1969 FORD MUSTANG section 18

06-03-06
Ford Design Four-Speed Transmission
06-03-06

BEARING

7C
SPEEDOMETER

DRIVE GEAR

172

OUTPUT

SHAFT

SEAL

SNAP RING 7Aon

SPEEDOMETER GEAR

DRIVE BALL

353351•S

BLOCKING RING

7107

FIRST AND SECOND

SPEED SYNCHRONIZER

7124

SECOND SPEED GEAR

7102

THIRD AND FOURTH

SPEED SYNCHRONIZER

•7124

SNAP RING - 7109

FIG.
7
7—Output Shaft Disassembled

and torque the retaining nuts to speci-

fication.

14.
Install the back-up light switch

on the control assembly.

15.
Slide the lower boot over the

shift control assembly and attach the

entire assembly to the extension hous-

ing with the three bolts.

16.
Install the two bolts securing

the gear shift lever to the control as-

sembly.

17.
Pull the top lip of the lower

boot over the edges of the floor pan

and secure the upper boot to the lower

boot and floor pan with the four re-

taining screws.

18.
Position the shift rods in the se-

lector levers and install the retainers.

19.
Adjust the shift linkage as out-

lined previously in this section.

20.
Check the operation of the shift
mechanism for smooth

Adjust as required.
cross-over.

INPUT SHAFT BEARING

1.
Remove the snap ring that se-

cures the bearing to the shaft (Fig.

14).

2.
Press the input shaft gear out of

the bearing as shown in Fig. 15.

3.
Press a new bearing onto the

input shaft with the tool shown in Fig.

15.

4.
Secure the bearing with a snap

ring.

SYNCHRONIZERS

1.
Push the synchronizer hub from

each synchronizer sleeve (Fig. 16).

2.
Separate the inserts and insert

springs from the hubs. Do not mix the

parts of the first and second-speed
C1529-C

synchronizer with the third and

fourth-speed synchronizer.

3.
Position the hub in the sleeve,

making sure that the alignment marks

are properly indexed.

4.
Place the three inserts into place

on the hub. Install the insert springs

making sure that the irregular surface

(hump) is seated in one of the inserts.

Do not stagger the springs.

COUNTERSHAFT GEAR

BEARINGS

1.
Remove the dummy
sKo.ft,
two

bearing retainer washers, and the 21

roller bearings (Fig. 17) from each

end of the countershaft gear.

2.
Coat the bore in each end of the

countershaft gear with grease.

3.
Hold the dummy shaft in the

gear and install the 21 roller bearingsprocarmanuals.com

06-03-09
Ford Design Four-Speed Transmission

06-03-09

24.
Place a detent plug (Fig. 5) in

the detent bore. Place the reverse shift

rail into neutral position.

25.
Coat the third and fourth-

speed shift rail interlock pin with

grease and position it in the shift rail.

26.
Align the third and fourth-

speed shift fork with the shift rail

bores and slide the shift rail into place

making sure that the three detents are

facing toward the outside of the case.

Place the front synchronizer into

third-speed position and install the set

screw in the third and fourth-speed

shift fork. Move the synchronizer to

the neutral position. Install the third

and fourth-speed shift rail detent plug,

spring and bolt in the left side of the

transmission case (Fig. 5). Place the

interlock plug (tapered ends) in the

detent case.

27.
Align the first and second-

speed shift fork with the case bores

and slide the shift rail into place. Se-

cure the fork with the set screw.

28.
Coat the input gear bore with a

thin film of grease, then install the 15

roller bearings in the bore. A thick

film of grease could plug the lubricant

holes and restrict lubrication of the

bearings.

29.
Position the front blocking ring

in the third and fourth-speed synchro-

nizer.

Place the input shaft gear in the

transmission case making sure that

the output shaft pilot enters the roller

bearings in the input gear.

30.
Place a new gasket on the input

shaft bearing retainer. Dip the attach-

ing bolts in sealer and install and

tighten them to specifications.

31.
Install the output shaft bearing

as shown in Fig. 21. Install the snap

ring to retain the bearing.

32.
On some transmissions, position

the speedometer gear iometer drive

gear retaining clip on the output shaft

with the lower tang in the retaining

hole.
Align the groove in the gear with

the clip and slide the gear forward

until the upper tang on the clip locks

the gear (Fig. 4).

33.
Place the transmission in a ver-

tical position as shown in Fig. 22.

Align the countershaft gear bore and

thrust washers with the bore in the

case.
Install the countershaft.

