1969 FORD MUSTANG clock

05-03-04
Clutch

05-03-04

bushings, position the clutch pedal and

bushings in the pedal support.

8. Install the retaining ring on the

clutch pedal shaft.

9. Position the assist spring in the

pedal support bracket and the assist

spring bracket. Rotate the assist

spring bracket clockwise until the

upper bolt holes line up and install the

bolt. Torque both the upper and lower

bolts to specification.

10.
Check the clutch pedal free

travel and adjust as required.

MUSTANG, COUGAR

1.
Disconnect the battery ground

cable.

2.
Remove the steering column.

Refer to Group 3 of this manual for

the procedure.

3.
Remove the two capscrews re-

taining the master cylinder or booster

to the dash panel. Then remove the

two capscrews retaining the pedal sup-

port bracket to the dash panel.

4.
Working inside the vehicle, dis-

connect the clutch pedal-to-equalizer

rod at the clutch pedal by removing

the retainer and bushing.

5.
Secure the clutch pedal against

the bumper stop with a small C-clamp

as shown in Fig. 6.

6. Disconnect the stop light switch

wires at the connector.

7.
Remove the switch retainer and

slide the stop light switch off the

brake pedal pin just far enough for

the switch outer hole to clear the pin.

Then lower the switch away from the

pin.
Remove the master cylinder push

CLUTCH PEDAL ASSIST SPRING
rod, bushing and nylon washer from

the brake pedal pin.

8. Remove the screw retaining the

pedal support bracket to the top inner

cowl bracket (Fig. 6).

9. Remove the two sheet metal

screws retaining the pedal support

bracket to the dash panel.

10.
Remove the two screws retain-

ing the pedal support bracket to the

upper cowl brace and lower the pedal

support bracket away from the steer-

ing column studs.

11.
Remove the pedal support

bracket assembly from the vehicle.

12.
Mount the bracket in a vise.

13.
Remove the small C-clamp se-

curing the clutch pedal to the bumper.

Slowly pivot the pedal away from the

bumper until the assist spring can be

lifted from its seat.

14.
Remove the retainer clip from

the clutch and brake pedal shaft.

Then, remove the clutch pedal and

shaft assembly, brake pedal assembly,

and bushings from the pedal support

bracket.

15.
Apply a coating of SAE 10 en-

gine oil to the bushings and locate all

bushings in their proper places on the

brake and clutch pedal assemblies.

16.
Position the brake pedal to the

pedal support bracket. Install the

clutch and brake pedal shaft through

the pedal support and brake pedal as-

sembly. Install the retainer.

17.
Install the clutch pedal assist

spring and pivot the pedal against its

bumper stop. Secure the pedal against

the bumper with a small C-clamp as

TOP INNER COWL-TO-BRACKET

RETAINING SCREW

C2057-A

FIG.
6—Clutch
Pedal —Mustang and Couga?
shown in Fig. 6.

18.
Position the pedal support

bracket assembly to the dash panel

and to the steering column retainer

studs.

19.
Align the pedal support bracket

holes with the holes in the dash panel

and install the two sheet metal screws.

20.
Install the two capscrews at-

taching the pedal support bracket to

the upper cowl bracket.

21.
Install the screw attaching the

support bracket to the top inner cowl

bracket (Fig. 6).

22.
Install the inner nylon washer,

bushing master cylinder push rod on

the brake pedal pin. Position the stop

light switch so that it straddles the

push rod with the switch slot on the

pedal pin and the switch outer hole

just clearing the pin. Slide the switch

completely onto the pin, and install

the outer nylon washer. Secure with

the self-locking pin.

23.
Connect the stop light switch

wires to the connector and install the

wires to the retaining clip.

24.
Connect the clutch pedal-

to-equalizer rod to the clutch pedal

assembly with the bushing and retain-

er and remove the C-clamp from the

bracket.

25.
Working from the engine side

of the dash panel, install the two cap-

screws attaching the pedal support

bracket to the dash panel. Then install

the two screws attaching the master

cylinder to the dash panel.

26.
Install the steering column.

Refer to Group 3 of this manual for

the procedure.

27.
Adjust the clutch pedal free

travel.

28.
Check the brake pedal free

height and travel measurements

(Group 2).

29.
Connect the battery ground

cable.

