1988 PONTIAC FIERO engine coolant

6E-8 DRIVEABILITY AND EMISSIONS - FUEL INJECTION
Throttle Position Sensor (TPO) Coolant Q~erature
Values read will be the voltage as seen by the Engine
temperature is displayed in Celsius
ECM. The voltage should be the TPS specification degrees.
After the engine is started, temperature
with the throttle closed and go up to about 5 volts should
rise steadily to about
85-95" C, then stabilize
with throttle wide open
(WOT). when the thermostat opens.
Throttle Angle
Displayed, in percent, is the amount the throttle is
open. 0% is closed throttle, 100% is wide open throttle.
Oxygen (Of) Sensor
The reading will be read out in millivolts (mv)
with a range from 1 to 999 mv. If the reading is
consistently below 350 (350 mv), the fuel system
is
running lean as seen by the ECM; and if the reading is
consistently above 550 (550 mv), the system is
running rich.
In this position, information is used for assembly
verification only. PROM ID is useful only when the
vehicle
is equipped with the original ECM and PROM
or Mem-Cal.
Reading displays engine rpm. It is often useful if
extra reference pulses are suspected. A sudden high
rpm indication while at a steady throttle would
indicate electrical interference
(EMI) in the reference
circuit. This interference
is usually caused by ECM
wires too close to ignition secondary wires or an open
distributor ground circuit.
Displayed is vehicle speed, useful in checking TCC
application speed or speedometer accuracy.
MAF
This displays the amount of air passing the Mass
Air Flow
(MAF) sensor, in grams per second. It is
useful when comparing the airflow between a problem
vehicle and a known good one. Normal readings at
idle are about
4 to 8 grams. If a MAF code is set, this
reading will display the ECM default value.
This display should be the same as MAF when
there are no failures in the MAP sensor circuit. When
an MAF code is set, however, this value will not
change, and will indicate the
grn/sec that the failure
has detected.
Manifold Air Temperature (MAT) Sensor
This displays temperature of the intake manifold
air. It should read close to ambient air temperature
when the engine is cold, and rise as underhood and
engine temperatures increase.
Manifold Absolute Pressure (MAP)
The MAP sensor produces a low signal voltage
when manifold pressure is low (high vacuum) and a
high voltage when the pressure is high (low vacuum).
With the ignition "ON" and the engine stopped,
I
the manifold pressure is equal to atmospheric
pressure, and the signal voltage will be high. This 1
information is used by the ECM as an indication of
vehicle altitude and is referred to as BARO.
Comparison of this
BARO reading with a known good
vehicle with the same sensor is a good way to check
accuracy of a "suspect" sensor
*. Readings should be
the same
+ .4 volt. I
* A MAP sensor has a colored plastic insert visible I I
in the connector cavity. Sensors with the same insert I
color are identical in calibration. The harness I
I
electrical connector color also should be the same as 1 the sensor insert color.
I Vacuum (Differential Pressure) Sensor
The vacuum sensor produces a low signal voltage
when manifold vacuum is low, and a high voltage
when the vacuum is high.
With the ignition "ON" and the engine stopped,
there is no vacuum, so the voltage is low (under
1
volt). With the engine idling the vacuum is high so the
voltage is high (over
3 volts).
A vacuum sensor has a colored plastic insert
visible in the connector cavity. Sensors with the same
insert color are identical in calibration. The harness
electrical connector color also should be the same as
the sensor insert color.
This displays barometric pressure. The ECM uses
this information to adjust for altitude and pressure.
This value will vary depending on barometric
pressure and altitude. Some vehicles use a dedicated
bar0 sensor, while others take a MAP reading before
the engine is started, and at various times during
engine operation.