34.
Use a new gasket and secure

the extension housing to the case with

the attaching screws. Use a sealer on

the extension housing attaching

screws. Torque the screws to specifica-

tions.

35.
Install the filler plug and drain

plug (if so equipped) in the case if

they were removed. Make sure that
COUNTIERSHAFT

7111

RETAINER WASHER

378559 • S

THRUST WASHER -7119

THRUST

WASHER

7119
ROLLER BEARINGS- 7121(21)

COUNTERSHAFT GEAR - 7113

ROLLER BEARINGS'7121(21)

RETAINER

WASHER

378559 • S

FIG. 17—Countershaft Gear Disassembled
C2081-A

REVERSE IDLER

GEAR SHAFT

7140

ROLLER BEARINGS

7D271 22)

THRUST WASHER

7149

RETAINER

WASHER

351529 - S

REVERSE IDLER GEAR -7142

'REVERSE SLIDING GEAR • 7D223

•THRUST WASHER • 7149

FIG. 78—Reverse Idler Gear Disassembled
C2082-A

the magnetic plug (if so equipped) is

installed in the bottom of the case.

36.
Pour the specified lubricant

over the entire gear train while rotat-

ing the input shaft.

37.
Place each shift fork in all posi-

tions to make sure that they operate

properly.

38.
Install the remaining detent

plug in the case. Install the long

spring (which is retained by the case)
to secure the detent plug.

39.
Use a new cover gasket and in-

stall the cover. Coat the cover attach-

ing screws with sealer and install and

tighten them to specifications.

40.
Coat the third- and fourth-

speed shift rail plug bore with a sealer

and install a new expansion plug.

41.
If the extension housing bush-

ing and seal are to be replaced, refer

to Section 1.procarmanuals.com

07-01-04
General Transmission Service

07-01-04

taching bolts to the proper torque. If

necessary, replace the gasket.

Check the fluid filler tube connec-

tion at the transmission case or pan.

If leakage is found here, install a new

O-ring or tighten the fitting to the

specified torque.

Check the fluid lines and fittings

between the transmission and the

cooler in the radiator tank for loose-

ness,
wear, or damage. If leakage can-

not be stopped by tightening a fitting,

replace the damaged parts.

Check the engine coolant in the ra-

diator. If transmission fluid is present

in the coolant, the cooler in the radia-

tor is probably leaking.

The cooler can be further checked

for leaks by disconnecting the lines

from the cooler fittings and applying

50-75 psi air pressure to the fittings.

Remove the radiator cap to relieve the

pressure build at the exterior of the oil

cooler tank. If the cooler is leaking

and will not hold this pressure the

cooler must be replaced. Cooler re-

placement is described in the Cooling

System Section of Group 11.

If leakage is found at either the

downshift control lever shaft or the

manual lever shaft, replace either or

both seals.

Inspect the pipe plug on the left

side of the transmission case at the

front. If the plug shows leakage, tor-

que the plug to specifications. If tight-

ening does not stop the leaks, replace

the plug. On a C6 transmission, a TV

pressure plug is also provided on the

right rear side of the case.

When converter drain plugs leak,

remove drain plugs with a six-point

wrench. Coat the threads with FoMo-

Co Perfect Seal Sealing Compound or

its equivalent, and install the plugs.

Torque the drain plugs to specifica-

tion. Fluid leakage from the converter

housing may be caused by engine oil

leaking past the rear main bearing or

from oil gallery plugs, or power steer-

ing oil leakage from steering system.

Be sure to determine the exact cause

of the leak before repair procedures

are started.

Oil-soluble aniline or fluorescent dyes

premixed at the rate of 1/2 teaspoon

of dye powder to 1/2 pint of transmis-

sion fluid have proved helpful in locat-

ing the source of the fluid leakage.

Such dyes may be used to determine

whether an engine oil or transmission

fluid leak is present or if the fluid in

the oil cooler leaks into the engine

coolant system. A black light, how-

ever, must be used with the fluorescent

dye solution.
DISHED OR

FLAT WASHER

" O.D.,
a" STEEL PLATE

5/8"X \W,

DRILL TO SUIT
HEX. HEAD SCREW

3/8"-24 X Vl

HEX. NUT W—
24

WELD

TOGETHER

WING
NUT

>/2"_13
THREAD

CHAIN,
10"
LONG
RUBBER PLUG

1
Vi" DIA. X 2"

LONG Vl"

HOLE THRU

APPROXIMATELY

40 DUROMETER
FLAT WASHER

Vs" O.D.