CLUTCH PEDAL AND/OR

BUSHING REMOVAL

AND INSTALLATION

MOM EGO, FALCON

FAIRLANF

1.
Remove the retaining clip (Fig.

2) that secures the equalizer rod to the

clutch pedal. Disconnect the rod from

the pedal.

2.
Remove the lower bolt retaining

the assist spring bracket to the pedal

support. Then, loosen the upper

bracket retaining bolt (approximately

4 turns) and disconnect the spring

from the clutch pedal and bracket.

3.
Disconnect the brake pedal push

rod from the brake pedal.procarmanuals.com

06-01-02
General Transmission Service

06-01-02

REAR SEAL REPLACEMENT

1.
Remove the drive shaft.

2.
Remove the seal from the exten-

sion housing with the tool shown in

Fig. 2.

3.
Install the new seal in the exten-

sion housing with the tool shown in

Fig. 3.

4.
Install the drive shaft.

.REAR OIL SEAL

Tool-T61L-7657-A

EXTENSION HOUSING

C 1830.A

FIG. 3—Installing Extension

Housing Seal
Too/-7J75-AB

Tool-TSOT-lOO-A

FIG. 2—Removing Extension Housing Seal

EXTENSION HOUSING

Tool-T52L-7000-GAE

or 7000-G

C1O28-D

FIG. 4—Removing Extension

Housing Bushing and Seal
EXTENSION HOUSING
D
1927. A

Tool—T57P-7697-B

57-G

BUSHING

C 1832.A

FIG. 5—Installing Extension

Housing Bushing

REAR BUSHING AND SEAL

REMOVAL AND INSTALLATION

1.
Remove the drive shaft from the

vehicle.

2.
Insert the tool shown in Fig. 4

into the extension housing until it

grips on ihe front side of the bushing.
3.
Turn the screw clockwise until

the seal and the bushing are free of

the housing.

4.
Drive a new bushing into the ex-

tension housing with the tool shown in

Fig. 5.

5.
Install a new seal in the housing

as shown in Fig. 3.

6. Install the drive shaft.
LUBRICATION

Lubricant level should be even with

the bottom of the filler hole at the

right side of the transmission case.

CLEANING AND INSPECTION

CLEANING

1.
Wash all parts, except the ball

bearings and seals in a suitable clean-

ing solvent. Brush or scrape all foreign

matter from the parts. Be careful not

to damage any parts with the scraper.

Do not clean, wash or soak transmis-

sion seals in cleaning solvents. Dry all

parts with compressed air.

2.
Rotate the ball bearings in a

cleaning solvent until all lubricant is

removed. Hold the bearing assembly

to prevent it from rotating and dry it

with compressed air.

3.
Lubricate the bearings with ap-

proved transmission lubricant and

wrap them in a clean, lint-free cloth

or paper until ready for use.

4.
Clean the magnet welded to the

bottom of the case with kerosene or

mineral spirits.
INSPECTION

1.
Inspect the transmission case for

cracks, worn or damaged bearings

bores,
damaged threads or any other

damage that could affect the opera-

tion of the transmission.

2.
Inspect the front face of the case

for small nicks or burrs that could

cause misalignment of the transmis-

sion with the flywheel housing. Re-

move all small nicks or burrs with a

fine stone.

3.
Replace a cover that is bent or

distorted. Make sure that the vent

hole in the cover is open.

4.
Check the condition of the shift

levers, forks, shift rails and the lever

and shafts.

5.
Examine the ball bearing races

for cracks, wear or roughness. Inspect

the balls for looseness, wear, end play
or other damage. Check the bearings

for looseness in the bores. If any of

these conditions exist, replace the

bearings.

6. Replace roller bearings that are

broken, worn or rough.

7.
Replace the countershaft (clust-

er) gear if the teeth are chipped, brok-

en or worn. Replace the countershaft

if it is bent, scored or worn.

8. Replace the reverse idler gear or

sliding gear if the teeth are chipped,

worn or broken. Replace the idler

gear shaft if bent, worn or scored.

9. Replace the input shaft and gear

if the splines are damaged or if the

teeth are chipped, worn or broken. If

the roller bearing surface in the bore

of the gear is worn or rough, or if the

cone surface is damaged, replace the

gear and the gear rollers.

10.
Replace all other gears that areprocarmanuals.com

07-01-08
General Transmission Service

07-01-08

3.
Install the bench testing tool on

the transmission.

