowto both clutches and both bands.With no fluid pressurein theclutchesor servos,the clutchesandbandsarereleasedby spring pressure,preventing power from beingtransmittedtothe transmissionoutput shaft. Without control pressure in the frontclutch circuit, the throttle valve andcompensatorvalves do not receivecontrol pressure.

Neutral operation of the transmission regulates control pressureand maintains a full torque converter, lubricates the transmission,andmaintainsa flow of fluid throughthe cooling system.

HYDRAULIC CONTROLSYSTEM - Dl, FIRST GEAR

When the selectorlever is movedfrom N to Dl, the manual valveopensthreepassagesto controlpressure. From left to right, the first passage directs control pressure tosupply the 2-3 valve and reverse

shuttle valve. The second passageadmits control pressureto apply thefront clutch and supply the governor and transition valve. The frontclutch circuit also directs controlpressureto the throttle and compensatorvalves. Control pressureisnow regulated by road speed andthe rate the car is accelerated.Thethird passagedirects control pressure to flow through the 1-2 shiftvalve and inhibitor valve and closethe transition valve.

With the front clutch applied,theprimary sun gear tries to drive thepinion carrier in a counterclockwisedirection. Counterclockwiserotationat the pinion carrier is preventedbythe one-wayclutch. With the frontclutch applied and the pinion carrier held, the transmission is infirst gear.

HYDRAULIC CONTROLSYSTEM - Dl, SECOND GEAR

The 1-2 shift occurswhen governor pressureforce on the 1-2 shiftvalve overcomes throttle pressureandspringforces.The 1-2 shift valvemoves inward, exhaustingthe fluidwhich holds the transition valveclosed. The transition valve opensandadmits control pressureto applythefront band.

The front clutch remainson, andthe front band applies to put thetransmissionin secondgear.

HYDRAULIC CONTROLSYSTEM - Dl, THIRD GEAR

The 2-3 shift occurs when governor pressureforce overcomesspringand throttle pressureforce at the2-3 shift valve. When the shift valveopens,control pressureflows throughit to apply the rear clutch and release the front band. With bothclutchesapplied, the transmissionisin third gear. Control pressureisdirected to the reverseshuttle valveto position the valve to preventthereverseservo from beingapplied.

HYDRAULIC CONTROLSYSTEM - D2, SECOND GEAR

When the manual valve is at theD2 selector lever position, controlpressureto the 1-2 shift valve iscut off. This condition permits control pressureto flow through thetransition valve to apply the frontband.

With thefront clutchandthe frontbandapplied, the transmissionoper

ates in second gear. Control pressure is directed to the reverseshuttle valve to position the valve,preventing the reverse servo frombeing applied.

HYDRAULIC CONTROLSYSTEM - D2, THIRD GEAR

D2 range third gear operationisthe same as Dl range, third gearexceptthat the closedthrottle downshift is from third to secondin D2insteadof from third to first as inDl.

HYDRAULIC CONTROLSYSTEM - Dl AND D2 RANGES,3-2 KICKDOWN

When the acceleratorpedal is depressedthroughthe detent,thedownshift valve opensa passagethat admits control pressure behind thethrottle reducing valve to opposegovernor pressure. If the transmission is in high and road speed isbelow the 3-2 inhibitor point, the2-3 shift valve will be forced closedagainstgovernor pressure.Whenthe2-3 shift valve closes, control pressure which has been applying therear clutch and releasing the frontband is exhausted.The apply pressure that was in the front servo inthird gear is now free to apply thefront band. As soon as the frontband applies, the transmissionis insecondgear.

HYDRAULIC CONTROLSYSTEM - L, FIRST GEAR

In L range, first gear, control pressureis directedby the manualvalveto apply the front clutch and. rearband. The front clutch is appliedwith the samecircuits as in Dl andD2. To apply the rear band, thefront clutch apply pressurepositionsthe reverse shuttle valve to allowcontrol pressureto passthroughthevalleyof the reverseshuttle valve.

When thetransmissionis operatingin high gearand the selectorlever ismoved to L, the control pressureused in Dl and D2 at the bottomof the reverse shuttle valve is exhausted at the manual valve. Thefront clutch apply circuit acting onthe end of the reverseshuttle valvemoves the valve against the springopening the circuit to apply therear band. The operationof the inhibitor valve controls the pressurein the circuit to app’y the rear band.

When the manual valve is in the

100

PART 7-2-TURBO-DRIVE AUTOMATIC TRANSMISSION 7-21

L position, control pressure is directedto the 1-2 and 2-3 shift valvesto hydraulically lock these valves inposition. The governor pressurecannot move the shift valvesagainst thecontrol pressure,thereforeautomatic shifts from low gear are eliminated Fig. 7.

HYDRAULIC CONTROLSYSTEM - R, REVERSE GEAR

When the manual valve is shiftedinto the reverse position, controlpressureis directedfrom the manualvalve to apply the rear clutch andrear band. The rearclutch circuit isdirectedthrough the uppervalley ofthe 2-3 shift valve to apply the rear

clutch. The same circuit is directedto the reverse shuttle valve. Thispositions the valve to open the circuit to apply the rear servo andrearband Fig. 7.

PRESSURE REGULATOR

To insureadequatecooling, transmission fluid which is returnedfromthe converterfirst passesthrough theoil cooler. From there, it is directedto the lower end and valley of theconverter pressure regulator valve.When theconverterfill andconverterreturn pressurebuild-up is highenough,the converterpressureregulator valve will moveto allow coolerfluid to passthroughthe lower valley

of the valve into the lubrication circuit Fig. 8.

A regulating check valve in theregulator body will limit lube pressure to 15 psi nominal. If pressureexceeds15 psi, the check’valveball will unseatand excessfluid willbe returnedto the front pump intakeport. The check valve will insureanadequateflow of fluid through theconverter and cooler once the demand for lube oil flow has beensatisfied.

If, at high enginerpm, pump output exceedsthe demandfor converter fill, the converter pressureregulator valve will be movedfurther toby-pass excess front pump outputbackto the front pump inlet port.

CONVERTER PRESSUREREGULATOR VALVE

iRETURN

LUBE TO SUMPCIRCUI1 /

"_* z

OIL JOLER

CHECK BALL -- ii./ jr:’../..’iJJ

CONVERTERRETURN LINE

/0 --

COVER

LOCK RING-+-’

BALL SEAT-ø-

FRONT PUMPCHECK VALVEAND SPRING

SEPARATOR PLATE

/

LUBRICATIONCIRCUIT

CHECK VALVE

CONTROL PRESSURE CONTROL PRESSURE

REGULATOR SPRIN4G VALVE STOP REGULATOR VALVE

RETAPER

4 ‘N ********

CONVERTER PRESSURE RETAINER CONVERTER PRESSURE

REGULATOR SPRING REGULATOR VALVE

FIG. 8-Pressure Regulator

0 IN-CAR ADJUSTMENTS AND REPAIRSLINKAGE ADJUSTMENTS

Linkageadjustmentsmustbe madein the following sequence:

1. Adjust theengineidle speed.2. Adjust the accelerator pedal

height.3. Adjust the downshift rod.4. Adjust the manual linkage.