DRIVEABILITY AND EMISSIONS - FUEL INJEC"F0N 6E-11
@ A/% "On" or "Off" r Air Management
r Engine Coolant Temwrature r Canister Purge
@ Engine crank signal r Exhaust Gas Recirculation (EGR)
@ Exhaust Oxygen(02) Sensor @ Electronic Spark Timing (EST)
r Distributor Reference @ Fuel Control
@ Crankshaft Position @ Idle Air Control (lAC)
@ Engine Speed (RPM) Transmission Converter Clutch (TCC)
Manifold Absolute Pressure (MAP)
@ Park Neutral Switch (PB) Position @ Electric Fuel Pump
r System Voltage Air Conditioning
r Throttle Position (TPS) @ Engine Cooling Fan
r Transmission Gear Position
r Vehicle Speed (VSS) @ "Service Engine Soon" Light
@ Fuel Pump Voltage @ Diagnostic Terminal (ALDL)
r Power Steering Pressure @ Data Output (ALDL)
Mass Air Flow (MAF) @ Electronic Spark Control (ESC)
@ Manifold Air Temperature (MAT) @ Early Fuel Evaporation (EFE)
r EGR Vacuum @ Idle Speed (ISC, ILC,)
@ Engine Knock (ESC)
r Differential Pressure (VAC) 6-1-87
*7S
3429- 6E
Figure
4 - ECM Operating Conditions Sensed and Systems Controlled
driveaway. This system is not used on all engines and Electric Cooling Fan Control
may or may not be controlled by the ECM.
Under certain conditions, the
ECM may control
Exhaust Gas Recirculation (ECR) the electric cooling fan to cool the engine and A/C
condenser. At cruising speed, the ECM may turn the
The
EGR system uses a valve to feed a small fan
off for better fuel economy. This control is on
amount of exhaust gas back into the intake manifold transverse
engine front wheel drive vehicles.
to control formation of
NO,.
Positive Crankcase Ventilation (PCV) or
Transmission Converter
Clutch (TCC) Crankcase Ventilation (CV)
The TCC is ECM controlled and is used on all
engines with an automatic transmission. This system
reduces slippage losses in the torque converter by
coupling the engine flywheel to the output shaft of the
transmission.
Shift Light Control
The ECM controls the shift light on some manual
transmission vehicles to indicate the best shift point
for maximum fuel economy. This control is not on all
applications.
NC Clutch Control
The ECM may control the AJC clutch on the
compressor to improve idle quality. This control is not
on all engines. The
PCV or CV system passes crankcase vapors
into the intake manifold. This system is not controlled
by the
ECM and is used on all engines.
Thermostatic Air Cleaner (THERMAC)
The THERMAC system regulates heated air
through the air cleaner to provide uniform inlet air
temperature, which gives good driveability under
various climatic conditions. This system is not
controlled by the
ECM.
ABBREVIATIONS AND GLOSSARY OF TERMS
Abbreviations used in this section are listed below
in alphabetical order with an explanation of the
abbreviation. There are some variations in the use of
periods and in capitalization (as mph,
m.p.h., Mph,

6E-12 DRIVEABILITY AND EMISSIONS - FUEL INJECUION
and MPH) for abbreviations used in this Section, but
all types are acceptable.
NA/F - AI WFUEL (NF RATIO)
A.I.R.
- AIR INJECTOR REACTION SYSTEM - Air
flow from pump is directed into engine exhaust
manifold
and/or converter to reduce exhaust
emissions.
ALDL - ASSEMBLY LINE DIAGNOSTIC LINK - Used
at assembly to evaluate Computer Command Control,
and for service to flash the "Service Engine Soon"
light
if there are trouble codes. It also is used by
"Scan" tools to obtain ECM serial data.
BARO - BAROMETRIC ABSOLUTE PRESSURE
SENSOR
- Reads atmospheric pressure.
B + - Battery Positive Terminal (12 Volts) or
system voltage with the engine running
(approximately 13.8
v.)
CALPAK - A device used with fuel injection to
allow fuel delivery in the event of a PROM or ECM
malfunction.