4.
Remove the
1/8-inch
pipe plug

at the transmission case. Turn the

front pump in a clockwise direction at

75-100 rpm until a regular flow of

transmission fluid leaves the hole in

the transmission case. This operation
bleeds the air from the pump.

5.
Install the pressure gauge (77820

or T57L-77820-A) as shown in Fig.

13.

PRESSURE TESTS

Turn the front pump at 75-100 rpm
and note the gauge readings. The

pressure readings on the bench test

must be within the limits as outlined

in Figure 13, for the engine idle check.

If pressure gauge readings are with-

in limits in all selector lever positions,

install the vacuum diaphragm control

rod unit.

COMMON ADJUSTMENTS AND REPAIRS

TRANSMISSION FLUID DRAIN

AND REFILL

Normal maintenance and lubrica-

tion requirements do not necessitate

periodic automatic transmission fluid

changes.

If a major repair, such as a clutch

band, bearing, etc., is required in the

transmission, it will have to be re-

moved for service. At this time the

converter, transmission cooler and

cooler lines must be thoroughly

flushed to remove any dirt.

When filling a dry transmission and

converter, install five quarts of fluid.

Start the engine, shift the selector

lever as outlined below, and check and

add fluid as necessary.

Following are the procedures for

partial drain and refill due to in-

vehicle repair operation.

C4 TRANSMISSION

1.
On PEA models, disconnect the

fluid filler tube from the transmission

oil pan to drain the fluid.

On PEB and PEE models, loosen

the pan attaching bolts to drain the

fluid from the transmission.

2.
When the fluid has stopped

draining from the transmission, re-

move and thoroughly clean the pan

and the screen. Discard the pan gas-

ket.

3.
Place a new gasket on the pan,

and install the pan on the transmis-

sion.

4.
On PEA models, connect the

filler tube to the pan and tighten the

fitting securely.

5.
Add three quarts of fluid to the

transmission through the filler tube.

6. Run the engine at idle speed for

about two minutes, and then run it at

fast idle speed (about 1200 rpm) until

it reaches it's normal operating temp-

erature. Do not race the engine.

7.
Shift the selector lever through

all the positions, place it at P, and

check the fluid level. The fluid level

should be above the ADD mark. If
necessary, add enough fluid io the

transmission to bring the level be-

tween the ADD and FULL marks on

che dipstick. Do not overfill the trans-

mission.

FMX OK C6

TRANSMISSION

1.
Raise the vehicle on a hoist or

jack stands.

2.
Place a drain pan under the

transmission.

3.
Loosen the pan attaching bolts

to drain the fluid from the transmis-

sion.

4.
After the fluid has drained to the

level of the pan flange, remove the

rest of the pan bolts working from the

rear and both sides of the pan to

allow it to drop and drain slowly.

5.
When the fluid has stopped

draining from the transmission, re-

move and thoroughly clean the pan

and the screen. Discard the pan gas-

ket.

6. Place a new gasket on the pan,

and install the pan on the transmis-

sion.

7.
Add three quarts of fluid to the

transmission through the filler tube.

8. Run the engine at idle speed for

about two minutes, and then run it at

fast idle speed (about 1200 rpm) until

it reaches normal operating tempera-

ture.
Do not race the engine.

9. Shift the selector lever through

all the positions, place it at P, and

check the fluid level. The fluid level

should be above the ADD mark. If

necessary, add enough fluid to the

transmission to bring the level be-

tween the ADD and FULL marks on

the dipstick. Do not overfill the trans-

mission.

OIL COOLER TUBE

REMOVAL AND INSTALLATION

When fluid leakage is found at the

oil cooler, the cooler must be re-

placed. Cooler replacement is de-

scribed in the Cooling System Section

of Group 11.
When one or more of the fluid

cooler steel tubes must be replaced,

each replacement tube must be fabri-

cated from the same size steel tubing

as the original line.

Using the old tube as a guide, bend

the new tube as required. Add the

necessary fittings, and install the tube.

After the fittings have been tight-

ened, add fluid as needed, and check

for fluid leaks.

VACUUM DIAPHRAGM

ADJUSTMENT NON-ALTITUDE

COMPENSATING TYPE

The C4 and C6 transmissions are

equipped with an adjustable vacuum

diaphragm assembly. A similar ad-

justable diaphragm has been released

for service with the FMX transmis-

sion. However, the FMX service dia-

phragm is not interchangeable with

that used on C4 and C6 models.