ENGINE IDLE SPEED CHECKIf the car has air conditioning,

turn the system off before adjusting the engine idle speed.

1. Apply the parking brake andplace the selectorlever in N.

2. Run the engine at idle speeduntil it reaches normal operating

temperature.3. Connecta tachometerandplace

the selectorlever in D2 or Dl.4. With the carburetor fast idle

cam tripped, the engine idle speedshould be within specifications indrive range. Refer to CarburetorIdle Speed and Anti-Stall Dashpot

101

Dl 325-A

GROUP 7-AUTOMATIC TRANSMISSION

Adjustmentsin Group 10 for detailsregarding the location and adjustment procedure.

ACCELERATOR PEDALHEIGHT CHECK

1. The pedal height adjustmentmust be made only at the accelerator connectinglink Fig. 9.

2. With the engine turned off,measurethe distancefrom the topof the acceleratorpedal to thecarpet.This measurementshould be approximately 3¾ inches. This is anominal measurementonly. Further adjustment may be requiredafter road test if the kickdownoperation is not functioning properly.

3. Depress the accelerator pedaland check for detent feel and kick-down action of the bellcrank. Adjust the accelerator pedal height, asrequired, to achieve proper operation of the downshift rod. Checkthe kickdown operation when thecar is road tested.

DOWNSHIFT ROD1. Loosen the lock nut on the

downshift rod. Disconnect the rodfrom the balistud on the belicrankassemblyby sliding the springclip offthe end of the rod. Make sure themovable outer bracket on the bell-

crank is up against the stop pin onthe inner mounting bracket on thebellcrank assembly Fig. 9.

2. Pull upwardandhold thedownshift rod againstthe transmisioninternal stop. Adjust the length of therod until the hole in the rod isalignedwith the balistudon the bell-crank assembly.

3. Lengthenthe downshift rod oneturn andposition it on the balistud.

BOTTOM VIEW OF SWITCH

Slide the spring clip over the endofthe rod to lock the rod to the ball-stud. Tighten the lock nut securely.Besurethe belicrank outer bracketremainsagainst the stop pin. If it isnot against the pin, lengthen thedownshift rod oneadditional turn.

If the downshift rod is adjustedtoo long, the transmission will notupshift because the downshiftvalve is openedto line pressure.

7-22

ACCELERATOR

102

33/4"

DOWNSHIFTBRACKET CONTROL

LINK

ROD

DOWNSHIFT ROD

MANUAL

FIG. 9-Typical Linkage Adjustments

D13 18-A

VACUUM HOSE

TOP VIEW OF SWITCH

FIG. lO-Starter Neutral Switch Location


MANUAL LINKAGE

1. If the car has a movablesteering column, position the column inthe uppermost position. With theengineturned off, place the selectorlever against the stop in the Dlposition. Raisethe car. Removethelinkage splashshield.

2. Disconnect the adjustablelinkfrom the transmissionmanual shiftlever on the transmissionFig. 9.

3. Be sure that the transmissionshift lever is fully engagedin theseconddetentfrom the bottom Dl.The bottom detent is low L.

4. Loosen the lock nut on theadjustablelink Fig. 9. Pull downward on the link to hold the selector lever against the stop. Lengthenor shorten the link by rotating thelower enduntil the hole in the linkaligns with the stud on the trans

mission manual lever. Lengthenthelink one-half additional turn andconnectit to the transmissionshiftlever.

5. Checktheselectorleverthroughall positions to assure correct linkage adjustment.

Do not make compensating adjustments in the manual controllinkage to overcomemisalignmentof the selector lever indicator orthe starter neutral switch. Adjustment or necessarycorrectionsmustbe made to thesecomponentswithout disturbing the correct manuallinkage adjustment.

STARTER NEUTRAL SWITCHADJUSTMENT

1. With the manual linkageproperly adjusted, check the starterengagementcircuit in all transmission

selectorlever positions. The circuitmust be open in all drive positionsand closed only in park and neutral. The startershould engageonlyin park andneutral.

2. To adjustthe switch, loosen theretainingscrewsthat locatetheswitchon the steeringcolumn Fig. 10.

3. Place the transmission selectorlever firmly against the stop of theneutraldetentposition.

4. Rotatetheswitchactuatingleveruntil the gauge pin no. 43 drillcan be inserted into the gauge pinholes Fig. 10.

5. Tighten the 2 switch retainingscrewsandremovethe gaugepin.

6. Check the operation of theswitch in each selector lever position. The starter should engageinonly the neutral and park detentpositions. Whenever the manual

COOLED OIL RETURNFROM OIL COOLERTO PRESSUREREGULATOR

01328-A

103

BELL HOUSING

CASE

EXTERNALFRONT BANDADJUSTMENT

PLUG FOR VACUUM UNITLINE PRESSURECHECK

TWO KEYWAY SLOTS

CONVERTER RETURNPRESSURE TO OILCOOLER

EXTERNALREAR BANDADJUSTMENT

N CASE

FRONT SERVOIN CASE

FIG. il-External Transmission Components


linkage is adjusted, the starterneutral switch should be checkedand, if necessary,adjusted.

FRONT BAND ADJUSTMENT

The front band is adjusted ex.ternally. The adjusting screw isthreadedthrough the left front sideof the transmissioncase Fig. 11.Tools 7345 and 7345-L are requiredto adjust the front bandFig. 12.

1. Raise the car. Remove thetransmissionlinkage splashshield.

2. Removeall dirt from theadjusting screw threads, then oil the

threads.Loosen the adjusting screwlock nut.

3. Tightenthe adjustingscrewwithtool 7345 until the tool handle"breaks"over center. If the adjusting screw is tighter than wrenchcapacity 10 ft-lbs torque, loosentheadjusting screw and re-tightenthe screw.

4. Back the adjustingscrewoff exactly 3 turns.

Severedamagemay result if theadjusting screw is not backed offexactly 3 complete turns.

5. Hold the adjusting screw stationary and tighten the lock nut to35-40ft-lbs.

REAR BAND ADJUSTMENT1. Fold back the floor mat to ex

pose the right side of the floor pan.2. Remove the accesshole cover

from the floor pan. Remove all dirtfrom the adjusting screw threads,then oil the threadsFig. 13.

3. Loosen the rear band adjustingscrew lock nut with tool 7195-C, asshownin Fig. 13. Using the T-handleon the tool, tighten the adjustingscrew until the wrench over-runs.Ifthe screw is found to be tighterthan wrench capacity 10 ft-lbs

FIG. 14-Governor InExtension Housing

torque, loosen the screw and retighten until the wrench overruns.

4. Back off the adjusting screw1½ turns. Severedamage may result if the adjusting screw is notbacked off exactly 1½ turns.

5. Hold the adjusting screw stationary, and tighten the adjustingscrew lock nut to approximately35-40 ft-lbs.

GOVERNOR REPLACEMENT

1. Raisethe car so that the transmission extension housing is accessible.

2. Remove the inspection coverfrom the governor assemblyhole inthe extension housing.

3. Rotate the drive shaft until thegovernor is in line with the inspection hole in theextensionhousjng.

4. Removethe two governor valvebody retaining bolts and governorfrom thecounterweightFig. 14.

Do not drop any parts into theextension housing.