CALIBRATOR - (PROM) - An electronic component
that can be
specifically programmed to meet engine
operating requirements for a
specific vehicle model.
It plugs into the Engine Control Module
(ECM).
CCC - COMPUTER COMMAND CONTROL - has an
electronic control module to control airlfuel and
emission systems.
CLCC - CLOSED LOOP CARBURETOR CONTROL -
Used to describe oxygen sensor to ECM to MIC
solenoid circuit operation.
C3I - Computer Controlled Coil Ignition. Produces
the ignition spark without the aid of an ignition
distributor.
CCP - CONTROLLED CANISTER PURGE - ECM
controlled solenoid valve that permits manifold
vacuum to purge the evaporative emissions from the
charcoal canister.
CID - CUBIC INCH DISPLACEMENT - Used to
describe engine size.
UL OR ULOOP - "CLOSED LOOP" - Describes ECM
fuel control when using oxygen sensor information.
COOLANT TEMPERATURE SENSOR - Device that
senses the engine coolant temperature, and passes
that information to the engine control module.
CONV. - CATALYTIC CONVERTER, THREE-WAY -
EXHAUST CONVERTER. Containing platinum and
palladium to speed up conversion of
HC and CO, and
rhodium to accelerate conversion of NO,.
CO - CARBON MONOXIDE - One of the pollutants
found in engine exhaust.
6V - CRANKCASE VENTlhaflON - Prevents fumes
in crankcase from passing into the atmosphere, by
drawing them into the intake manifold and burning
them in the the combustion process.
DIAGNOSTIC CODE - Pair of numbers obtained
from flashing "Service Engine Soon" light or
displaying on a "Scan" tool. This code can be used to
determine the system malfunction.
DIAGNOSTIC TERM. - Lead of ALDL Connector
which is grounded to get a Trouble Code.
It is
grounded with the engine running to enter the "Field
Service Mode".
DIS - Direct Ignition System. Produces the
ignition spark without the aid of an ignition
distributor.
DVM (10 Meg.) - Digital Voltmeter with 10 Million
ohms resistance
- used for measurement in electronic
systems.
DWELL - The amount of time (recorded on a dwell
meter in degrees of crankshaft rotation) that current
passes through a closed switch; for example, ignition
contact points or internal switch in an electronic
control module.
EAC - ELECTRIC AIR CONTROL - Used on A.I.R.
system to direct air flow to air switching valve or to
atmosphere.
EAS - ELECTRIC AIR SWITCHING - used to direct air
flow to catalytic converter or exhaust ports of the
engine.
ECM - ENGINE CONTROL MODULE (ELECTRONIC) -
A metal case (located in passenger compartment)
containing electronic circuitry which electrically
controls and monitors airlfuel and emission systems
on computer command control, and turns
"ON" the
"Service Engine Soon" light when a malfunction
occurs in the system.
EFI - ELECTRONIC FUEL INJECTION - Computer
Command Control using throttle body fuel injection.
EGR - EXHAUST GAP REClRCUbATlON - Method of
reducing NO, emission levels by causing exhaust gas
to be added to airlfuel mixture in combustion
chamber, thus cooling combustion.
EECS - EVAPORATIVE EMISSIONS CONTROL
SYSTEM
- Used to prevent gasoline vapors in the fuel
tank from entering the atmosphere.
EFE - EARLY FUEL EVAPORATION - Method of
warming the intake manifold during cold engine
operation. Provides efficient airlfuel mixing.
ENERGIZEIDE-ENERGIZE - When current is passed
through a coil (energized) such as the canister purge
solenoid, the plunger is pulled into the solenoid.

DRIVEABILIW AND EMISSIONS - FUEL INJECTION 6E-13
When the voltage to the solenoid is turned off, (de-
energized), a spring raises the plunger.
ESC - ELECTRONIC SPARK CONTROL - Used to
sense detonation and retard spark advance when
detonation occurs.
