1969 FORD MUSTANG Volume One Chassis

07-01-06
General Transmission Service

07-01-06

MAKE MARK HERE

BELLOWS INTACT
BELLOWS FAILED

FIG. 9—Checking Vacuum Unit Bellows

tester equipped with a vacuum pump

(Fig. 8). Set the regulator knob so

that the vacuum gauge reads 18 inches

with the end of the vacuum hose

blocked off.

Then connect the vacuum hose to

the transmission vacuum unit. If the

gauge still reads 18 inches, the vacuT

urn unit diaphragm is not leaking. As

the hose is removed from the trans-

mission vacuum unit, hold a finger

over the end of the control rod. When

the hose is removed, the internal

spring of the vacuum unit should push

the control rod outward.

ALTITUDE

COMPENSATING-TYPE

The vacuum diaphragm should be

checked for ruptured or damaged bel-

lows.
Check the diaphragm assembly

as follows:

1.
Remove the diaphragm and

throttle valve rod from the transmis-

sion.

2.
Insert a rod into the diaphragm,

making sure that the rod is buttonec

in the hole. Make a reference mark on

the rod where it enters the diaphragm

hole.

3.
Hold the assembly in such a way

that the end of the rod is resting on

the weighing surface of a scale (Fig.

9).

4.
Gradually press down on the dia-

phragm assembly until the rod is

pressed into the diaphragm body. If

the reference mark on the rod is still
visible with 12 pounds of force regis-

tered on the scale, the bellows are in-

tact. If the mark disappears before 4

pounds of force is exerted, the bellows

have failed and the diaphragm must

be replaced. If the bellows are intact,

then perform various pressure checks.

SHIFT POINT CHECKS

Check the minimum throttle up-

shifts in D. The transmission should

start in first gear, shift to second, and

then shift to third, within the shift

points specified in the specification

section.

While the transmission is in third

gear, depress the accelerator pedal

through the detent (to the floor). The

transmission should shift from third to

second or third to first, depending on

the vehicle speed.

Check the closed throttle downshift

from third to first by coasting down

from about 30 mph in third gear. The

shift should occur within the limits

specified in the specification section.

When the selector lever is at 2, the

transmission can operate only in sec-

ond gear.

With the transmission in third gear

and road speed over 30 mph, the

transmission should shift to second

gear when the selector lever is moved

from D to 2 to 1. The transmission

will downshift from second or third to

first gear when this same manual shift

is made below approximately 25 mph

with a C4 transmission, 30 mph with
D 1791.A

a C6 transmission or 35 mph with an

FMX transmission. This check will

determine if the governor pressure and

shift control valves are functioning

properly.

During the shift point check opera-

tion, if the transmission does not shift

within specifications or certain gear

ratios cannot be obtained, refer to the

Ford Car and Truck Diagnosis Manu-

al to resolve the problem.

AIR PRESSURE CHECKS

A NO DRIVE condition can exist,

even with correct transmission fluid

pressure, because of inoperative

clutches or bands. Erratic shifts could

be caused by a stuck governor valve.

The inoperative units can be located

through a series of checks by subst-

ituting air pressure for the fluid pres-

sure to determine the location of the

malfunction.

To make the air pressure checks,

drain the transmission fluid and re-

move the oil pan and the control valve

body assembly. The inoperative units

can be located by introducing air pres-

sure into the transmission case passa-

ges leading to the clutches, servos, and

governor (Figs. 10, 11 or 12).

HYDRAULIC SYSTEM BENCH

TESTS (FMX TRANSMISSION)

After the transmission has been as-

sembled and is ready for installationprocarmanuals.com

07-01-07

General Transmission Service

07-01-07

PUMP IN

INTERMEDIATE

SERVO RELEASE
REVERSE AND

HIGH CLUTCH

INTERMEDIATE

SERVO APPLY

GOVERNOR PRESSURE

TO VALVE BODY
FORWARD

CLUTCH

PUMP OUT

CONVERTER IN

CONTROL

PRESSURE

TO PRIMARY

THROTTLE VALVE

PRIMARY THROTTLE

PRESSURE-TO-VALVE

BODY

PRIMARY THROTTLE

VALVE EXHAUST
LOW AND

REVERSE SERVO

CONTROL PRESSURE

TO GOVERNOR

D1841-A

FIG. 70—Case Fluid Passage Hole Identification—C4 Automatic
FRONT PUMP FRONT GOVERNOR

DISCHARGE CLUTCH OUTPUT

FRONT FROM

PUMP CONVERTER REAR

INTAKE SERVO
REAR

CLUTCH

D1932-A

FIG. 12—Case Fluid Hole

Identification—FMX Transmission

in the vehicle, check the hydraulic sys-

tem to make sure it is operating prop-

erly. These hydraulic tests can be

made on the bench so that most mal-

functions of the system can be cor-

rected before the transmission is in-

stalled in the vehicle.