5. If the removed governor can becleaned,makesureall partsarethoroughly clean andlubricatedand thegovernorvalve moves freely withinthe valvebody beforethevalve bodyis assembledto the counterweight.

6. Lubricate the new governorvalve parts with clean transmissionfluid. The valve must movefreely inthe valve body bore.

7. Install the governor valve assembly to the counterweightso thatthe valve body cover is facedtowardthe rear of the car. Torque the twoattachingbolts to specifications.

104

FIG. l2-Front Band Adjustment

FIG. l3-Rear Band Adjustment

7-25105

FRONT SERVO

FRONT SERVO

N

PART 7-2 -TURBO-DRIVE AUTOMATIC TRANSMISSION

REAR SERVO

FIG. 15-Hydraulic Pressure Tubes

VALVE BODY

01330-A

OIL PAN AND/OR CONTROLVALVE BODY REPLACEMENT

1. Raisethe car so that the transmission oil panis accessible.Removethe reinforcement plate under thetransmissionoil pan.

By loosening the oil pan bolts,drain the fluid from the transmission. If the same fluid is to be usedagain in the transmission, filter thefluid through a 100-meshscreenasit drains from the transmission.

Re-use the fluid only if it isgood condition.

2. Removethe oil pan, gasket,andoil filter type screen. During thefollowing operations, care must betakento avoid bending or damaging the oil tubes Fig. 15.

3. Removethe front servo applyand releasetube.

4. Removethe main pressuretube

from the pressureregulator to themain control valve.

in 5. Remove the compensatortubefrom the valve body to pressureregulator.

6. Removethe rear pump to valvebody pressuretube.

7. Remove the rear servo applyand releasetube.

8. Remove the three short tubeswhich direct front clutch, rearclutch, and governor pressurebetween the valve body and the transmission case.

9. Removethe throttle valve vac

FRONT SERVO RELEASE

MAIN PRESSURE TUBE FROMPRESSURE REGULATORTO VALVE BODY

LUBRICATION

NGOVERNORRETURN TOVALVE BODY


j7OOO.AG/

D1320-A

FIG. li-ExtensionHousing Seal & Bushing Removal

uum diaphragmassemblyandthrottlecontrol valve rod.

10. Remove the main controlvalve assemblyattachingbolts; then,remove the assemblyby lifting itfrom the mountingpad on the case.Hold the manual valve in place asthe assemblyis removed.

11. To install the control valvebody, reversetheaboveremovalprocedure, torquing the retaining boltsto specifications.Make surethe vacuum unit andcontrol rod are properly assembledbefore the oil panis assembledFig. 16.

PRESSURE REGULATORREPLACEMENT

With the lubricating tube andthesamedetail partsremovedasoutlinedunderControl Valve Body Removal,except for the control valve body

andvacuum unit Fig. 15, use thefollowing procedureto removeandreplace the pressureregulator.

1. Remove the pressure regulatorspring retainer,springs and spacers.

2. Remove the pressureregulatorassemblyattachingbolts, and then,removethe assembly.

3. To assemblethepressureregulator assembly,reversethe above procedures and torque the retainingbolts to specifications.

PARKING PAWL REPLACEMENT

1. Loosen the lock nut on the rearband adjustment stud. Tighten thestud with tool 7195-C Fig. 13until the tool handleoverruns. Donot back off the adjusting screw.This will hold the planet carrier,front and rear clutch assembliesin

place during the parking paw! replacement procedure.

2. Raise the car on the hoist andsupportthefront of the transmissionwith an adjustable jack stand anddrain thetransmissionfluid from theoil pan.

3. Mark the drive shaft with thelocation of the axle companionflange.Removethe two U-bolts holding the drive shaft to the companionflange; then, removethe drive shaft.

4. Removethe reinforcement plateunder the transmission oil pan. Removethe oil pan and oil filter typescreen. Remove the parking brakeequalizer bar retracting spring anddisconnectthe parking brakecableand equalizerassembly.

5. Remove the three short tubesfrom the main control valve thatdirect rear clutch, front clutch, andgovernor return pressure to the case.

6. Remove the crossmember atthe extension housing and removethe extension housing.

7. With a soft hammer tap thedistributor and rear pump to movethe distributor back until the rearclutch, front clutch, and governorreturn tubes are removed from thecase.

8. Remove the output shaft andrear pump as an assembly.

9. Remove the end of the togglereturn spring from the toggle lever

FIG. 18-ExtensionHousing Seal & Rushing Installation

7-26 106

TooI-.1175- BE

FIG. l6-Vacuum Unit Removal or Installation

OIL SEAL Tool -7657-J

Dl 32 1-A

107 PART 7-2-TURBO-DRIVE AUTOMATIC TRANSMISSION 7-27

pin, and removethe 0.328 diameter EXTENSION HOUSING OIL SEAL oil sealusingtool 1 175-AE Fig. 17.washerandpin.

10. Removethe parking pawl sup-port pin with a magnet.

ii. Removetheparkingpawl parts.12. To assemblethe new parking

pawl, reversethe above procedureusing new gaskets. Reset the rearband and fill the transmissionwith

AND BUSHING REPLACEMENT

1. Raise the car and mark thedrive shaft for proper replacement.Removethe drive shaft andpositiontheparkingbrakeequalizerandcablesto obtain free accessto the transmis-sion extensionhousing.

After removingtheoil seal, thebush-ing can be removedwith too! 7000-AG Fig. 17.

3. Install a new bushingusing tool7657-J with the adapterring detailof the tool. Install a new oil sealusing tool 7657-Jwithout the adap

fluid. 2. Remove the extension housing ter ring Fig. 18.

U REMOVAL AND INSTALLATION

When removing the transmission,it is necessaryto remove the complete transmission and converterhousing assemblyas one unit. Thetransmissiongearbox andconverterhousing Cannot be separatedwhilein the car. One additional converterhousing to transmissioncasebolt islocatedbehind the converterassembly where it is not accessibleuntilafter the converter has been removed Fig. 19.

REMOVAL1. Raise the hood. Remove the

converterhousing to engine upperbolts and remove the power boxcover. Connecta starterremotecontrol leadto the batteryterminal. Attach the other remote control leadto the small terminal which has ared andblue wire at the power box.Place the transmission in neutral,N.

2. Raisethe car and remove thereinforcementplate from under thetransmissionoil pan. Drain the fluidfrcm the transmissionby looseningthe oil pan bolts. Removethe converter accesscover from the frontof the converterhousing; then, removethe transmissionlinkage splashshield. Disconnectthe oil filler tube.

3. Disconnect the drive shaft atthe differential pinion shaft flange.Remove the drive shaft. Mark therear universal joint and the pinion flange before removing thedrive shaft so that it can be installed in the same position.

4. Remove the parking brakeequalizerbar retracting spring. Disconnect the parking brake cablesand equalizerassembly.

5.-Disconnect the downshift rodandthe necessarymanualshift linkage partsat the transmissionlevers.