EST - ELECTRONIC SPARK TIMING - ECM
controlled timing of ignition spark.
EVRV - ELECTRONIC VACUUM REGULAWR
VALVE - Controls EGR vacuum.
FED - FEDEWL - VehicleIEngine available in all
states except California.
GROUND - The negative (-) side of the battery.
Also could be a wire (conductor) shorted to ground.
HC - HYDROCARBONS - One of the pollutants
found in engine exhaust.
HIGH IMPEDANCE VOLTMETER - Mas high
opposition to the flow of electrical current.
Good for
reading circuits with low current flow, such as found
in electronic systems because it allows tests to be
made without affecting the circuit.
HE1 - HIGH ENERGY IGNITION - A distributor that
uses an electronic module and pick-up coil in place of
contact points.
Hg - MERCURY - A calibration material used as a
standard for vacuum measurement.
IAC - IDLE AIR CONTROL - A valve installed in the
throttle body of fuel injected systems and controlled by
the ECM to regulate idle speed.
IDEAL MIXWRE - The airlfuel ratio which provides
the best performance, while maintaining maximum
conversion of exhaust emissions. Typically it is
14.7:1.
ID1 - INTEGRATED DIRECT IGNITION - Produces the
ignition spark without the aid of an ignition
distributor or spark plug wires.
IDLE AIR BLEED VALVE - Controls the amount of
air let into the idle fuel mixture prior to the mixture
entering the carburetor idle system, when the
MIC
solenoid is energized.
ILC - IDLE LOAD COMPENSATOR - Device used to
control throttle angle during long deceleration, such
as coasting down a long grade; it extends at wide open
throttle position or to prevent engine stalls at idle.
INPUTS - Information from sources (such as
coolant temperature sensors, exhaust oxygen sensor,
etc.) to the ECM that indicate how the systems are
performing.
INTERMITTENT - Occurs now and then; not
continuously. In electrical circuits, refers to
occasional open, short, or ground.
I.P. - INSTRUMENT PANEL
ISC - IDLE SPEED CONTROL - Regulates throttle
valve position to control idle speed. Idle speed is
controlled by the ECM and is not adjustable.
KMIHR - KILOMEnR PER HOUR - A metric unit
measuring speed needed to travel distance of one
kilometer (1000 meters) in one hour.
L - LITER - A metric unit of capacity.
L4 - FOUR CYLINDER IN-LINE ENGINE
MAF - MASS AIR FLOW - Sensor which measures
the amount of air entering the engine.
MALFUNCTION - A problem that causes the
system to operate incorrectly. Typical malfunctions
are wiring harness opens or shorts, failed sensors or
circuit components.
MANIFOLD VACUUM SENSOR - Indicates vacuum
in the intake manifold by measuring the pressure in
intake manifold in relation to barometric pressure. It
is also called a differential pressure sensor because
it
measures the difference between the two pressures. It
puts out a voltage which is highest when the vacuum
is highest. The maximum voltage is between 4 and 5
volts.
MAP - MANIFOLD ABSOLUTE PRESSURE SENSOR -
Reads pressure changes in intake manifold with
reference to zero pressure. It puts out a voltage which
is highest when the pressure is highest. The
maximum voltage is between
4 and 5 volts.
MAT - Manifold Air Temperature Sensor.
Measures temperature of air in the intake manifold.
MIC - MIXTURE CONTROL
MEM-CAL
- MEMORY CALIBRATOR - Contains
specific calibrations to meet the requirements of a
specific engine.
MFI - MULTlPORT FUEL INJECnON - Individual
injectors for each cylinder are mounted in the intake
manifold. The injectors are fired in groups rather than
individually.
MIXTURE CONTROL (MIC) SOLENOID - Device,
installed in carburetor, to regulate the airlfuel ratio.
MODE - A particular state of operation.
MPH - MILES PER HOUR - A unit measuring speed
needed to travel distance of one mile (5280 feet) in one
hour.