The vacuum diaphragm assembly

has an adjusting screw in the vacuum

hose connecting tube (Fig. 14).

SPRING

SEAT

THIS CLEARANCE CHANGED

BY ADJUSTING SCREW

D1830-A

FIG. 14—Adjustable Vacuum Unit

The inner end of the screw bears

against a plate which in turn bears

against the vacuum diaphragm spring.

All readings slightly high or all

readings slightly low may indicate the

vacuum unit needs adjustment to cor-

rect a particular shift condition.procarmanuals.com

07-01-09

General Transmission Service

07-01-09

For example, on a C4 transmission,

if the pressure at 10 inches of vacuum

was 120 psi and the pressure at 1.0

inch of vacuum was 170 psi, and up-

shifts and downshifts were harsh, a di-

aphragm adjustment to reduce the di-

aphragm assembly spring force would

be required.

If the pressure readings are low, an

adjustment to increase diaphragm

spring force is required.

To increase control pressure, turn

the adjusting screw in clockwise to re-

duce control pressure, back the adjust-

ing screw out by turning it counte-

rclockwise. One complete turn of the

adjusting screw (360 degrees) will

change idle line control pressure ap-

proximately 2-3 psi. After the adjust-

ment is made, install the vacuum line

and make all the pressure checks as

outlined in the Specification Section.

The diaphragm should not be ad-

justed to provide pressure below the

ranges shown in the Specification Sec-

tion in order to change shift feel. To

do so could result in soft or slipping

shift points and damage to the trans-

mission.

ALTITUDE

COMPENSATING TYPE

The altitude—compensating di-

aphragm is provided with an adjust-

ment screw located in the vacuum

connecting tube (Fig. 15). The adjus-

table feature allows control and TV

pressures to be adjusted (within limits)

to correct soft or harsh shift feel.

Control and TV pressures are in-

creased or decreased by turning the

adjusting screw.

Before replacing or adjusting the di-

aphragm, it must first be determined

that the pressure or vacuum is actual-

ly out of specification and that the

cause of the problem is not due to

other items within the transmission or

vacuum connecting lines.

If the tests outlined in the Specifi-
cation Section have been performed

and pressures are within specification

but shift feel is unsatisfactory, or if

the pressure is too high or too low at

10 inches of vacuum, the vacuum di-

aphragm may be adjusted to improve

the shift feel.

If shifts are excessively harsh, the

diaphragm should be adjusted to re-

duce control pressure by backing off

the adjusting screw (counterclock-

wise).
If shift quality is extremely soft,

control pressure should be increased

by turning the adjusting screw inward

(clockwise).

To adjust the vacuum diaphragm to

compensate for harsh shift quality,

first check control pressure in D, 2

and 1 at 10 inches manifold vacuum

and note the pressure reading ob-

tained. Remove the T-fitting from the

vacuum hose and back off the adjust-

ing screw (counterclockwise) by one

full turn. Each full turn will reduce

control pressure by approximately 2

1/2 psi at 10 inches of vacuum. Test

the vehicle for shift feel. If shift quali-

ty is still harsh, a further adjustment

should be made to reduce control

pressure. However, control pressure

should not be reduced below the speci-

fication shown for 10 inches of vacu-

um. If control pressure has been re-

duced to the low limit and shift feel is

still excessively harsh, the clutches and

band should be checked for correct

operation.

To adjust the vacuum diaphragm to

compensate for extremely soft shifts,

record the control pressure reading at

10 inches of vacuum in D, 2 and 1,

then make an initial adjustment of

one full turn inward (clockwise). Test

the vehicle for shift feel and again ad-

just the diaphragm, if necessary. Con-

trol pressure at 10 inches of vacuum

must not exceed the high limit shown

in the Specification Section.

When the necessary adjustments

have been completed and shift feel is

satisfactory, repeat all the tests out-

ADJUSTING

SCREW

PRIMARY

THROTTLE VALVE
DIAPHRAGM

SPRING

D 1639-A

FIG. 15—Altitude Compensating Type Vacuum Diaphragm
lined in the Specification Section. All

tests must be within specifications.

