Buick Le Sabre 1965 Workshop Manual

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© 1 9 6 4

Buick Motor Division

General Motors Corporation

Flint, Michigan

INTRODUCTION 0 - 1

GROUP 0

INTRODUCTION-GENERAL INFORMATION

CONTENTS OF GROUP 0

Subject Page Subject Page

Introduction 0-1 Rear Axle Ratios 0-7

1965 Buick Models 0-2 Paint Color Codes 0-7

Vehicle and Major Component General Specifications 0-8

Identification Numbers 0-2

INTRODUCTION

1. GROUPS. The manual is divided into the consecutively numbered major Groups shown on the preceding title page. To locate the first page of a Group, bend the manual until the black tab on first page of group can be seen in line with the Group title on title page.

The first page lists the contents of the Group.

2. SECTIONS. Large Groups are divided into appropriate Sections as shown on first page of the group. Sections bear the Group number and letters A, B, C, etc., in alphabetical order.

The first page of each Section lists the contents of section.

3. PARAGRAPHS., Each Group is divided into appropriate Paragraphs which are numbered consecutively within the Group, whether or not the group is divided into sections.

Paragraph titles and page numbers are listed on the first page of each Section if used, or on first page of the Group if sections are not used.

4. SUB-PARAGRAPHS. Where necessary for clarity, or distinction between models, Paragraphs are divided into appropriately titled Sub-paragraphs. These are usually lettered in alphabetical order within the paragraph.

5. PAGE AND ILLUSTRATION NUMBERS. Pages and illustrations are numbered consecutively within each Group. The number consists of the Group number followed by the Page or Figure number. Page numbers are printed in the upper outer corners of all pages.

6. CROSS REFERENCES. All references to information in other parts of manual are made by Paragraph Number, to avoid the necessity of first referring to the alphabetical index for location. Paragraph references are usually given in parentheses, for example: (par. 7-15) refers to the 15th paragraph in

Group 7, "Chassis Suspension".

7. SPECIAL TOOLS. In locations where special tools are not locally available, they may be obtained through Kent-Moore Organization, Inc., 28635 Mound Road, Warren, Michigan.

0 - 2 INTRODUCTION

Series Body Style Designation

LeSabre 2-Door Pillarless Sport Coupe 45237

4-Door Pillarless Sedan 45239

4-Door Thin Pillar Sedan 45269

LeSabre 2-Door Pillarless Sport Coupe 45437

Custom 4-Door Pillarless Sedan 45439

2-Door Convertible 45467

4-Door Thin Pillar Sedan 45469

Wildcat 2-Door Pillarless Sport Coupe 46237

4-Door Pillarless Sedan 46239

4-Door Thin Pillar Sedan 46269

Wildcat 2-Door Pillarless Sport Coupe 46437

Deluxe 4-Door Pillarless Sedan 46439

2-Door Convertible 46467

4-Door Thin Pillar Sedan 46469

1965 BUICK MODELS

Series Body Style Designation

Wildcat 2-Door Pillarless Sport Coupe 46637

Custom 4-Door Pillarless Sedan 46639

2-Door Convertible 46667

Electra 2-Door Pillarless Sport Coupe 48237

225 4-Door Pillarless Sedan 48239

4-Door Thin Pillar Sedan 48269

Electra 2-Door Pillarless Sport Coupe 48437

225 4-Door Pillarless Sedan 48439

Custom 2-Door Convertible 48467

4-Door Thin Pillar Sedan 48469

Riviera 2-Door Pillarless Sport Coupe 49447

VEHICLE AND MAJOR COMPONENT IDENTIFICATION NUMBERS

Vehicle Identification Number - All 1965 models have a serial number identification plate attached to the left front body hinge pillar. An example of this plate is shown in Figure 0-1.

SERIES (SEE CHART) ff

BUICK

ASSEMBLY PLANT CODE

(SEE CHART)

DIVISION CODE

4 BUICK

BODY STYLE (SEE CHART)

MODEL YEAR, 5 1965

SERIAL NUMBER

Figure 0-1—Vehicle Identification Plate

Assembly Plant Code

Plant Plant Symbol

Flint

South Gate

Fremont

Kansas City, Kansas

Wilmington

Atlanta

Baltimore

Kansas City, Mo.

Vehicle Series Code

LeSabre

LeSabre Deluxe

Wildcat

Wildcat Deluxe

Wildcat Custom

Electra 225

Electra 225 Custom

Riviera

\ /

\ / y

1 \

/ \

INTRODUCTION 0 - 3

Body Style Code

2 Dr. Coupe

4 Dr. Station Wagon-2 Seat

2 Dr. Hardtop Coupe

4 Dr. Hardtop

2 Dr. Hardtop Coupe

Dr. Station Wagon-2 Seat

Dr. Station Wagon-3 Seat

2 Dr. Convertible

4 Dr. Sedan

Fisher Body Number Plate - Body identification is provided by the Fisher Body Number Plate.

Information such as style and body numbers, trim numbers, and paint color code is found on this plate. Refer to the 1965 Body Service Manual for detailed information regarding this plate.