TESTING TOOL

INSTALLATION

SERVO RELEASE

SERVO APPLY
PUMP SUCTION REVERSE-HIGH FORWARD CLUTCH

APPLY APPLY
CONVERTER CHARGE

PUMP PRESSURE

TV PRESSURE

LINE PRESSURE

TV PRESSURE

EXHAUST

-S>*REVERSE CLUTCH

GOVERNOR PRESSURE CONTROL PRESSURE

OUT PUT GOVERNOR
APPLY
1.
Install a plug in the filler tube

hole in the case or pan, and pour

about four quarts of clean transmis-

sion fluid into the transmission

through the speedometer gear open-

ing.

2.
Remove the vacuum diaphragm

unit and the diaphragm unit control

rod, and reinstall the vacuum unit if

these parts had been previously in-

stalled.

Tool-7003

D1587-B
D1933-A

FIG.
7
7—Case
Fluid Passage Hole Identification—C6 Automatic
FIG. 73—Bench Testing Tool

Installation—Typicalprocarmanuals.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

07-01-11
General Transmission Service

07-01-11

STOP
PIN

GROMMET

Tool - T67P-734LA

GROMMET

LEVER

CONTROL ROD REMOVAL
GROMMET INSTALLATION

Tool - T67P-734LA

r

CONTROL ROD INSTALLATION
3/16"-1/4'

CONTROL ROD

STOP
PIN

FIG. 18—Removing
or
Installing Shift Linkage Grommet
D 1742-A

MANUAL SHIFT LINKAGE

GROMMET REPLACEMENT-

COLUMN SHIFT

The manual lever assembly
on ve-

hicles equipped with
a
column shift
in-

corporates
an oil
impregnated plastic

grommet
in the end of the
lever
arm.

A special tool T67P-7341-A
is re-

quired
to
install
the
grommet
in the

manual lever,
and to
install
the
manu-

al linkage
rod
into
the
grommet.
Re-

move
and
install
the
grommet
as fol-

lows:

1.
Place
the
lower
jaw of the
tool

between
the
manual lever
and the con-

trol
rod.
Position
the
stop
pin
against
the
end of the
control
rod (Fig. 18)

and force
the rod out of the
grommet.

Remove
the
grommet from
the
manu-

al lever
by
cutting
off the
large shoul-

der with
a
sharp knife.
The
grommet

must
be
removed from
the
manual

lever
and a new one
installed each

time
the rod is
disconnected.

2.
Before installing
a
new grommet,

adjust
the
stop
pin to 1/2
inch
and

coat
the
outside
of the
grommet with

lubricant. Then, place
the
grommet
on

the stop
pin and
force
it
into
the
man-

ual lever hole. Turn
the
grommet
sev-

eral times
to be
sure
it is
properly

seated.

3.
Readjust
the
stop
pin to the
height shown
in Fig. 18. The pin

height
is
determined
by the
length
of

the
rod end
which
is to be
installed

into
the
grommet.
If the pin
height
is

not adjusted,
the
control
rod may be

pushed
too far
through
the
grommet

causing damage
to the
grommet
re-

taining
lip.

4.
With
the pin
height properly
ad-

justed, position
the
control
rod on the

tool
and
force
the rod
into
the
grom-

met until
the
groove
in the rod
seats

on
the
inner retaining
lip of the
grom-

met.
Be
sure
the rod
protrudes

through
the
grommet approximately

1/4 inch after installation.

CLEANING
AND
INSPECTION

CLEANING

TRANSMISSION

Clean
the
parts with suitable solvent

and
use
moisture-free
air to dry off all

the parts
and
clean
out oil
passages.

The composition clutch plates,

bands
and
synthetic seals should
not

be cleaned
in a
vapor degreaser
or
with
any
type
of
detergent solution.

To clean these parts, wipe them
off

with
a
lint-free cloth.
New
clutch

plates
or
bands should
be
soaked
in

transmission fluid
for
fifteen minutes

before
the
plates
or
bands
are as-

sembled.

CONVERTER

The converter cannot
be
disas-

sembled
for
cleaning.
If
there
is rea-
son
to
believe that
the
converter
con-

tains
an
excessive amount
of
foreign

material,
it
should
be
thoroughly

cleaned.
See the
instructions provided

with
the
Rotunda Automatic Trans-

mission Torque Converter
and
Cooler

Cleaner LRE-60081.

OIL COOLER

When
a
clutch
or
band failure
or

other internal trouble
has
occurred
inprocarmanuals.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

07-01-13

General Transmission Service

Tool -T59P-7902-C

or 7937-

(C4
and
C6)

STATOR CLUTCH INNER RACE

Split Fiber Bushing

END PLAY CHECK

Torque Wrench

Torque Wrench

Tool-T64L.790~2-A

C4 TRANSMISSION

STATOR CLUTCH CHECK

FIG. 20—Typical Converter Checking Tool—C4
and C6
Transmissions
D1842-Aprocarmanuals.com