PLUG

VALVE
STANDARD BOLT

W-13
X 4Vl"

LONG SQUARE

THREAD
END

REMOVE HEAD

AND WELD
TO

WASHER

STANDARD 1/8" FITTING-87971-S FOR

RETAPPED DRAIN PLUG THREADS-USE

1/4" OVERSIZE FITTING-87973-S

D 1067-B
WELD TOGETHER

SECURELY—MUST

NOT LEAK

FIG. 2—Converter Leak Checking Tool

CONVERTER LEAKAGE

CHECK

If there are indications that the

welds on the torque converter are

leaking, the converter will have to be

removed and the following check

made before the unit is replaced.

A leak checking tool (Fig. 2) can be

made from standard parts. The tool

can be used to check all converters.

1.
Install the plug in the converter

(Fig. 3) and expand it by tightening

the wing nut. Attach the safety chains.

2.
Install the air valve in one of the

drain plug holes.

3.
Introduce air pressure into the

converter. Check the pressure with a

tire gauge and adjust it to 20 psi.

4.
Place the converter in a tank of

water. Observe the weld areas for

bubbles. If no bubbles are observed, it

may be assumed that the welds are

not leaking.

ENGINE IDLE SPEED CHECK

Check and, if necessary, adjust the

engine idle speed, using the procedure

given in Group 10.

If the idle speed is too low, the en-

gine will run roughly. An idle speed

that is too high will cause the vehicle

to creep, have harsh engagements and

harsh closed-throttle downshifts.
ANTI-STALL DASHPOT

CLEARANCE CHECK

After the engine idle speed has been

properly adjusted, check the anti-stall

dashpot clearance. Follow the proce-

dure given in Group 10 for checking

and adjusting this clearance.

MANUAL LINKAGE CHECKS

Correct manual linkage adjustment

is necessary to position the manual

valve for proper fluid pressure direc-

tion to the different transmission com-

ponents. Improperly adjusted manual

Tire Pressure Gauge

D1921-A

FIG. 3—Converter Leak Checking

Tool Installationprocarmanuals.com

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

07-01-08
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

07-01-15

General Transmission Service

07-01-15

GOVERNOR

DRIVE BALL

POCKET

FRONT PUMP AND STATOR

SUPPORT SHAFT

D1922-A

FIG. 22—Stator to Impeller

Interference Check

snap rings are available in several

thicknesses for this purpose.

7.
Inspect the rubber seal and stop

ring at the front of the output shaft

spline. If wear or damage is evident,

replace the parts.

8. Inspect the primary sun gear for

broken or worn teeth. Inspect all

thrust surfaces and journals for scores.

Check all fluid passages (Fig. 26) for

obstructions and leakage. Inspect the

seal ring grooves for burrs.

9. Inspect the sun gear shaft splines

for burrs and wear.

10.
Check the fit of the seal rings

in the grooves of the shaft. The rings

should enter the grooves freely with-

out bind.

11.
Check the fit of the seal rings

in their respective bores. If equipped

with cast iron seal rings, a clearance

of 0.002-0.009 inch should exist be-

tween the ends of the rings.

INPUT SHAFT

FRONT PUMP AND

STATOR SUPPORT

SHAFT

CONVERTER

ASSEMBLY

D1923-A
TEAR DROP

D1935-A

FIG. 24—Correct Position of

Output Shaft Aluminum Sleeve

D1936-A

FIG. 25—Checking Output

Shaft Snap Ring Clearance
12.
Install the seal rings on the

shaft, and check for free movement in

the grooves.

PINION CARRIER, ONE-WAY

CLUTCH AND CENTER

SUPPORT (FMX

TRANSMISSION)

1.
Inspect the clutch outer race,

inner race, band surface, pinion gears,

bearings, and thrust washer (Fig. 27)

for roughness.

2.
Inspect the center support bush-

ing for roughness.

3.
Inspect the one-way clutch cage

rollers and springs for excessive wear

or damage.

PINION CARRIERS (C4 or

C6 TRANSMISSIONS)

Individual parts of the planet car-

riers are not serviceable.

1.
The pins and shafts in the planet

assemblies should be checked for loose

fit and/or complete disengagement.

Use a new planet assembly if either

condition exists. Before installing a

planet assembly, the shaft retaining

pins should be checked for adequate

staking. If staking does not appear

adequate, the pins should be restaked

before installation. When restaking,

the retaining pins must not be driven

into the carrier any further than 0.040

inch below the surface of the carrier.