The adjustable vacuum unit must not

be used to allow for adjusting control

or TV pressures that are out of speci-

fications. If these pressures are found

to be out of specifications the cause

must be determined and corrected bef-

ore making any adjustment.

NEUTRAL START SWITCH

ADJUSTMENT AND

REPLACEMENT—COLUMN SHIFT

There are two types of column-

mounted neutral start switches: A and

B.
Type A switch has a parking brake

brake-release vacuum valve. Type B

switches do not have a vacuum valve.

The switches differ in appearance but

not in operation. Both switches are

actuated by a removable steel lever,

which is installed in the shifter tube

within the steering column assembly.

The following procedures outline the

steps necessary to correctly adjust and

replace the neutral start switch.

SWITCH ADJUSTMENT

Neutral Position

1.
With the selector lever held light-

ly against the neutral stop, attempt to

start the engine. If the engine starts

while holding the lever but does not

start when the lever is released, the

shift linkage should be adjusted. If the

engine does not start in either condi-

tion, adjust the switch.

2.
To adjust the switch in neutral,

place the transmission selector lever

against the stop of the neutral detent

position.

3.
Loosen the two retaining screws

that locate the switch on the steering

column (Fig. 16).

4.
With the selector lever against

the neutral stop, rotate the switch

until a start in the neutral position is

obtained. Then, tighten the switch at-

taching screws to 20 in-lbs torque.

5.
With the switch properly adjust-

ed in neutral, place the selector lever

in the 1 position and push the park

reset button (Fig. 16) to the left

(counterclockwise) until it stops. The

park reset must be performed when-

ever the switch has been adjusted.

Park Position

1.
Place the selector lever in the

park position, release the lever and at-

tempt to start. If the engine does not

start, reset the park adjustment.procarmanuals.com

07-01-10
General Transmission Service

07-01-10

2.
To adjust the switch for the park

position, place the transmission selec-

tor lever in 1 and push the park reset

button (Fig. 16) to the left (counter-

clockwise) until it stops.

3.
Check the operation of the

switch in each selector lever position.

The starter should engage in only the

neutral and park positions. Be sure to

perform
the
park reset
if for any rea-

son
the
neutral switch
is
adjusted.

If,
after performing
the
switch
ad-

justments,
the
starter still will
not en-

gage
in the
neutral
or
park positions,

replace
the
switch. Never replace
the

neutral switch until
the
switch adjust-

ments have been made.

SWITCH REPLACEMENT

1.
Disconnect the neutral start

switch wires at the plug connector.

2.
Disconnect the vacuum hoses, if

so equipped.

3.
Remove the two screws securing

the neutral start switch to the steering

column and lift the switch from the

column.

Check the column to be sure the

metal switch actuator is secure to the

shift tube and that it is seated as far

forward against the shift tube bearing

as is possible. Also check for a broken

or damaged actuator. If it is broken

or damaged, replace it as shown in

Figure 17.

4.
Before installing a new switch to

the column, check to see that the red

neutral position gauge inserted in the

neutral pinning hole. If the pin is

missing, align the two holes at the

neutral pinning hole on top of the

switch and install a No. 43 drill or

0.092-0.093 inch gauge pin.

5.
While holding the selector lever

against the stop in the neutral detent
ACTUATOR LEVER INSTALLED

WHEN INSTALLING
THE
ACTUATOR

LEVER
BE
SURE THAT
IT
1$ SEATED

AS
FAR
FORWARD AGAINST
THE
SHIFT

TUBE BEARING
AS IS
POSSIBLE.
FORWARD

D2019-A

FIG. 17—Removing
or
Installing Neutral Start Switch Actuator Lever

position, place the switch on the col-

umn and install the two attaching

screws. Tighten the screws to 20 in-lbs

torque.

6. Remove the gauge pin (or No.

43 drill if used).

7.
Connect the switch wires to the

plug connector and check for a start

in the neutral position. The starter

should engage with the selector lever

against the neutral stop. If not, loosen

the attaching screws and move the

switch just enough to engage the start-

er. Tighten the screws to 20 in-lbs tor-

que.

8. With the switch properly adjust-
ed in neutral, push the park reset but-

ton (Fig. 16) to the left (counterclock-

wise) until it stops. The park reset

must be performed whenever the

switch has been adjusted or replaced.

9. To adjust the switch for the park

position, place the transmission selec-

tor lever in 1 and push the park reset

button (Fig. 16) to the left (counter-

clockwise) until it stops.