Engine Numbers - All 1965 engines are stamped with two different identification codes. One is the production code number. See Figure 0-2. This identifies the type of engine and its production date. The other is the engine serial number. This is the legal engine number and is the same number found on the vehicle identification plate. This number is used on registrations, titles, and other legal documents while the production code number is used to identify the engine on product reports and similar correspondence.

yg401 AND 425 ENGINES

Figure 0-2—Engine Serial Number and Production Code Location

0 - 4 INTRODUCTION

401 and 425 cu. in. V-8

Production Code No.

Serial No.

Is stamped on the front edge of the crankcase just to the right of the thermostat h o u s i n g .

When viewed from the front of the car it will appear upside down.

Is stamped on the front edge of the crankcase just to the left of the thermostat housing.

When viewed from the front of the car it will appear right side up.

MODEL

YEAR

PRODUCTION

DAY BUILT

Figure 0-3—Transmission Identification -

Super Turbine " 3 0 0 "

300 cu. in. V-8

Production Code No.

Serial No.

Stamped on the right side of the crankcase and can be viewed between the m i d d l e branches of the right exhaust manifold.

Stamped on the left front face of the crankcase, just below the rocker arm c o v e r . On cars e q u i p p e d with power steering it will be necessary to remove the p o w e r steering pump bracket to view the complete number.

Automatic Transmission Identification Numbers -

On Super Turbine "300" transmissions, identification information is stamped on the low servo cover as shown in Figure 0-3. On Super Turbine

"400" transmissions, this information can be found on a plate attached to the right side of the case.

Synchromesh Transmission Serial Numbers - All synchromesh transmissions have a serial number stamped on the case. This number should be used in identifying transmissions on product reports.

See Figures 0-5, 0-6, and 0-7.

Rear Axle Marking - Figures 0-8 and 0-9 show the identification marking found on the rear axle.

This information should also be included on product reports involving the rear axle.

YEAR TRANS.

A R

MODEL

PRODUCTION

DAY BUILT

Figure 0-4—Transmission Identification

Super Turbine " 3 0 0 " m

|7|p—

^—. } ^

FRONT VIEW

OF TRANSMISSION

^ = - DAY OF

MONTH

= : : a

' MONTH

SAGINAW

(M) MUNCIE

Figure 0-5—LeSabre 3-Speed Synchromesh

Transmission Identification

INTRODUCTION 0 - 5

[

LEFT

OFTRA

LEFT SIDE VIEW

OF TRANSMISSION

Figure 0-6—Wildcat 3-Speed Synchromesh

Transmission Identification

Figure 0-7—Wildcat 4-Speed Synchromesh

Transmission Identification

AXLE

TYPE

STANDARD

DIFFERENTIAL

MFG.

AXLE

CODE

RATIO

3.55

3.08

(S.C.O.)

POSITIVE

TRACTION

DIFFERENTIAL

3.55

3.08

(S.C.O.)

45 SYNC.

45 2 & 3-SP. AUTO.

ALL

45 SYNC.

45 2 & 3-SP. AUTO.

ALL

SERIES

( FIELD IDENTIFICATION)

FOR FIELD IDENTIFICATION, ALL AXLE

ASSEMBLIES TO BE STAMPED ON BOTTOM

OF AXLE TUBE AS INDICATED FROM

CHART. SAMPLE MARKING FOR 3.08 RATIO,

DATE JULY 22 WOULD BE . . . STANDARD

AXLES A-203, POSITIVE TRACTION AXLES e A-20 3.

SAMPLE MARKING FOR S.C.O. RATIO

DATE JULY 22 WOULD BE . . . STANDARD

AXLES 2.56-203, POSITIVE TRACTION

AXLES 0 2.56-203

.50 DIA. APPROX.

TO BE ON BOTTOM OF AXLE TUBE WITH

FIELD IDENTIFICATION CODE

NOTE: " S . C . O . " INDICATES SPECIAL ORDER AXLE

Figure 0-8—Rear Axle Marking - LeSabres Only

0 - 6 INTRODUCTION

AXLE

TYPE

STANDARD

DIFFERENTIAL

AXLE

CODE

AXLE ASM.

NUMBER

1399885

1399884

1399883

1399893

RATIO

3.07

3.42

S.C.O.

SERIES

49 AUTO. TRANS.

4 6 - 4 8 AUTO. TRANS.

4 6 SYNC. TRANS.

ALL SERIES SPECIAL ORDER AXLE RATIOS.

POSITIVE

TRACTION

DIFFERENTIAL

1399890

1399889

1399888

1399894

3.07

3.42

S.C.O.

4 9 AUTO. TRANS.

4 6 - 4 8 AUTO. TRANS.

4 6 SYNC.

ALL SERIES SPECIAL ORDER AXLE RATIOS.

.50 DIA. APPROX.

ALL POSITIVE TRACTION DIFFERENTI

TO HAVE ® STAMPED ON BOTTOM SIDE

OF CARRIER FLANGE FOR FIELD

IDENTIFICATION.