N.C. - NORMALLY CLOSED - State of relay contacts
or solenoid plunger when no voltage is applied.
N-rn - NEWTON METER (Torque) - A metric unit
describing force.

700-R4-2 HYDRAULIC DIAGNOSIS
R - Reverse allows the vehicle to be operated in
a rearward direction.
N - Neutral allows the engine to be started and
operated without driving the vehicle. If necessary this
position may be selected if the engine must be restarted
with the vehicle moving.
D - Overdrive is used for all normal driving
conditions. It provides four gear ratios plus converter
clutch operation. Downshifts are available for safe
passing by depressing the accelerator.
D - Drive position is used for city traffic, hilly
terrain, and trailer towing. It provides three gear
ranges. Again, downshifts are available by depressing
the accelerator.
2 - Manual second is used to provide acceleration
and engine braking. This range may be selected at any
vehicle speed.
1 - Manual Lo is used to provide maximum
engine
brlking. This range may also be selected at any
vehicle speed.
DIAGNOSIS INFORMATION
ROAD TEST PROCEDURE
e Perform the road test following the sequence
given
e MPH (KPH) shift points will vary with actual
throttle position and driver habits
e Compare the results of the test with speed shift
chart information. Use these results with the
diagnosis information contained in this
Automatic Transmission Hydraulic Diagnosis
Section to evaluate the transmission.
e This test should only be performed when traffic
and road conditions permit
e Observe all traffic safety regulations
Drive and Reverse Engagement Shift Check
1. Start engine
2. Depress brake pedal
3. Move gear selector:
- "Park" (P) to "Reverse" (R)
- "Reverse" (R) to "Neutral"
(N) to "Drive" (D)
Gear selections should be immediate and
not harsh.
Upshifts and Torque Converter Clutch (TCC)
Apply (Figure
2)
With gear selector in "Overdrive" (D)
1. Accelerate using a steady increasing throttle
pressure
2. Note the shift speed point gear engagements for:
- 2nd gear
- 3rd gear
- Overdrive
3. Note the speed shift point for TCC apply. This
should occur while in third gear or overdrive. If
the apply is not noticed, refer to the Preliminary
Torque Converter Clutch Diagnosis information
contained in this section of the Service Manual.
Important
The torque converter clutch will not engage if
engine coolant has not reached a minimum
operating temperature of approximately 54°C
(1 30°F).
Part Throttle Downshift
At vehicle speeds of 40-55 MPH (64-88
KPH) quickly depressed the accelerator to
a half open position and observe:
- TCC releases
- Transmission downshift to 3rd gear
immediately
Full Throttle (Detent) Downshift
At vehicle speeds of 48-55 MPH (77-88
KPH) quickly depress the accelerator to a
wide open position and observe:
- TCC releases
- Transmission downshifts to 2nd gear
immediately
Manual Downshift
1. At vehicle speeds of 40-55 MPH (64 to 88 KPH)
release the accelerator pedal while moving the
gear selector to "Third" gear (D) and observe:
- TCC release
- Transmission downshift to 3rd gear should
be immediate
- Engine should slow vehicle down
2. Move gear selector to "Overdrive" and accelerate
to 40-45 MPH (64-72 KPH). Release the
accelerator pedal while moving the gear selector
to "Second" gear (2) and observe.
- TCC release
- Downshift to second gear should be
immediate
- Engine should slow vehicle down
3. Move gear selector to "Overdrive" (D) and
accelerate to 25 MPH (40 KPH). Release the
accelerator pedal while moving the gear selector
to "First" gear (1) and observe:
- TCC release
- Transmission downshift to 1st gear should
be immediate
- Engine should slow vehicle down
Coastdown Downshift
1. With the gear selector in "Overdrive" (D)
accelerate to 4th gear with TCC applied.
2. Release the accelerator pedal and lightly apply
the brakes to observe:
- TCC release
- Shift points for downshifts.