10.
Connect the vacuum hoses to

the switch, if so equipped.

11.
Check the operation of the

switch in each selector lever position.

The starter should engage in only the

neutral and park detent positions.

NEUTRAL SWITCH-TYPE
A

(USED
ON
VEHICLES WITH VACUUM

OPFRATED PARKING BRAKE)
NEUTRAL SWITCH-TYPIE
B

(USED
ON
VEHICLES WITHOUT VACUUM

OPERATED PARKING BRAKE)

ATTACHING

FIG.
16—Ad
justing Neutral Switch—Column Shift
D2018-Aprocarmanuals.com

07-01-12
General Transmission Service

07-01-12

the transmission,
any
metal particles

or clutch plate
or
band material that

may have been carried into
the
cooler

should
be
removed from
the
system
by

flushing
the
cooler
and
lines before

the transmission
is put
back into serv-

ice.
In no
case should
an
automatic

transmission having
a
clutch
or
band

failure
or
other internal trouble result-

ing
in
fluid contamination,
be put

back into service without first flushing

the transmission
oil
cooler.

To flush
the oil
cooler, follow
the

instruct!
on >
provided with
the
Rotun-

da Automatic Transmission Torque

Converter
and
Cooler Cleaner
LRE-

60081.

INSPECTION

TURBINE
AND
STATOR
END

PLAY CHECK

A special tool
(Fig. 19)
must
be

used
to
check
the
condition
of the

converter. This special tool
is
used
to

check
the
turbine
and
stator
end
play

and
the
operation
of the
one-way
sta-

tor clutch.

CRUISE-O-MATIC

Too/-T58L-7902-A

C-4 AND C-6 TRANSMISSION

Tool-T59P.7902.Bor 7937-B

ON C-4 AND C-6 TRANSMISSION

Tool-T64L-7902-A
D
1499-E

FIG. 19—Converter Checking Tool

1.
Insert
the
tool (Fig.
19)
into
the

converter pump drive
hub
until
it
bot-

toms.

2.
Install
the
guide over
the con-

verter pump drive
hub.
3.
Expand
the
split fiber bushing
in

the turbine spline
by
tightening
the

adjusting
nut.
Tighten
the
adjusting

nut until
the
tool
is
securely locked

into
the
spline.

4.
Attach
a
dial indicator
to the

tool (Fig.
20 or
21). Position
the
indi-

cator button
on a
converter pump

drive
hub, and set the
dial face
at 0

(zero).

5.
Lift
the
tool upward
as far as it

will
go and
note
the
indicator reading.

The indicator reading
is the
total
end

play which
the
turbine
and
stator

share.
If the
total
end
play exceeds

the limits specified
in
Part 7-5, replace

the converter unit.

6. Loosen
the
adjusting
nut to
free

the split bushing,
and
then remove
the

tool from
the
converter.

STATOR ONE-WAY CLUTCH

CHECK

1.
Install
the
stator outer race hold-

ing tool
in one of the
four holes
pro-

vided
in the
stator (Fig.
20 or 21).

2.
Insert
the
tool
in the
converter

pump drive hub.
As the
tool enters
the

converter,
the
pins will engage
the sta-

tor clutch inner race spline.

3.
Place
a
torque wrench
on the

tool (Fig.
20 or
21).
The
tool (and
sta-

tor inner race) should turn freely

clockwise (from
the
pump drive
hub

inside
the
converter).
It
should lock
up

and hold
a 10
ft-lb pull when
the

wrench
is
turned counterclockwise.

Try
the
clutch
for
lockup
and
hold
in

at least five different locations around

the converter.
On
the
C4
or C6
Auto-

matics,
the
metal ring holding
the

locking tool will have
to be
held
by

hand during this check.

4.
If the
clutch fails
to
lock
up and

hold
a 10
ft-lb torque, replace
the

converter unit.

STATOR
TO
IMPELLER

INTERFERENCE CHECK

1.
Position
the
front pump assem-

bly
on a
bench with
the
spline
end of

the stator shaft pointing
up
(Fig.
22).

2.
Mount
a
converter
on the
pump

so that
the
splines
on the
one-way

clutch inner race engage
the
mating

splines
of the
stator support,
and the

converter
hub
engages
the
pump drive

gear.