2.
Inspect the pinion gears for dam-

aged or excessively worn teeth.

3.
Check for free rotation of the

pinion gears.

EXTENSION HOUSING

1.
Inspect the housing for cracks.

Inspect the gasket surface for burrs or

warpage.

2.
Inspect the bushing for scores or

wear.

3.
Inspect the rear seal for hard-

ness,
cracks, or wear. If the seal

FRONT LUBRICATION REAR LUBRICATION

CLUTCH \ CLUTCH
LUBRICATION

FRONT CLUTCH

D1937-A

FIG. 23—Stator to Turbine

Interference Check
FIG. 26—Primary Sun Gear Shaft—Cross Sectional Viewprocarmanuals.com

07-02-04
C4 Automatic Transmission

07-02-04

The transmission consists essentially

of a torque converter, planetary gear

train, two multiple disc clutches, a
one-way clutch and a hydraulic con-

trol system (Fig. 3).

The only adjustments on the trans-
mission proper are the intermediate

and low-reverse bands.

TRANSMISSION

MANUAL LEVER
2 IN-VEHICLE ADJUSTMENTS
AND
REPAIRS

CONTROL LINKAGE ADJUSTMENTS

The transmission control linkage

adjustments should be performed in

the order in which they appear in this

section of the manual.

THROTTLE AND DOWNSHIFT

LINKAGE ADJUSTMENTS

Adjusting the throttle linkage is im-

portant to be certain the throttle and

kickdown systems are properly adjust-

ed. The kickdown system should come

in when the accelerator is pressed

through detent, and not before detent.

Refer to Group 10 for detailed

throttle and downshift linkage adjust-

ment procedures.

MANUAL LINKAGE

ADJUSTMENTS

Column Shift

1.
Place the selector lever in the D

position tight against the D stop.

2.
Loosen the shift rod adjusting

nut at point A (Fig. 4 or 5).

3.
Shift the manual lever at the

transmission into the D detent posi-

tion, third from the rear.

4.
Make sure that the selector lever

has not moved from the D stop; then,

tighten the nut at point A to 10-20 ft-

lbs.

5.
Check the transmission operation

for all selector lever detent positions.

Console Shift

1.
Position the transmission selec-

tor lever in D position.

2.
Raise the vehicle and loosen the

manual lever shift rod retaining nut

(Fig. 6, 7 or 8). Move the transmis-

sion manual lever to the D position,

fourth detent position from the back

of the transmission.

3.
With the transmission selector

lever and manual lever in the D posi-

tions,
torque the attaching nut 10 to

20 ft-lbs.

4.
Check the operation of the trans-

mission in each selector lever position.

NEUTRAL START SWITCH

ADJUSTMENT—CONSOLE SHIFT

On vehicles equipped with a

column-mounted neutral start switch,

refer to Part 7-1, Section 2, for the

adjustment procedures.

FORD-METEOR

1.
With the manual linkage proper-
COLUMN SHIFT LEVER

D2020-A

FIG.
4—Manual
Linkage—Column Shift—Ford
and
Meteor

"COLUMN

SHIFT LEVER

POINT
A

SHIFT
ROD

D2021-A

FIG.
5—Typical
Manual Linkage—Column
Shift—Fairlane,

Falcon
and
Montego

ly adjusted, check the starter en-

gagement circuit in all positions. The

circuit must be open in all drive posi-

tions and closed only in park and neu-

tral.

2.
Remove the four screws and

plates securing the selector lever

handle to the lever. Remove the

handle and detent control.

3.
Remove two screws from the

rear of the console top panel. Pull the

panel back to unhook it from the

front of the console and remove the

panel.

4.
Loosen the two combination

starter neutral and back-up light

switch attaching screws (Fig. 9).

5.
Move the selector lever back and
forth until the gauge pin (No. 43 drill)

can be fully inserted into the gauge

pin holes (Fig. 9).

6. Place the transmission selector

lever firmly against the stop of the

neutral detent position.

7.
Slide the combination starter

neutral and back-up light switch for-

ward or rearward as required, until

the switch lever contacts the selector

lever actuator. If an adjustment can

not be made by rotating the switch,

loosen the actuator lever attaching

bolt and adjust the lever (Fig. 9).

8. Tighten the neutral start switch

attaching screws. If the actuator lever

was adjusted, tighten the actuator

lever bolt to 6-10 ft-lbs.procarmanuals.com