ALL AXLES TO HAVE RATIO, CODE a DATE

STAMPED ON BOTTOM OF HOUSING FOR

FIELD IDENTIFICATION.

SAMPLE MARKING FOR 3.07 RATIO

DATE JULY 22 WOULD BE . . .STANDARD

AXLES PA 203, POSITIVE FRACTION

® P N 203

SAMPLE MARKING S.C.O. (SPECIAL CAR

ORDER) RATIO DATE JULY 22 WOULD BE

STANDARD AXLE 2.56-203, POSITIVE

TRACTION AXLE

® 2.56-203

Figure 0-9—Rear Axle Marking - Wildcat, Electro 225, and Riviera

STANDARD REAR AXLE RATIOS*

Series-Model

45000-LeSabre

46000-Wildcat

48000-Electra 225

49000-Riviera

Transmission

3-Speed Synchromesh

Automatic

3-Speed Synchromesh

4-Speed Synchromesh

Automatic

Automatic

Ratio

3.55

3.08

3.42

3.07

•Same ratios are

Positive Traction used for either standard or rear axles.

PAINT COLOR CODES

1965 BUICK EXTERIOR COLORS

CODE

COLOR NAME

& DESCRIPTION

J

K

L

A

C

D

E

H

REGAL BLACK

ARCTIC WHITE

N

Y

R

S

T

V

ASTRO BLUE

MIDNIGHT BLUE

SEA FOAM GREEN

VERDE GREEN

TURQUOISE MIST

MIDNIGHT AQUA

BURGUNDY MIST

BAMBOO CREAM

FLAME RED

SAHARA MIST

CHAMPAGNE MIST

SHELL BEIGE

SILVER CLOUD

* NOTE: CODE LETTER CAN BE

FOUND ON THE FISHER BODY

NUMBER PLATE.

Figure 0-10—Paint Color Code Chart

INTRODUCTION 0 - 7

0 - 8 INTRODUCTION

GENERAL SPECIFICATIONS

LeSabre Series

4500

Wheel base

123"

Front Tread

63.0"

Tire Size 8.15-15 Standard

Rear Tread

63.0"

Length

217"

Width

80"

8.45-15 Optional Oversize

Wildcat Series

46000

Wheelbase

126"

Front Tread

63.4"

Rear Tread

63.0"

Length

220"

Width

80"

Tire Size 8.45-15 Standard 8.85-15 Optional Oversize

Electra 225 Series

48000

Wheelbase

126"

Front Tread

63.4"

Tire Size 8.85-15

Rear Tread

63.0"

Length

223"

Width

80"

Wheelbase

117"

Front Tread

63.4"

Tire Size 8.45-15 Standard

Riviera

49000

Rear Tread

59.0"

Length

208"

Width

76.6"

8.85-15 Optional Oversize

Height

55.2"

Height

55.2"

Height

56.0"

Height

53.0"

MAINTENANCE

1-1

GROUP 1

MAINTENANCE

SECTIONS IN GROUP 1

Section Subject

1-A Lubricare Instructions

Page

1-1

SECTION 1-A

LUBRICARE INSTRUCTIONS

CONTENTS OF SECTION 1-A

Paragraph Subject Page Paragraph Subject Page

1-1 Engine Oil Recommendations . . . . 1-1 1-7 Maintenance - Seasonal 1-9

1-2 Maintenance - Periodic 1-4 1-8 Maintenance - As Required 1-9

1-3 Maintenance - Every 6,000 Miles . . 1-4 1-9 Rear Axle Recommendations . . . . 1-10

1-4 Maintenance - Every 12,000 Miles . 1-7 1-10 Vehicle Operation Under Dusty

1-5 Maintenance - Every 18,000 Miles . 1-8 Conditions 1-11

1-6 Maintenance - Every 24,000 Miles . 1-8

1-1 ENGINE OIL

RECOMMENDATIONS a. Engine Oil

Engine crankcase oils have a definite effect on ease of starting, oil economy, combustion chamber deposits and engine wear. It is recommended that you use an oil which, according to the label on the can, is: (1) intended for service MS and (2) passes car makers' tests or meets General Motors

Standard GM 4745-M. Oils conforming to these types contain detergent additives.

c. Engine Oil Change and Viscosity Recommendations

Anticipated Lowest

Temperatures

Above Freezing (+32°F.)

Below Freezing (+32°F.)

Below 0°F.

(to 0°F.)

Use S.A.E.

Viscosity Number

S.A.E. 10W-30

S.A.E. 20W

S.A.E. 10W

S.A.E. 10W-30

S.A.E. 5W-20

S.A.E. 5W

Change Your Oil at Least

Every 60 days*

Every 60 days* b. Grade or Viscosity

The grade or viscosity (SAE number) of engine oil should be selected for the lowest anticipated temperature at which cold engine starting will be required as recommended in the temperatureviscosity chart above.

Oil level should be checked more frequently during the break-in period since somewhat higher oil

•Never exceed 6000 miles between oil changes. During extreme driving conditions which produce oil contamination by dust, water, or other foreign material, the oil should be changed more frequently than every 60 days. Your authorized Buick dealer is well qualified to advise you.

consumption is normal until piston rings become seated.