6. Disconnect the vacuum linehose at the vacuum diaphragm.Disconnectthe speedometercable at thetransmission.

FIG. 19-Internal Bolt-Retaining Converter Housing to Case

7. Remove the engine stabilizerbar installation from the converterhousing.

8. Remove the converter to flywheel retaining nuts. As the converter is rotated, remove the converter drain plugs and drain thefluid from the converter. Use thestarter remote control to turn theflywheel.

9. Turnthe rightmotor.

the front wheels fully toand remove the starter

D1332-A FIG. 2l-PositioningTransmission on Jack

10. Disconnectthe oil cooler linesat the transmissionandradiator andremovethe tubesFig. 20.

11. Positionthe transmissionjack7000EHJ with Adapter Kit 7000-EG and Bracket Kit 7000-LC under the transmission and raise thetransmissionslightly Fig. 21.

12. Remove the rear supportcrossmemberto transmission extension housing nuts. Remove thecrossmemberbracket to underbodybolts and remove the crossmemberandbrackets.

D1322-A

7000 EG7000 EHJ 7000 IC

Dl 333-A

FIG. 2O-oi Coolant Line Routing


13. Detach the vacuumline at theconverter housing.

14. Remove the manual linkageequalizerassemblymountedbetweenthe transmissionandthe underbody.

15. Remove the remaining converter housing to engine retainingbolts.

16. Move the transmission andconverterassemblyto the rear andremoveit from under the car.

INSTALLATION

1. With the transmission on thejack Fig. 21, raise the transmission andconverterassemblyinto position. Align the converterwith theflywheel and the converterhousingwith the enginedowel pins.

2. Install the converterhousing toengine lower bolts and tighten thebolts snugly. Attach the vacuum linesupport to the converterhousing.

3. Install themanuallinkageequal-

izer assemblybetweenthe transmission and the underbody, and then,the enginestabilizer bar to the converter housing.

4. Connectthe vacuum line to thevacuum diaphragm.

5. Install the speedometer cableanddrive gear in the extensionhousing.

6. Install the crossmemberandbody brackets. Torque the cross-memberto underbodybolts andthebody bracketbolts.

7. Lower the transmission.Installthe crossmemberto rear supportretaining nuts. Torque the nuts tospecifications.

8. Install the drive shaft in theposition previously marked. Torquethe rear universal joint U-bolts tospecifications.

9. Install the parkingbrakeequalizer and cable assembly.Install theparking brake equalizer retractingspring.

10. Connect the downshift rodandthe manual shift linkage at thetransmission.Adjust themanualshiftlinkage.

11. Position the startermotor sealand install the starter motor. Connect the starter motor cable.

12. Install the converter housingto the engine. Torque all converterhousing retaining bolts to specifications.

13. Connect the oil cooler linesand install the underbodyreinforcement plate. Torque the plate boltsto specifications.

14. Install the converter to flywheel retaining nuts and washers.Torque the nuts to specifications.

15. Install the transmission linkagesplash shield.

16. Lower the car. Install theconverterhousing to engineupperboltsandtorquethe bolts to specifications.Fill the transmission.Check the adjustment of the downshift linkage.

MAJOR REPAIR OPERATIONS

DISASSEMBLY

The following procedure coversthe bench disassemblyand assemblyof the transmission,after the unithas been removedfrom the car.

CONVERTER ANDCONVERTER HOUSING

1. Hold the converter assemblywith both handsand pull the converter directly forward. To preventdamageto the front pump seal, donot rock the converterassemblyfromside to side.

2. Remove the one bolt whichholds the converterhousing to thetransmission case from inside theconverterhousing Fig. 19.

REARVIEW

FIG. 22-ConverterHousing Vent Baffle

NUT-%-16 2 REOD

BOLT- ¼-b x 4

4JT± /TRANSMISSIONASSEMBLY

WASHEP 3/TRANSMISSION HOLDING F

8

STAND-7000-CJDl 335-A

FIG. 23-Adapting HoldingFixture for Transmission

3. Remove the five bolts whichhold the converter housing to thetransmissioncase.Remove the converter housingvent baffle Fig. 22.Remove the converterhousing andgasket.

TRANSMISSIONSUB-ASSEMBLIES

1. Place the transmissionin Holding Fixture 7000-CJ,using two /s-16x 4 inch bolts and %-16 nuts to secure it to the holding fixture Fig.

2. Removethe oil pan, gasket,andoil filter type screen. During thefollowing operations, care must be

taken to avoid bending or damaging the oil tubes Fig. 15.

3. Remove the front servo applyandreleasetube.

4. Removethe main pressuretubefrom the pressureregulator to themain control valve Fig. 15.

5. Remove the compensatortubefrom the valve body to the pressureregulator.

6. Removethe rearpump to valvebody pressuretube.

7. Remove the rear servo applyandreleasetube.

8. Remove the three short tubeswhich directfront clutch,rearchitch,and governor pressurebetweent1evalve body and transmissioncase.

9. Removethe lubricating tube.

7-28 108

TRANSMISSION CASE SIDEVIEW

ASSEMBLY COT5[THOUSING

HOUSING VENT BAFFLE

D1334-A 23.

FIG. 24-CheckingTransmission End Play

PART 7-2--TURBO-DRIVE AUTOMATIC TRANSMISSION

FIG. 27-Gear TrainPositioned In Holding Fixture

18. Removethe distributor sleeveretaining snap ring.

19. Remove the distributor sleeveand tubesfrom the output shaft bytapping with a soft-faced hammeroii the sleeve.Do not bend or distort the tubes. Remove the four oilseal rings and spacerwasher fromthe output shaft.

20. Remove the governor snapring and removethe governor fromthe output shaft. Remove the governor drive ball.

21. Removethe rear pump fromthe case, and remove the extensionhousing PU1P gaskets. Remove therear pump discharge port "0" ringfrom the case.

22. Remove the output shaftneedle bearing type rear thrustwasherfrom the rearpump. Removethe bearingrace Fig. 25.

23. Hold the planetassemblyfor‘ ,ird and remove the output shaft.

24. Removethe output shaft frontthrust washer.

25. Removethe two oil seal rings1mm the front clutch sun gearshaft.

6. Using a brass drift, tap therear band actuating lever shaft outthiough the rear of the case.

Dl 338-A 27. Removethe rear band actuat

inc lever, strut, andrearbandanchorstrut. Remove the center supportbts.

28. Expand the rear band withsnap ring pliers and use the actuating lever strut as a spacerto holdthe rearband in the spreadposition.Slide the clutch assemblies,centersupportandplanetcarrier out of’ therear of the caseFig. 26.

29. Place the clutch assemblies,centersupport, and planetcarrier inthe Holding Fixture tool No.77530-A Fig. 27.

30. Remove and separate theclutch assemblies.Separatethe planetcarrierfrom the centersupport Fig.28. Place the rear clutch and primary sun gear into Holding Fixture77530-A.

31. Remove the bronze and steelthrust washersfrom the clutch assembly.

32. Removethe oil sealrings fromthe primary sun gear shaft, and remove the rear clutch from the sungear shaft Fig. 29. Remove therear clutch seal rings from the sun

D1339A gear shaft and the thrust washerbetween the rear clutch and primarysun gear.