3.
While holding
the
pump station-

ary, try
to
rotate the converter counter-

clockwise.
The
converter should
ro-

tate freely without
any
signs
of
inter-

ference
or
scraping within
the
convert-

er assembly.
4.
If
there
is an
indication
of
scrap-

ing,
the
trailing edges
of the
stator

blades
may be
interfering with
the

leading edges
of the
impeller blades.

In such cases, replace
the
converter.

STATOR
TO
TURBINE

INTERFERENCE CHECK

1.
Position
the
converter
on the

bench front side down.

2.
Install
a
front pump assembly
to

engage
the
mating splines
of
the
stator

support
and
stator,
and
pump drive

gear lugs.

3.
Install
the
input shaft, engaging

the splines with
the
turbine
hub (Fig.

23).

4.
While holding
the
pump station-

ary, attempt
to
rotate
the
turbine with

the input shaft.
The
turbine should
ro-

tate freely
in
both directions without

any signs
of
interference
or
scraping

noise.

5.
If
interference exists,
the
stator

front thrust washer
may be
worn,
al-

lowing
the
stator
to hit the
turbine.
In

such cases,
the
converter must
be re-

placed.

The converter crankshaft pilot

should
be
checked
for
nicks
or dam-

aged surfaces that could cause inter-

ference when installing
the
converter

into
the
crankshaft. Check
the con-

verter front pump drive
hub for
nicks

or sharp edges that would damage
the

pump seal.

OUTPUT SHAFT
AND

PRIMARY
SUN
GEAR SHAFT

(FMX TRANSMISSION)

1.
Inspect
the
thrust surfaces
and

journals
for
scores. Inspect
the
inter-

nal gear
for
broken
or
worn teeth.

2.
Inspect
the
aluminum sleeve
for

scores
or
leakage. Inspect
the
ring

grooves
for
burrs.

3.
Inspect
the
keyway
and
drive

ball pocket
for
wear,
and
inspect
the

splines
for
burrs, twist
or
wear.

4.
Inspect
the
output shaft sleeve

for alignment with
the
governor drive

ball (Fig.
24).

5.
Inspect
the
external parking gear

teeth
for
damage
and the
speedometer

drive gear teeth
for
burrs.

6.
If
either
the
output shaft
or
ring

gear
has
been replaced, place
the as-

sembled unit with
the
gear face down

on
the
bench, push
the
shaft down-

ward,
and
check
the
clearance
be-

tween
the top of the
snap ring
and its

groove
(Fig. 25).
If
this clearance
ex-

ceeds 0.002 inch, replace
the
snap ring

with
a
thicker ring
to
reduce
the
clear-

ance
to
less than 0.002 inch. Selectiveprocarmanuals.com

07-02-14
C4 Automatic Transmission

07-02-14

FORWARD CLUTCH
FORWARD CLUTCH FRONT PLANET CARRIER INPU^ SHELL

HUB AND

RING GEAR
SUN GEAR

REVERSE-HIGH CLUTCH
THRUST WASHER

NO.
5

FIG. 35—Forward Part of Gear Train Disassembled
D1872-A

taching bolts. Remove the front pump

by inserting a screwdriver behind the

input shell (Fig. 30). Move the input

shell forward until the front pump seal

is above the edge of the case.

Remove the front pump and gasket

from the case. If the selective thrust

washer No. 1 did not come out with

the front pump, remove it from the

top of the reverse-high clutch.

4.
Remove the intermediate and

low-reverse band adjusting screws

from the case. Rotate the intermediate

band to align the band ends with the

clearance hole in the case (Fig. 31).

Remove the intermediate band from

the case.

5.
Using a screwdriver between the

input shell and rear planet carrier

(Fig. 32), lift the input shell upward

and remove the forward part of the

gear train as an assembly (Fig. 33).

6. Place the forward part of the

gear train in the holding fixture shown

in Fig. 34.
7.
From the gear train in the hold-

ing fixture, remove the reverse-high

clutch and drum from the forward

clutch (Fig. 35).

8. If thrust washer No. 2 (Fig. 28)

did not come out with the front pump,

remove the thrust washer from the

forward clutch cylinder. Remove the

forward clutch from the forward

clutch hub and ring gear (Fig. 35).

9. If thrust washer No. 3 (Fig. 35)

did not come out with the forward

clutch, remove the thrust washer from

the forward clutch hub.