The oil level should be maintained between the "operating range" marks on the gauge rod; each space between marks represents one quart. Do not fill above the upper mark.

d. Oil Color

The color of "Service MS" type oil does not indicate its condition since it normally becomes dark

(black or gray) after only a few hundred miles of driving. This is because the detergent content envelopes and holds in suspension

1-2

MAINTENANCE

CAPACITIES FOR RADIATORS

COOLING SYSTEM- 45000

With Heater 12.4 Qts.

Without Heater 11.6 Qts.

With Air Cond 14.5 Qts.

COOLING SYSTEM-46, 48000

With Heater 17.7 Qts.

Without Heater 16.7 Qts.

With Air Cond 18.3 Qts.

POWER STEERING PUMP-Check Oil Level

• -PSF-6,000

ENGINE OIL F I L L E R CAP-Wash and Re-Oil

» E O - 6 , 0 0 0

1965 BUICK LUBRICATION CHART

45000-46000-48000

STEERING LINKAGE ( 4 )

• C L » ^ 6,000 or 6 Mos.

BATTERY--Colorl.is, Odorless, Drinking Water

Do Not Overfill.

LOWER STEERING KNUCKLE BALL JOINTS

- C L - 6 , 0 0 0 or 6 Mos.

AIR CONDITIONER.-Check Operation

Once a Year

RADIATOR-Maintain Coolant h-Way Between Core &

Tank Top Periodically

OIL F I L T E R ELEMENT--R.ploc. With Engine Oil

Change Nearest 6,000 or 6 Mos.

FUEL F I L T E R - - P . p l a c t With Recommended Element

24,000

UPPER BALL JOINTS (2) AND CONTROL ARM

SHAFTS -CL-6,000

Below Top of Reservoir • - H B F - 6 , 0 0 0 k

ELECTRO CRUISE POWER UNIT Clean Element

6,000

SYNCHROMESH TRANSMISSION Maintain at Filler

Opening Flushing & Seasonal Changes Not Recommended. - M O - 6 , 0 0 0

POSITIVE TRACTION DIFFERENTIAL-Maintain At

Filler Opening. Flushing or Seasonal Change is not

Recommended. - - T L - 6 , 0 0 0

P.C.V. V A L V E - R e p l a c e With Recommended Valve

12,000

AIR CLEANER-Wash Element in Kerosene-Re-Oil

-Remove Excess. 300.401 & 425 4BBL. 12,000

425-2 x 4 BBL Replace at 12,000

HBF

LUB

MPG

HTL

PSF

LUBRICANTS

Brake Lube Self Adjusting Per Spec.

MP- 6805

Chassis Lubricant (Long Effectiveness-

Bui ck Spec. 742*

Automatic Transmission Fluid Type A

(ACI-ATF) Suffix A

Engine Oil (Current Viscosity) GM

4745-M*

Hydraulic Brake Fluid Delco Supreme

No. 11*

Lubriplate*

Multi-Purpose Gear Lubricant Meeting Mil

• L-2105-B

Multi-Purpose Grease EP No. 1 Grade

SAE 90 Multi-Purpose Gear Lube or SAE

40 or 50 Engine Oil

Lubricant Meeting Buick Spec. No. 723*

Buick Heat Trap Lube*

Buick Power Steering Fluid*

* Equivalent Acceptable If It Meets Specifications

CAPACITIES

GASOLINE TANK-Gallons

All Exc. 49000 25

49000 20

REAR A X L E - P t s .

All Exc. 45000 Ah

45000 2 y-i

CRANKCASE-Qts.

4)0 Cu. In 4 ( 5 ) Dry Filter

401 x 425 Cu. In 4 ( 5 ) Dry Filter

AUTOMATIC TRANSMISSION-Check

Level H o t - A T - 6,000

Drain, R e f i l l - A T - 24,000

S.T. 300-Adjust Low Band 24,000

PROPELLER SHAFT SLIP SPLINE-Remove Plug and Lube - E P - 1 2 , 0 0 0

C / V JOINT BALL & SEAT

- E P - 6 , 0 0 0

BRAKE MECHANISM-Apply at Starwheel Point of

Contact and Lightly to 6 Surfaces on Which Shoe Rim

Rests.

- B L - 18,000

STANDARD REAR AXLE-Maintain at Filler Opening to %" Be low-Do Not Flush or Change Seasonally.

- M P G - - 6,000

COMPLETE R E F I L L - U s e Only*Factory Hypoid Gear

Lube if Axle Has More Than 1,000 Service Miles

Then Use - M P G -

Figure 1-1—45, 46, and 48000 Series Lubrication Chart

MAINTENANCE

1965 BUICK LUBRICATION CHART

49000

CAPACITIES

Cooling System

With Heater-Qts

Without Heater—Qts

Crankcase

Refill—Qts

Dry Engine—Qts

'With Dry Oil Filter

Gas T a n k - G a l

Rear Axle-Pts

Automatic Transmission Pts.