33. With a screwdriver, removethe front clutch snap ring whichholds the turbine shaft to the frontclutch hub. Remove the turbineshaft. Removethe front clutch platesand internal hub. With an arborpress and tool 77565 remove theBelleville spring and snap ring Fig.30 and with an air hose and toolNo. 7000DE, removethe piston.

34. Remove the rear clutch pressure plate snap ring and rear clutchplates. With an arborpressandtool77515-A, compressthe rear clutchspring, remove the snap ring springretainer and releasethe spring Fig.

31. With an air hose and tool No.7000DE, removethe piston.

35. When assemblingthe clutch-

8P A- -

I

U,REARCLUTCH - PRIMARY

TooI-77530-A SUN GEAR

A01341-A

FIG. 29-Removing RearClutch From Primary Sun Gear Shaft

109 7-29

01337-A

FRONT CLUTCH

REAR CLUTCH

CENTERSUPPORT

PLANET CARRIER

Too--77530-A

FIG. 25-Output ShaftThrust Washer & Race

10. Remove the throttle valvevacuum diaphragm assembly andthrottle control valve rod.

11. Removethe main control valveassembly attaching bolts; then, remove the assemblyby lifting it fromthe mountingpadon the case.Holdthe manual valve in place as theassembly is removed.

12. Removethe pressureregulatorspring retainer andsprings.

13. Removethe pressureregulatorassembly attaching bolts, and then,remove the assembly.

14. Loosen the front and rearbandadjustingstuds several turns.

15. Check transmission end play.The specified limits are 0.010 to0.029 inch. Use Dial Indicator4201-C and Dial Indicator SupportFixture 77067 Fig. 24.

16. Remoyc the front pump attaching bolts and remove the pumpfrom the case. Remove the frontpump to transmissioncasegasket.

17. To removethe extensionhousing seal and bushing, if necessary,refer to In-Car Adjustments and Repairs. Removethe extensionhousingbolts and pull the housing awayfrom the transmissioncase and offthe output shaft.

FIG. 26-RemovingTransmission Gear Train

7-30 GROUP 7-AUTOMATIC TRANSMISSION 110

FRONT CLUTCH

BRONZE AND

FRONT CLUTCH HUB

SNAP RING

CLUTCH PLATES

INPUT SHAFT

PRESSURE PLATE

FIBRE THRUST WASHER

DRUMAND PISTON

THRUST BRONZE ANDWASHER

REAR CLUTCH

- RELEASE SPRING

BRONZE THRUST WASHER

CLUTCH PLATES

REAR

STEEL

REAR CLUTCH DRUM

PISTON

WASHER

PLATE

THRUSTPRIMARY SUN GEAR SHAFT BEARING

RACE

SEAL

SEAL

SNAP RING

1THRUST WASHER

BEARING CENTER SUPPORT

ONE-WAY CLUTCH

SELECTIVE FIT BRONZE THRUST WASHER

PLANETARY AND OUTPUT SHAFT

D-1 340A

FIG. 28-Clutch and Gear Train-Explode

111

FIG. 30-RemovingBelleville Spring Snap Ring

es and gear train, reverse theabove procedure.

36. Removethe rearbandthroughthe bottom of the case.

37. Removethefront band,anchorstrut and actuatinglever strut fromthe case.

38. To removethe rear servo assembly,hold andcompressthespringretainerwith a large"C’S clampor avalve spring compressingtool No.7513-EE as the snap ring is removed Fig. 32. After the snapring has been removed, releasethepressure slowly on the spring re

PART 7-2-TURBO-DRIVE AUTOMATIC TRANSMISSION

tamer holding the tool so that thecompressedreturn spring does notreleasetoo quickly.

39. Removethe rear servo springretainer,spring,and piston from thecase. Remove the accumulatorpiston, check valve, spring and 0-ringFig. 33.

40. Remove the front servo coverwith a screwdriver.

41. Apply thumb pressure on thefront servo piston and remove thefront servo piston retainersnap ringandpiston assemblyFig. 34.

FIG. 3l-Removing SpringRetainer Snap Ring From RearClutch

7-31

FIG. 32-Removing RearServo Snap Ring

42. Remove the front servo pistonassembly and return spring. Disassemblethe pistons and 0-ringsFig. 35.

43. Drive out thefront band actuating levershaft accesshole plug onthe front face of the casenear thefront pump.

44. Remove the front servo actuating lever retainer clip Fig. 36.Remove the actuating lever shaftthrough the hole in the front faceofthe case. Remove the front servoactuatinglever.

PISTON SEAL

ACCUMULATORRETAINER PISTON

PISTON

p

..

- ¶. ki ‘ /1

CHECK ALVE CHECK

SNAP RING RETURN SPRINGVALVE SPRING REAR SERVO APPLY

AND RELEASE HOLE

Dl 345.A

FIG. 33-Rear Servo Assembly

- GROUP 7-AUTOMATIC TRANSMISSION

SNAP RING

FIG. 34-Removing FrontServo Snap Ring

PARTS REPAIRAND REPLACEMENT

During the repair of the sub-assemblies,certain general instructions which apply to all units of thetransmissionmust be followed. Theseinstructions are given here to avoidunnecessaryrepetition. -

Handleall transmissionpartscarefully to avoid nicking or burring thebearingor mating surfaces.

Lubricate all internal partsof thetransmissionwith transmissionfluidbefore assembly. Do not use anyother lubricants.

Gaskets and thrust washersmay

be coated with petroleum jelly tofacilitate assembly. Always installnew gasketswhen assemblingpartsof the transmission.

Tightenall bolts andscrewsto therecommendedtorque. Refer to Part7-1 for cleaning andinspectionprocedures.

FRONT PUMP

1. Remove the stator support attachingscrewsandremovethe statorsupport. Mark the top surfaceof thepump driven gearwith Prussianblueto assurecorrect assembly.Do notscratch the pump gears.

BUSHING DRIVEN GEAR DRIVE GEAR

i:. ?‘ 4STATORSUPPORT -

PUMP IBODY BUSHING D1047.A

FIG. 31-Front PumpDisassembled

2. Remove the drive and drivengearsfrom the pump body.

3. Refer to Fig. 37 for a disassembled view of the front pump. Inspectthe pump body housing, drive gearbushing,gear pockets, and crescentfor scores.

4. Inspect the mating surfacesofthe pump body andcover for burrs.

5. Inspect the drive and drivengear bearingsurfacefor scores,andcheck the gear teeth for burrs. Inspect the stator support splines forburrs andwear.

6. Checkthefluid passagesfor obstructions.

7. If any parts other than thestatorsupport are found defective,replace the pump as a unit. Minorburrs and scores may be removedwith crocuscloth. The statorsupportis servicedseparately.

01347-A

7-32 112

FIG. 36-Removing FrontServo Actuating Lever Retainer Clip

APPLY HOLE

RELEASE

METAL PISTON

HOLE

RUBBERSEAL

COVER

DRAIN HOLE

RETRACTING SPRING

RING

COVER SEAL

FIG, 35-Front Servo Assembly

PART 7-2 - TURBO-DRIVE AUTOMATIC TRANSMISSION

Jeo!-1 175-AB TooI-T50r-J00-A

/_______" L,;

FIG. 38-Removing FrontPump Seal

Dl 203-B

8. Bolt the front pump to thetransmissioncasewith capscrews.

9. Install the oil sealremoverwithtool 1175AEshownin Fig. 38. ThenpulJ the front seal from the pumpbody. The front seal is ½-inchthick.