10.
Remove the forward clutch hub

and ring gear from the front planet

carrier (Fig. 35).

11.
Remove thrust washer No. 4

and the front planet carrier from the

input shell.

12.
Remove the input shell, sun

gear and thrust washer No. 5 from the

holding fixture.

13.
From inside the transmission

case (Fig. 33) remove thrust washer
No.
6 from the top of the reverse

planet carrier.

14.
Remove the reverse planet car-

rier and thrust washer No. 7 from the

reverse ring gear and hub (Fig. 36).

15.
Move the output shaft forward

and with the tool shown in Fig. 37 re-

move the reverse ring gear hub-

to-output shaft retaining ring.

16.
Remove the reverse ring gear

and hub from the output shaft. Re-

move thrust washer No. 8 from the

low and reverse drum.

17.
Remove the low-reverse band

from the case (Fig. 38).

18.
Remove the low-reverse drum

from the one-way clutch inner race

(Fig. 36).

19.
Remove the one-way clutch

inner race by rotating the race clock-

wise as it is removed.

20.
Remove the 12 one-way clutch

rollers, springs and the spring retainer

from the outer race (Fig. 36). Do not

lose or damage any of the 12 springs

REVERSE PLANET CARRIER
THRUST WASHER NO. 8
THRUST WASHER NO. 9

SPRING RETAINER

INNER RACE

THRUST WASHER NO. 6
LOW AND REVERSE DRUM
ONE-WAY

CLUTCH

SPRINGS (12)

AND ROLLERS (12)
OUTER RACE

D1394-A

FIG. 36—Lower Part of Gear Train Disassembledprocarmanuals.com

07-02-18
C4 Automatic Transmission

07-02-18

OUTER MANUAL LEVER

MANUAL LEVER LINK

INNER MANUAL LEVER

PARKING PAWL LINK

TOGGLE ROD

PARKING PAWL LINK

FIG. 50—Case Linkage

D1888-A

FIG. 51—Removing Manual

Lever Seal

TOGGLE ROD
D1887-A

12.
Position the inner manual lever

behind the manual lever link, with the

cam on the lever contacting the lower

link pin (Fig. 52).

13.
Install the upper end of the

manual lever link on the case retain-

ing pin. Install the retaining ring.

14.
Operate the manual lever and

check for correct linkage operation.

15.
Install the inner and outer

downshift levers. Torque the attaching

nut to specification.

Bushing Replacement—Case

1.
Remove the transmission case

bushing as shown in Fig. 53.

Press Ram

Handle

MANUAL INNER LEVER

D1890-A

FIG. 52— Inner Manual Lever

Location—As Viewed from the

Control Lever Side of Case
2.
Install the transmission case

bushing with the tool shown in Fig.

53.

Thread Repair-Case

Thread service kits may be pur-

chased from local jobbers or the

Heli-Coil Corporation. To repair a

damaged thread, the following proce-

dures should be carefully followed.

1.
Drill out the damaged threads,

using the same drill size as the thread

01).
For example, use a 5/16-inch

drill for a 5/16-18 thread.

2.
Select the proper special tap and

tap the drilled hole. The tap is marked

for the size of the thread being re-

paired. Thus, the special tap marked

5/16-18 will not cut the same thread

as a standard 5/16-18 tap. It does cut

a thread large enough to accommo-

date the insert, and after the insert is

installed the original thread size

(5/16-18) is restored.

3.
Select the proper coil inserting

tool. These tools are marked with the

thread size being repaired. Place the

insert on the tool and adjust the sleeve

to the length of the insert being used.

Press the insert against the face of

the tapped hole. Turn the tool clock-

wise and wind the insert into the hole

until the insert is 1/2 turn below the

face.

4.
Working through the insert, bend

the insert tang straight up and down

until it breaks off at the notch.

5.
If the inserts are not properly in-

stalled, they can be removed with the

extractor tool. Place the extractor tool

in the insert so that the blade rests

against the top coil 1/4 to 1/2 turn

away from the end of the coil. Tap

the tool sharply with a hammer so

that the blade cuts into the insert.

Press Rom

Handle

Too/
- T66L-7003-B7

Tool - T666-7003-B3

REMOVAL INSTALLATION D 1730-A

FIG. 53—Replacing Transmission Case Bushingprocarmanuals.com