Power Steering

Hydraulic System-Pts.

. . . 18 1/2

. , . 4 ( * 5 )

. . . . 5 ( * 6 )

4 1/2

. . . 21

BATTERY-Colorless, Oderless, Drinking W a t e r as Required. Do not Over-fill -PERIODICALLY

POWER STEER. RESERVOIR Check Oil Level \ ,

Hot - P S F - 6 , 0 0 0 I

FILLER CAP -Wash and Re-oil Element

6 , 0 0 0

BRAKE MASTER CYLINDER-Maintain Level l / t " Below Top of Reservoir Check Level

6 , 0 0 0

ELECTRO CRUISE - Clean Power Unit filter

6,000

RADIATOR-Maintain Coolant 1" below cap

PERIODICALLY

LOWER STEERING KNUCKLE BALL JOINTS (2)

- C l - 6 , 0 0 0 or 6 mo..

STEERING LINKAGE ( 4 )

- C t - 6 , 0 0 0 or 6 M o s .

AIR CONDITIONER-

Check Operation ONCE A YEAR

OIL FILTER ELEMENT RECOMMENDATION

Replace with Engine Oil Change Nearest

6 , 0 0 0 or 6 mos. Whichever Occurs 1st.

FUEL FILTER

Replacement of Element Recommended

2 4 , 0 0 0

POSITIVE CRANKCASE VENTILATOR-

Replace with Correctly Calibrated Valve

1 2 , 0 0 0

UPPER STEERING KNUCKLE BALL JOINTS (2)

- C l 6 , 0 0 0 or 6 mos.

sJ ENGINE-CHECK OIL LEVEL-fO-

I PERIODICALLY

UPPER CONTROL ARM SHAFTS (4) 6 , 0 0 0

—Cl— or 6 mos.

AUTOMATIC TRANSMISSION-Check &

Maintain Level-Hot-AT- 6 , 0 0 0

Clean Pan & Refill - A T - 2 4 , 0 0 0

MANIFOLD VALVE SHAFT-Free Up

- H T l 6 , 0 0 0

AIR CLEANER-Wash element in Kerosene-

Re-oil. Squeeze out excess—EO— 1 2 , 0 0 0

Super Wildcat - AIR CLEANER

ELEMENT - Replacement Recommended

12,000

PROPELLER SHAFT SUP SPLINE- Remove Plug lubricaje and replace plug. - f P - 1 2 , 0 0 0

1-3

LUBRICANTS

Cl = Chassis Lubricant

(Long Effectiveness - Buick Spec. 7 4 2 * )

AT = Automatic Transmission Fluid, eo

Type A (Having AQ-ATF and identification number Suffix A embossed on lid of container)

= Engine Oil (Current Viscosity)

GM-4745-M'

HTL

HBF

LUB

MPG

= Buick Heat Trap Lube *

= Hydraulic Brake Fluid-Delco

Super No. 1 1 *

= Lubriplate

= Multi-Purpose Gear Lubricant

(MIL-L-2105-B)

WBL n

= Wheel Bearing Lubricant

= Lube Conforming to Buick

Specification No. 723 •

EP = Multi-Purpose Grease

EP No. 1 Grade

PSF = Buick Power Steering

G e a r Liquid or Equivalent

Meeting G M Spec.

9 9 8 6 0 1 0

Equivalent Acceptable if Meeting

Specifications

CV JOINT

- E P - 6 , 0 0 0

BRAKE MECHANISM - Apply at

Starwheel Point of Contact and Lightly to 6 Surfaces on Which Shoe Rim

Rests.

-BL- 1 8 , 0 0 0

STANDARD DIFFERENTIAL-REAR AXLE-Mointain at Filler Opening to '/»" below—Flushing &

Seasonal Changes Not Recommended-

6 , 0 0 0

For Complete Refill Use Only Factory Hypoid

Gear Lubricant-Unless Axle in Service 1000

Miles or More Then Use -MPG-

POSITIVE TRACTION DIFFERENTIAL-REAR AXLE

—Maintain at Filler Opening to V*" below—Flushing & Seasonal Changes Not Recommended

Special Lube-Buick Spec. 7 2 3 *

Other Lubes may cause damage - T L - 6 , 0 0 0

Figure 1-2—49000 Series Lubrication Chart

1-4 MAINTENANCE extremely fine but harmless soot

(soft carbon) and lead particles.

The oil filter element does not remove this harmless material but it does remove harmful particles such as road dust, metal chips and hard carbon.

e. Crankcase Flushing

Flushing the crankcase with oils or solutions other than a good grade of 10-W engine oil is not recommended. When flushing to r e m o v e contamination appears advisable, use 3 quarts 10-W oil

(4 quarts if filter is drained) and idle the engine at 1000 RPM

(equivalent to 20 MPH) until the oil is hot, then drain crankcase and oil filter immediately after stopping engine. Fill crankcase with correct quantity and seasonal grade of oil. Install new oil filter element.

f. Use of Buick HD Concentrate

Buick HD Concentrate, available through Buick Parts Department under Group 1.850 is a compound of the materials used by oil refiners to manufacture high deter gency motor oils. It is intended for use in engines operating under aggravated conditions where engine deposits, rust and corrosion cannot be adequately retarded by motor oils readily available to the average motorist. It is especially recommended for engines operated under restricted conditions such as frequent stops, short trips and slow speeds where such symptoms as s t i c k i n g valves, valve l i f t e r s and r i n g s are noticed.