10. Cleanthe pump body counter-bore. Then inspect the bore forrough spots.Smoothup the counter-bore with crocus cloth.

11. Remove the pump body fromthe transmissioncase.

12. Coat the outer diameter of anew seal. with FoMoCo SealingCompound, or its equivalent. Thenposition the seal in the pump body.Drive the seal into the pump bodywith the tool shown in Fig. 39 untilthe seal is firmly seatedin the body.

13. Place the pump driven gear inthe pump body with the mark on thegear facing upward. install the drivegear in the pump body.

14. Install the stator support, attaching screws, and lock washers.Check the pump for free movementof the gears.

REAR PUMP1. Remove the screws and lock

washerswhich securethe pump cover

FRONTBODY

FIG. 39-lnstalling Front

to the pump body, and removethecover. Mark thetop face of the pumpdrive and driven gearwith Prussianblue to assurecorrectinstallation ofthe gearsat assemblyFig. 40. Donot scratch or punch marks on thepump gears.

2. Remove the drive and drivencars from the pump body.

3. Inspect the gear pockets andPie crescentof the pump body for¼ores or pitting.

4. Inspect the inner bushing andthe drive and driven gear bearingsurfaces for scores.

5. Check all fluid passagesfor ohsirLictions, and checkhe mating surtices and gasket surfaces of thepump body and cover for burrs.

6. Inspect the pump cover bearU1L’ surface for scores.Minor burrsor scores may be removed withc ucus cloth.

7. If any pump parts, other thanthe pump cover, are defective, replace the pump as a unit. The pumpcover can he replaced separately.

S. Place the pump driven gear inthe pump body with the markplaced on the gear at disassemblyf;tcing upward.

9. Install the drive gear in thepump body with the mark facingupward. Install the pump cover, attaching screws, and lock washers.I &rque the screws to specification.

10. Check the pump for freemovementof the gear.

PRESSURE REGULATOR

1. Remove the valves from thereetilator body.

. Remove the regulator bodyco’ er attachingscrews, and removethL cover.

3. Remove the separator plate.Then remove the front pump check

valve and spring from the regulatorcover Fig. 8.

4. Wash all parts thoroughly inclean solvent and blow dry withmoisture-free compressedair.

5. Inspectthe regulator body’ andcover mating surfaces for burrs.

6. Check all fluid passagesforobstructions.

7. Inspect the control pressureand converter pressurevalves andbores for burrs and scores.Removeall burrs carefully with crocuscloth.

8. Check the free movement ofthe valves in their bores. Eachvalveshould fall freely into its bore whenboth the valve and bore are dry.

9. Inspect the valve springs fordistortion. Remove the lubricatingcheck ball lock ring, ball seat, ballandspring. After checkingor repairing parts, assemblethe parts in thereverseorder of removal.

10. Positionthecheckvalve springandvalve in the regulatorcover.

11. Positionthe separatorplate onthe regulatorcover.

12. Position the regulator coverand separatorplate on the regulatorbody, and install the attachingscrews.Torquethe screwsto specification.

13. Insert the valves in the pressure regulator body.

CONTROL VALVE BODY

During the disassemblyof thecontrol valve assembly,avoid damagetovalve parts andkeep the valve partsclean. Place the valve assemblyon aclean shop towel while performingthe disassembly operation. Do notseparatethe upper and lower valvebodies and cover until after thevalves have been removed.

Disassembly

1. Removethe manualvalve Fig.41

2. Removethe throttle valve bodyand the separatorplate. Removethethrottle valve.

3. Remove one screw attachingthe separatorplateto thelower valvebody. Removethe upper body frontplate. The plate is spring-loaded.Apply pressure to the plate whileremoving the attaching screws.

4. Removethe compensatorsleeveand plug, andremovethe compensator valve springs. Removethe compensatorvalve.

5. Removethe throttle boostvalve

113 7-33

FIG. 40-Rear Pump

Pump Seal and spring.

GROUP 7-AUTOMATIC TRANSMISSION 114

ttt

FRONT SERVORELEASE CHECKBALL AND SPRING

C°

INHIBITOR VALVEAND SPRING

LOWERBODY

LOWER BODYSIDE PLATE

1-2 SHIFT VALVEAND SPRING

SPRING

3-2 KICK DOWN CONTROL / l_VALVE AND SPRING BALL RETAINER

TRANSITION VALVE ft

2-3 SHIFT VALVE ,q,.r4:i:s.:i.:t4PII,*____

REVERSESHUTTLEVALVEAND SPRING

2-3 SHIFTDELAY VALVE

3-2CONTROL VALVE SEPARATOR

PLATE

I 3-2 COASTING CONTROLVALVE SPRING AND RETAINER

INNER SPRING

THROTTLE REDUCiNGVALVEAND SPRING

________

LOWER BODYEND PLATE

-G

D1350-A

7-34

7

MANUAL VALVE

UPPERBODYPLATE

SLEEVEVALVEFRONT

COMPENSATORVALVE UPPER VALVE BODY

AND REAR PLATE

=

THROTTLEBOOST VALVE

SPRINGCOMPENSATORCUT-BACK PLUG

VALVE

FIG. 4l-Main Control Valve Body-Exploded View


6. Remove the downshift valveand spring.

7. Remove the upper valve bodyrearplate.

8. Remove the compensatorcutback valve.

9. Remove the lower body sideplate. The plate is spring-loaded.Apply pressure to the plate whileremoving the attaching screws.

10. Remove the 1-2 shift valveand spring. Remove the inhibitorvalve andspring.

11. Removethe two screwsattaching the separatorplate to the cover.Remove the lower body end plate.The end plate is spring-loaded.Apply pressure to the plate whileremoving the attaching screws.

12. Remove the reverse shuttlevalve and spring.

13. Remove the 2-3 delay andthrottle reducing valve sleeve, thethrottle reducing valve, spring, andthe 2-3 shift delay valve. Removethe2-3 shift valve spring and valve.

14. Removethetransition valve.15. Remove the plate Fig. 41

from the valve body cover.16. Removethe checkball spring

and check ball. Remove the 3-2kickdown control valve spring andvalve.

17. Remove the 3-2 coastingcon-

FIG. 42-Governor

trol valve spring retainer from thecover. Removethe spring andvalve.

18. Removethe throughbolts andscrews. Then separatethe bodies.

19. Inspect the rear pump checkvalve for freedomof movement.Thisvalve seatin the lower body is stakedfor a firm fit andshould not be removed unless a new one is to beinstalled.

Assembly

1. Arrange all parts in their correct positions. Rotate thevalves andplugs when inserting them in theirbores to avoid shearing of soft bodycastings Fig. 41.

2. Position the separatorplate onthe upper body.

3. Be sure that the rear pumpcheck valve spring, valve, and seatin the lower body are correctly installed. Position the lower body onthe upperbody, andstartbut do nottighten the attaching screw.