Manual Gear Range Selection
MANUAL THIRD (D)
1. With vehicle stopped, place gear selector in
"Third" (D) and accelerate to observe:

700-R4-8 HYDRAULIC DIAGNOSIS
OIL LEAK - Low bolt torque.
- Cut or damaged oil pan gasket.
To Correctly Identify Oil
Leaks, Perform the Following
T.V. Cable Connector - Connector cocked and interfering with
Procedure:
- Connector cracked.
0 Clean all residual oil from - Seal missing, cut or damaged.
the transmission with
elec-
tramotive cleanser or equiv- - Fill tube cracked or damaged.
alent.
- Seal missing, cut, or damaged.
0 Dust the transmission with 0 Electrical Connector - Electrical connector cracked.
leak tracing powder or spray
- Seal missing, cut or damaged.
foot powder.
@ Manual Shaft - Manual shaft nicked or damaged.
Bring the engine to normal
- Manual shaft seal assembly missing, cut
operating temperature.
Turn the engine off and Governor Cover
- Gaps in sealant. (Remove & Reseal.)
let the vehicle set for
Speedo Fitting
- Low bolt torque.
- Seal missing, cut or damaged.
Check for leaks.
@ Servo Cover
Cooler Fittings
- Cracked fitting.
0 Converter Assembly - Hub or seam weld leak.
- Oil overfill.
- Engine coolant in transmissio
0 Oil Pump Assembly
Rear Extension
- Damaged extension to case seal.
Figure
6 Diagnosis Chart A

TORQUE CONVERTER CLUTCH (TCC)
DIAGNOSIS
To properly diagnose the Torque Converter
Clutch (TCC) system, perform all electrical
testing first and then the hydraulic testing. Refer
to the Torque Converter Section
6E2-C8 for
additional information.
The TCC is applied by fluid pressure which is
controlled by a solenoid located inside the Automatic
Transmission assembly. The solenoid is energized or
released by making or breaking an electrical circuit
through a combination of switches and sensors.
TCC Electrical Diagnosis
e For electrical diagnosis of TCC, refer to the
specific vehicle section in Section
8A, Electrical
Diagnosis.
e For diagnosis of emission control related
components of TCC, Refer to the specific section
of
6E, Driveability and Emissions.
e For the diagnosis of TCC Hydraulic Controls,
refer to the Procedure and Wiring Diagrams
provided in this section.
Functional Check Procedure
rn Inspect
1. Install a tachometer
2. Operate the vehicle until proper operating
temperature is reached
3. Drive vehicle at 50-55 mph (80-88 Km/h) with
light throttle (road load)
4. Maintaining throttle lightly touch the brake
pedal and check for a slight bump when the TCC
releases and a slight increase in engine RPM.
5. Release the brake, slowly accelerate and check for
a re-apply of the converter clutch and a slight
decrease in engine RPM.
Preliminary Checking Procedure
The purpose of the preliminary checking
procedure is to isolate external (electrical) problems
from internal (electrical or mechanical) ones.
Important
e Use only a scale type ohmmeter. High impedance
type ohmmeters and those with a digital readout
will not work.
e An ALCL scanner may be used to verify the
electrical circuit. Remember, a completed circuit
does not indicate that the solenoid will apply.
e Do not bench test using an automotive type
battery. Accidentally crossed wires will damage
the internal diodes of the TCC solenoid.
HYDRAULIC DIAGNOSIS 700-R4-61
External Controls
rn Inspect
e Connect voltmeter between transmission
connector and ground.
e Turn key "ON"
e If 0 or low voltage is found, refer to Sections 6E
and 8A for electrical diagnosis.
e If 12 volts are present at the connector, refer to
the TCC hydraulic diagnosis.
TORQUE CONVERTER EVALUATION
Torque Converter Stator
The Torque Converter Stator roller clutch can
have one of two different type malfunctions:
A. Stator Assembly freewheels in both
directions.