1-2 MAINTENANCE-

PERIODICALLY WHILE

VEHICLE IS BEING

REFUELED a. Battery

Check level. If necessary add distilled water to bring level to split ring at bottom of filler wells.

NOTE: Do not overfill. Clean top of battery; if wet with acid, neutralize with soda and wash clean. See Figure 1-3.

b. Tires

For maximum tire life with corresponding softness of r i d e , maintain the tire pressures recommended in the Owners Guide.

Tire pressures should be checked and corrected only when the car has been standing at least 3 hours or driven less than 1 mile. This insures that the air in the tires is cold and not expanded by heat generated by driving. This is important since tires do increase in pressure as much as 7 lbs. when warm. Because it is almost impossible to estimate how much warm tires have increased in pressure, any attempt to compensate for this increase can result in inaccurate pressures.

if at all possible. If the radiator cap is removed when the system is at normal operating temperature the coolant will boil and spurt out due to the release of pressure. Coolant lost in this manner must of course be replaced. If c o o l a n t should be needed, fill radiator to approximately 1" below filler neck when cold. Do not overfill as loss of coolant due to expansion will result.

d. Engine Oil

This check should be performed last to allow the oil to drain back into the pan. Adding oil between changes may be necessary but only if the level is below the lower mark on the dip stick. See

Figure 1-4.

NOTE: Oil level should only be checked when the engine is warm as cold oil drains back to the oil pan very slowly.

1-3 MAINTENANCE—

EVERY 6,000 MILES a. Engine Oil Change

Recommendations

Change oil every 60 days, but never exceed 6,000 miles between oil changes. See chart on page

1-1.

c. Radiator Coolant

Radiator coolant level should be checked when the engine is cold

Although HD Concentrate may be used continually it is normally unnecessary to use it with every crankcase refill. When used, the instructions on the container should be carefully observed.

Figure 1-3-Bartery Filler Well Figure 1-4—Engine O i l Gauge Rods

MAINTENANCE

1-5

b. Engine Oil Filter Change

Recommendations APPLY HEAT

TRAP LUBE

Replace engine oil filter at the engine oil change which comes nearest 6,000 miles or 6 months, whichever occurs first.

To change, screw filter off the filter base and discard. Wipe the gasket area of the base clean and install a new gasket in the groove of a new AC type PF-7 filter, or equivalent. Lubricate the gasket and screw the filter on the nipple of the base until the gasket just touches the base, tighten filter

2/3 turn more. Start engine.

Do not accelerate speed beyond normal idle until oil pressure is indicated. Check filter area for leaks after engine has run for five (5) minutes. See Figure 1-5.

c. Oil Filler Cap

Remove oil filler cap, wash in suitable solvent, dry, and dip in engine oil. Allow to drain while performing rest of 6,000 mile checks. Just before installation dip again in engine oil, allow to drain, and reinstall.

Figure 1-6—Positive Crankcase Valve f. Check Fluid Level d. Front Suspension and

Steering Linkage

The Buick front suspension has been lubricated with a long-effectiveness lubricant at the factory and should be re-lubricated with a long-effectiveness lubricant equivalent to Buick Specification

No. 742 every 6,000 miles or six months whichever occurs first.

NOTE: If lubricants not intended for long-effectiveness application are used, the lubrication interval should be shortened and should not exceed 2,000 miles.

Wipe dirt from the lubrication fittings and apply the lubricant under pressure at the following points (Figure 1-1 and 1-2):

Upper Control Arm Shafts (4 fittings)

Upper Ball Joints (2 fittings)

Lower Ball Joints (2 fittings)

Steering Linkage (4 fittings)

Figure 1-7—Manifold Valve

Lube is available through Buick

Parts Warehouses under Group

8 800.

1. Brake Master Cylinder. On both manual and power brake jobs, the reservoir is under hood on left side. (On dash panel.)

Thoroughly clean filler cap nut before removal to avoid getting dirt into reservoir. Add fluid as required to bring level to 1/8" below top of filler opening. Use

Delco Supreme No. 11 Hydraulic

Brake Fluid or equivalent. Never use reclaimed fluid, mineral oil or brake fluids inferior to S.A.E.

standard 70-R-l. See Figure 1-8.