4. Positionthe coverandseparatorplate on the lower body and startthe four through bolts.

5. Align the separator with theupper and lower valve body attaching bolt holes. Install and torquethefour valve body bolts to specification.Excessivetightening of these boltsmay distort the valve bodies,causing valves or plugs to stick.

6. Install the 3-2 kickdown controlvalve and spring, and the check balland spring in the cover. Install theplate.

7. Install the 3-2 coasting controlvalve, spring, and spring retainer inthe cover.

8. Install the transition valve inthe lower body.

OUTER DOWNSHIFTCONTROL LEVER ASS’Y.

Dl 361-A

115

PLUG01052-A

PARKING PAWLTOGGLE OPERATING

ROD ASSY.

PARKING PAWL

7l-24

/16 LOCKWASHER

J’. .-

SUPPORT PIN

RETAINER TOGGLE RETURN/ SPRING RETAINER

DR.FLAT WASHER

-i------ TOGGLE RETURNSPRING

MANUALLEVER OIL SEAL ASS’Y.

FIG. 43-Manual and Parking PawI Linkage


BACK OFTRANSMISSION CASE

8 x 3 /2" BOLT

II1Yi.18 NUT

/I6 WASHER

¾ WASHER

1" I.D. PIPEOR SOCKET

FIG. 44-RemovingParking PawI Toggle Pin

01349-A

9. Install the 2-3 shift valve andspring. Install the 2-3 shift delayvalve andthe spring andthrottle reducing valve in the sleeve. Slide thesleeve and valve into position in thelower body.

10. Install thereverseshuttle valveand spring. Install the lower bodyendplate.

11. Install the inhibitor valvespring and valve in the lower body.

12. Install the 1-2 shift valvespring and valve. Install the lowerbody side plate.

13. Install the compensatorcutbackvalve in the upperbody. Installthe upper body rear plate.

14. Install the downshift valvespring and valve.

15. Install the throttle boost valveand spring.

16. Install the compensatorvalve,innerandouter compensatorsprings,andthecompensatorsleeveandplug.

17. Positionthe front plate.Applypressureto the plate while installingthe two attachingscrews.

18. Install the throttle valve in thethrottle valve body. Position theseparatoron the upperbody and in-

stall the throttle valve body. Installthe three attachingscrews.

19. Install four screws attachingthe cover to the lower body, twoscrewsattachingthe separatorplateto the upper body, and one screwattachingthe separatorplate to thelower body. Torque the cover andbody screws to specification.

20. Install the manualvalve.

FIG. 46-Installing FrontServo Cover

GOVERNOR

1. Remove the governor valvebody cover.

2. Remove the valve body fromthe counterweight.

3. Removetheplug, sleeve,washer,and valve from the body Fig. 42.

4. Inspect the governor valve andborefor scores.Minor scoresmayberemovedwith crocus cloth. Replacethe governor if the valve or body isdeeply scored.

5. Check for free movement ofthe valve in the bore. Inspect fluidpassagesin the valve body andcounterweight for obstructions. Allfluid passagesmust be clean.

6. Inspect the mating surfacesof

FIG. 4l-One-Way ClutchInstallation on Center Support

FIG. 48-InstallingLubrication Tube

thevalve body andcounterweightforburrs anddistortion.Mating surfacesmust be smooth and flat.

7. Install the governor valve andspring assembly in the bore of thevalvebody. Install thewasher,sleeve,andplug. Make surethe threepointson the end of the sleeve seatin theslots in the washer.

8. Install the body on thecounterweight. Make sure the fluid passagesin the body and the counterweight are aligned.

9. Position the valve body coveron the body, and install the screws.

FIG. 49-Installing Rear 01354-A

Clutch, Front Clutch, and GovernorTubes

MANUAL AND PARKINGPAWL LINKAGE

DISASSEMBLY

1. Detachthe parking pawl toggleoperatingrod from the manual detent lever and parking pawl toggleoperatinglever assembly Fig. 43.

2. Remove throttle control Innerlever nut, inner lever, outer lever,manual valve detent lever nut, detent lever, ball, spring andouterleverfrom the case.

PARKING PAWLTOGGLE LEVERSUPPORT PIN

116

REAR FRONT CLUTCH GOVERNORCLUTCH AND GOVERNOR RETURN

:: ONE-WAYDRAG CLUTCHSTRIP /

CLUTCHINNERRACE

FIG. 45-Installing FrontServo Piston

PART 7-2-TURBO-DRIVE AUTOMATIC TRANSMISSION

FIG. 53-Installing MainPressure Tube

3. To remove the parking pawltoggle lever support pin from theback face of the case, a special toolmust be adaptedFig. 44. A pieceof pipe approximately 1 inch longby 1 inch I.D., or a suitable socketcan be used with a 5/16-18 x 3/2

inch bolt, nut and washer as a pinpulling tool. When the pin is replaced, make sure that it is flushwith the back face of case. If thepin is pressedin too far, the parking pawl lever will bind and notrelease.

4. Remove the parking paw] support pin and parking pawl assemblyfrom the case.

5. Removethe parkingpawl toggleoperating lever retaining clip fromthe support pin; then, remove thelever. Tap out the toggle operatinglever support pin using a brassdriftto drive the pin into the case.

6. Remove the manual controllever oil seal from the case.

7. To assemble,reversethe aboveprocedure.

ASSEMBLYAfter all the partshave beencare

fully cleanedand inspected for de

FIG 5l-lnstalling RearPump Pressure Tube

lects, all mating surfacesshould beubricated with clean transmissionfluid beforethey are assembled.

1. Assemblethe front servoassembly into the caseusing new oil rings.Install the front servo release springnd piston assembly in the front

servo bore in the case.Compressthe[tnt servo piston metal-type oil

trig while installing the piston assembly Fig. 45.

2. Apply pressure to the frontservo retainerand install the retainersnap ring Fig. 34.

3. Install the seal on the frontservo cover and press the cover intoplace in its bore in the case.Do notdamagethe rubber sealon the coveriFig. 46.

4. Using new oil rings, assemblethe rear servo piston. Install the rearservo piston assembly in its bore inthe transmission case. Position thespring on the piston and the retainer

Ft the spring Fig. 33.5. Compressthe rear servopiston

oring retainer and install the snapring FIg. 32.

6. Install the front band in theuse.

7. Install the rear bandin the case.1- xpand the rear band, using theictuating lever strut as a spacer tohold the band in the expandedposiiron.

8. Install the input shaft thrustwasher in the case. Make sure thatthe tangs on the washer hold it inplace as the gear train is assembled.

9. On the bench, assemble theplanet one-way clutch, center support, and planet carrier. The onesay clutch is assembledwith dragstrips toward the front of the center

ipport Fig. 47. Check the actionthe one-wayclutch after the one

ss ay clutch is installed on the center-urpport. Position the planet carrier

squarely on top of the one-wayclutch. With the end of a screwdriver, position all the cams of theone-way clutch to enter the carrier,then rotate the planet carrier to install it.

10. Assembletheplanetandcentersupport assembly to the front andrear clutch assembly.Make sure thatthe thrust washersbetweenthe clutchassemblies are properly positionedand the needlebearingthrust washerand race is positioned between theplanet assembly and front clutchsun gear.