B. Stator Assembly remains locked up at all
times.
Condition A-Poor Acceleration Low Speed
The vehicle tends to have poor acceleration from
a standstill. At speeds above 30-35 mph (50-55
km/h),
the car may act normal. If poor acceleration is noted,
it should first be determined that the exhaust system
is not blocked, the engine timing is correct and the
transmission is in first
(1st) gear when starting out.
If the engine freely accelerates to high
r.p.m. in
"NEUTRAL" (N), it can be assumed that the engine
and exhaust system are normal. Checking for poor
performance in "Drive" and Reverse will help
determine if the stator is freewheeling at all times.
Condition B-Poor Acceleration High Speed
Engine r.p.m. and car speed limited or restricted
at high speeds. Performance when accelerating from a
standstill is normal. Engine may over-heat. Visual
examination of the converter may reveal a blue color
from over-heating.
If the converter has been removed, the stator
roller clutch can be checked by inserting a finger into
the splined inner race of the roller clutch and trying to
turn the race in both directions. The inner race should
turn freely clockwise, but not turn or be very difficult
to turn counterclockwise.
The Converter Should Be Replaced If:
e Leaks externally, such as at the hub weld area.
e Converter has an imbalance which cannot be
corrected. (Refer to Converter Vibration Test
Procedure).
e Converter is contaminated with engine coolant
containing antifreeze.
The Converter Should Not Be Replaced If:
e The oil has an odor, is discolored, and there is no
evidence of metal or clutch facing particles.
e The threads in one or more of the three converter
bolt holes are damaged.
- Correct with thread insert. (Refer to Section
6A).

AUTOMATIC TRANSMISSION 700-R4-55
A APPLY SEALANT ON THIS FLANGE BEFORE
INSTALLATION
10 CASE TRANSMISSION
Figure
194 Governor Cover
Install or Connect (Figures 195 thru 201)
MECHANICAL SPEEDOMETER
TOOLS REQUIRED:
J-23 103 or J-25016 Seal Installer
J-21426 Seal Installer
1. Speedometer
drive gear (689) and clip (688)
- if the output shaft has two speedometer
locating holes, use the hole nearest the yoke
spline for Corvette vehicles only.
2. "0" ring seal (691) on the output shaft sleeve
3. Output shaft sleeve (690) on the output shaft
- use J-25016 or J-23103.
- do not push the sleeve past the machined
surface on the output shaft.
4. Seal
ring (35) on the case extension
5. Case extension
(36) and bolts
(37) or, stud (100)
and nut (98)
- position extension so the speedometer bore
is on the governor side of the case.
- torque to 35 N-m (26 ft. lbs.)
6. Remove case extension oil seal (89)
- pry out with a screwdriver
- install new seal with J-21426
7. Speedometer driven gear (44) and assembly (43)
or speed sensor (99)
8. Retainer (40) bolt and washer (41)
9. Outside
electrical connector, manual lever and
nut
Torque Converter Assembly
Inspect
The torque converter assembly (1) must be
replaced for any of the following conditions:
e Evidence of damage to the pump assembly
e Metal particles are found after flushing the cooler
and cooler pipes
a External leaks in hub weld area
e Converter pilot is broken, damaged or poor fit
into crankshaft
e Converter hub is scored or damaged
Internal damage to stator
e Contamination from engine coolant
a Excess end play
A SPEEDO CLlP HOLE FOR CORVETTE ONLY
B SPEEDO CLlP HOLE FOR ALL OTHER
VEHICLES
Figure
195 Speedo. Clip Holes
688 CLIP, SPEEDO DRIVE GEAR
689 GEAR, SPEEDO DRIVE
Figure 196 Speedometer Gear
688 CLIP, SPEEDO DRIVE GEAR
689 GEAR, SPEEDO DRIVE
Figure 197 Speedo. Gear
- Installation