2. Synchromesh Transmission.

Check oil level, after allowing time for oil to settle. Clean the

Figure 1-5—Oil Filter Installation e. Manifold Valve Shaft

Place a few drops of "Buick Heat

Trap Lube" or equivalent on shaft at each end and rotate shaft to work lubricant into bearings. See

Figure 1-7. Buick Heat Trap

Figure 1-8—Brake Fluid Reservoir

1-6 MAINTENANCE surrounding area before removing filler plug. Level should be maintained at filler plug opening by adding S.A.E. 90 Multi-Purpose

Gear Lubricant or S.A.E. 40 or

50 Engine Oil. NOTE: Draining and flushing transmission are not necessary unless the lubricant has become contaminated.

3. Automatic T r a n s m i s s i o n .

Check transmission oil lever, with transmission o i l at operating temperature (180° approximate), transmission in park and engine idling.

Remove gauge rod located under right side of hood, wipe dry with clean cloth, then reinstall to full depth. Remove rod and note oil level.

If oil level is below the "ADD" mark on gauge rod, add oil specified in paragraph 1-6 but do not fill above the FULL mark. Distance between the FULL and ADD marks represents approximately one pint.

4. Power Steering Gear. Thoroughly clean dirt from reservoir cap on top of oil pump, then r e move cap. With system warmed up, maintain l e v e l with Buick power steering gear fluid or equivalent. See Figure 1-9.

REMOVE

CAP TO

INSPECT

LEVEL

Figure 1-9—Power Steering

Gear Reservoir

5. Rear Axle

(a) Standard Differential R e a r

Axle. Check lubricant level after allowing time for lube to settle.

Clean the surrounding area before removing f i l l e r plug. L e v e l should be maintained at filler plug opening to 1/4" below by adding

S.A.E. 90 Multi-Purpose Gear

Lubricant (MIL-L-2105B). When car is operated in temperatures continuously below - 10°F., use

80 Multi-purpose Gear Lubricant.

NOTE: Draining and flushing is not recommended, unless the lubricant has become contaminated.

When complete refilling is necessary, S.A.E. 80 or 90 Multi-Purpose Gear Lubricant may be used provided the a x l e has been in service for 1,000 miles or moreT

Axles with less than 1,000 miles must not be completely refilled with any lubricant other than

Factory Hypoid Lubricant.

NOTE STAMP ON

BOTTOM EDGE

DIFFERENTIAL

CARRIER FLANGE

Figure 1-10—Identifying Positive

Traction Differential lock lubricant occasionally applied to lock cylinders will prevent sticking. See details under

Maintenance - As Required.

NOTE: Do not lubricate carburetor or throttle linkage.

h. Body Rubber Parts

6. Positive Traction Rear Axle -

On Wildcats, Electra 225

; s, and

Rivieras, this axle can be identified by a tag attached to the filler plug reading "Use Limited Slip

Diff. Lube Only". On LeSabres, this same tag can be found attached to a bolt on the rear cover.

On all Positive Traction axles, check lubrication level after allowing time for lubricant to settle.

Clean the surrounding area before removing filler p l u g . L e v e l should be maintained at filler plug opening to 1/4 below. Add only lubricant conforming to Buick

Specification #723. Also see Par.

1-9.

Door, hood, and rear compartment rubber weatherstrips and bumpers, and door bottom drain hole sealing strips may be kept pliable and quiet by the application of a light coat of Buick 4-X

Compound or suitable silicone lubricant equivalent.

i. Tires

For best tire mileage switch tires as recommended in paragraph 7-8 j . Constant Velocity

Universal Joint Center

Ball (49000) g. Minor Lubrication

Occasionally lubricate the pivot points of moving parts such as door and hood hinges and latches, door hold open, clutch, transmission, parking brake and folding top linkage with Lubriplate, or equivalent, or engine oil where applicable. A small quantity of

Rotate propeller shaft until fitting is visible through rear hole in frame tunnel. See Figure 1-11.

Insert special grease gun nozzle

(Alemite #326375 or equivalent) through frame tunnel to bear solidly against fitting. One or two shots from a lever type grease gun are sufficient.

Lubricating the Constant Velocity joint on certain hoists such as

MAINTENANCE 1-7 the frame contact type can be difficult as they allow the axle to drop and thus move the CV joint grease fitting away from the access hole. To correct, either the axle must be raised or the propeller shaft disconnected from the rear companion flange. CAUTION:

Reassembly of the propeller shaft should be carefully done as instructed in Section 6.

NOTE: Multi-Purpose G r e a s e

EP #1 grade is the only lubricant applicable at this point. Do not use ordinary chassis lube. EP #1 lube is available through most oil companies.

V SLIP SPLINE

P L U G element. DO NOT OIL ELEMENT.

Reinstall inner screen, filter, and outer screen in the power unit and reposition tabs to retain filter assembly.

1-4 MAINTENANCE—

EVERY 12,000 MILES

OR ONCE A YEAR

(Suggested in addition to the 6,000 mile recommendations) a. Tune-Care k. Electro-Cruise

Remove Electro-Cruise air filter element by bending back the four tabs on the power unit and r e moving the outer screen, element, and inner screen. See Figure

1-12.

Clean the screens and element in a suitable cleaner such as kerosene. Squeeze cleaner out of the

ADAPTER

ALEMITE

1*327045

OR EQUIV.