11. Install the two oil seal ringson the end of the sun gear shaft andthe output shaft front thrust washeron the planet assembly. Now, assemble the output shaft to the geartrain.

12. lnstail the complete gear trainclutches, center support, planetcarrier and output shaft in the caseFig. 26. Make sure that the inputshaft thrust washer tangs stay positioned in the slots in the front ofthe case. The center support canonly be positioned one way to lineup the bolt holes.

117 7-37

FIG. 5O-Installing Rear FIG. 52-InstallingServo Apply and Release Tube Compensator Tube

-5--

a 359-A

FIG. 54-lnstalling FrontServo Apply and Release Tubes


13. Install the centersupportboltsand washers. Torque the bolts tospecifications.

14. Remove the spacerfrom therear band. Install the rear bandanchor strut and position the bandon the strut. Make sure the slot inthe strut and the pin in the bandare in alignment.

15. Positionthe rear band actuating lever and strut in the case andinstall the rear band actuatinglevershaft.

16. Install the front band actuating lever, pin and retaining clips.Insert the metal plug in the caseatthe lever pin hole. Install the frontband actuatingandanchor struts.

17. Checkto see if the rear pumpdrive gearkey is in the output shaft.Install the rear pump dischargeport"0" ring in the case.

18. Position the output shaftneedle bearing type thrust washeron the output shaftandthe raceintothe front of the rear pump. Installthe case to pump gasket on thepump.

19. Install the rear pump on theoutput shaft. The keyway of thedrive gear and key on the outputshaft will have to be in alignment.

20. Install the governor drive ball,governorandsnapring on the outputshaft.

21. Install the spacerwasherandfour oil seal rings on the outputshaft.

22. Install the rearpump to extension housing gasket on the rearpump.

23. Install the distributor sleevewith tubesassembled,on the outputshaft,with the I.D. chamfertowardthe front of the transmission.

24. Guide the distributor tubesinto the transmissioncaseas the distributor is moved forward over theoil rings and against the spacerwasher.

25. Install the distributor sleeveretainingsnapring.

26. Install the extension housingand extension housing bolts andwashers.Torque the bolts to specifications.

27. Install a new front pump gasket, front pump and bolts. Torquethe bolts to specifications.

28. Check transmission end playFig. 24. The specified end playlimit is 0.010 to 0.029 inch. If endplay is not within specification, replace the selective fit output shaftthrust washerin front of the outputshaft.

29. Adjust the front and rearbands.For the front band, back offthe stud 3 turns after the tool overruns, using tool No. 7345 and7345-L. Then tighten the lock nut tospecifications. For the rear band,back off 1½ turns with tool No.7195-C after thetool overruns;then,tighten thelock nut to specifications.Refer to In-Car Adjustments andRepairs for Band Adjustment procedures.

30. Install the pressureregulatorassemblysprings,spacersandretainer. Torquethebolts to specifiactions.

31. Install the main control valveassembly. Position the assembly sothat maximum contact is obtainedbetweenthemanualvalve anddetentlever when it is placedin eachdetentposition. The manual valve shouldnot bind in the castingas thedetentlever is movedto each detentposition.

32. Install the throttle controlvalve rod and throttle valve controldiaphragmassembly.

33. Install the hydraulic pressuretubesin the following order, makingsure that the tubesare set firmly inplace to eliminate any hydraulicleakage. First install the lubricatingtube Fig. 48, then the rear clutch,front clutch and governor returntubesFig. 49. Next install therearservo apply and releasetube Fig.50. Then the rear pump pressuretube Fig. 51 andcompensatortubeFig. 52. Install the main pressuretube Fig. 53 and the front servoapply and releasetubes Fig. 54.

34. Install the seal on the frontpump inlet tube on the screenandinstall the screen.

35. Install the oil pan gasket andoil pan. Torquethe oil panretainingbolts to specifications.

36. Removethe transmissionfromthe holding fixture.

37. Install the converterhousinggasket,housing and vent baffle. Install the one internal bolt retainingthe converterto the case.Torqueallbolts to specifications.

38. Install the converter in thefront pump.

7-38 118

119

CONTROL PRESSURE RANGESManifoldVacuum

HG Inches

EngineSpeedRPM

SelectorPosition

GaugeReading

PSI16 Idle 01-02 57-77

Minimum P-R-N 57-213

16 to 13.7 As Required Dl-D2-L stSrng

1.5 Stall Dl-D2-L iT1-l76 -or Less 1550-1750 R 201-213

TORQUE SPECIFICATIONS

TRANSMISSION SHIFT POINTS APPROXIMATE

TRANSMiSSiON GEAR RATIOS

7-39

Selector Clutch Band GearGear LeverPosition Applied Applied Ratio

Neutral N None None -

First Dl Front Rear/f 2.37:1Second Dl or 02 Front Front 1.48:1

FrontThird Dl or D2 and Rear None 1.1:1

Reverse R Rear Rear 1.84:1

#ln first gear Dl, the planet carrier is held against rotation oy the one-wayclutch.

STALL SPEEDSSelector

Lever Clutch Band Engine

Position Applied Applied RPM

D2 Front FrontDl - Front One-Way Clutch 1550-1750L Front RearR Rear Rear

Converter Stall Ratio 2.1:1

LUBRICANT REFILL CAPACITYType of Lubricant Approximate Capacity

Ford Automatic Transmission Fluid 12 21CIAZ-19582-A tS., OZ.

CHECKS AND ADJUSTMENTSOperation Specification

Transmission End Play Check 0.010-0.029 inchSelective Thrust WashersAvailable:0.063-0.061 inch, 0.069-0.067 inch0.076-0.074 inch, 0.083-0.081 inch

Turbine and Stator End Play Check 0.060 inch maximumFront Band Adjustment Adjust screw to 10 ft-lbs

Use ¼-inch spacer between torque, arid back off threeadjustment screw and servo full turnspiston_stem

Rear Band Adjustment Adjust screw to 10 ft-lbstorque, and back off 1½ turns;lock nut to 35-40 ft-lbs

Primary Sun Gear Shaft Ring EndGap Check -____________ 0.002-0.009 inch

Accelerator Pedal Height Adjustment 3¾ inches above floor matRear Clutch Steel Plate Coning

Clearance Check 0.010 inch maximumOutput Shaft to Fluid Distributor

Seal Ring End Gap 0.001 to 0.006 inch

Manual- Shift

Automatic Shift Speeds mph Speedsmph

Dl 31 or 02 Dl -j Dl or 02 I 01 02 11-2 1-2 2-3 2-3 3-1 3.2 1 2.1 3.2 2-1

Minimum Maximum Minimum Maximum Minimum Maximum I Maximum MinimumThrottle Throttle Throttle Throttle Throttle Throttle Throttle Throttle

8-11 41-50 12-25 68-81 7-9 63-75 21-33 7-12 19-28

PARTI-’,

SPECIFICATIONS

_LIJi -

Date post:	03-Mar-2021
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7-1 PART 7-1 PAGE PART 7-3 PAGE GENERAL TRANSMISSiON...

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