FRAME TUNNEL

ACCESS HOLE

T u n e - C a r e includes: C l e a n and/or replace spark plugs and ignition points; check compression, battery, cranking system, charging s y s t e m , fuel pump, choke, hose connections, belts, carburetor; set engine timing and adjust idle speed.

b. Engine Air Cleaner (Exc.

Super Wildcat Engine)

Recommendation is to normally service every 12,000 miles. If

V- C0NSTAN1

VELOCITY

"U" JOINT

GREASE GUN

NOZZLE & COUPLER

ALEMITE 3326375

OR EQUIVALENT

Figure 1-11—Propeller Shaft Slip Spline and Constant

Velocity Universal Joint Lubrication Points

Figure 1-12—Electro-Cruise

Power Unit car is operated in dusty territory check condition of air cleaner element m o r e frequently and clean if dirty. See Par. 1-10.

To clean the element, carefully remove from the mesh support, wash in kerosene and squeeze out.

CAUTION: T a k e precautions against the possibility of fire.

Do not wring the element or it may be torn. Wrap the element in a dry cloth and squeeze to remove all possible solvent.

Oil the element liberally with engine oil and squeeze to evenly distribute the oil through the element and remove excess.

NOTE: The element should be only damp with oil, not dripping.

Reinstall the element on the mesh support taking care to have the edges of the element over the support to affect a good seal. See

Figure 1-14. Clean any oil or accumulated dirt out of the air cleaner housing before installing element.

NOTE: If the element becomes damaged, replace with AC Type

A96C or equivalent on LeSabres and AC Type A202C on all other models except those equipped with

Super Wildcat engines.

1-8

MAINTENANCE c. Engine Air Cleaner

Element—Super

Wildcat Engine d. Positive Crankcase

Ventilator Valve

Inspect belts for cracks and for proper tension.

f. Propeller Shaft Slip Spline

Each 12,000 miles, rotate propeller shaft so plug in propeller shaft is accessible through front hole in frame tunnel. See Figure

1-10. Remove plug and install grease f i t t i n g . Apply multipurpose grease EP #1 Grade. Do not use ordinary chassis lube.

Remove grease fitting and reinstall plug. EP #1 lube is available through many oil companies.

Figure 1-14—Installing Element

On Support

NOTE: Special extended length grease fittings to make this operation simple and fast are available from lubrication equipment jobbers,

STANDARD FILTER

Replacement of element is recommended every 12,000 miles, oftener under severe dust conditions. Service with AC Type

A59C or equivalent for maximum engine protection. Element must not be washed, oiled, tapped or blown with an air hose.

Replace with a correctly calibrated valve such as AC Type

CV-683.

e. Engine Belts

1-5 MAINTENANCE-

EVERT 18,000 MILES

a. Brakes

Examine brake linings for wear, and the self-adjusting mechanism for proper functioning. Although linings may not be excessively worn, this check will indicate when another inspection should be made. If required, use Buick

Factory Engineered replacement linings or equivalent. Lubricate the self-adjusting mechanism adjusting screw with Delco Moraine

S p e c i a l B r a k e Lubricant or equivalent.

b. Front Wheel Bearings

There is no periodic lubrication schedule for front wheel bearings.

They may be relubricated whenever brake drums are removed.

Always follow with the correct bearing adjustment as outlined in paragraph 7-10.

1-6 MAINTENANCE—

EVERY 24,000 MILES

(Suggested in addition to the 6,000 and 12,000 mile recommendations) a. Fuel Filter

Replacement of the disposable filter is recommended. More frequent r e p l a c e m e n t may be necessary if contaminants have entered the fuel system. Replace with filter type GF-94 or equivalent on non-air conditioned cars and type GF-96 or equivalent for air conditioned cars.

b. Automatic Transmission

At this interval the automatic transmission should be drained, the oil pan cleaned, the oil filter

AIR CONDITIONER FILTER

Figure 1-15-Fuel Filters changed, new oil added, and the low band adjusted (on Super Turbine "300" transmissions only).

1. Approved Oils For Buick

Automatic Transmissions - The following oils are approved for

Buick Automatic Transmissions and no other fluid should be used:

Special Buick Oil - available through Buick Warehouses under

Group 4.101.

Automatic Transmission F l u i d

Type A - available through petroleum suppliers. This fluid must have AQ-ATF and an identification number, suffix A, embossed on the lid of the can.

2. Installing New Filter a. Remove bolts from transmission oil pan, remove pan, and allow transmission to drain.

b. Carefully remove filter and pipe assembly from transmission.

c. Inspect seal near end of pipe.

If it is damaged in any way discard it along with the filter. If no damage is obvious, save seal for installation on new filter.

d. Place seal on new filter. Use an AC Type PF-162 or equivalent on Super Turbine "300" transmissions and an AC Type PF-160 or equivalent on Super Turbine

"400" transmissions.

e. Carefully install new filter on transmission, being careful not

MAINTENANCE

1-9

INCH LBS.

TORQUE WRENCH

Figure 1-16—Torquing Low

Band Screw

Figure 1-18—Installing Adjusting

Screw Cap to cut or tear the seal at the end of the pipe.

f. Clean the oil pan and re-install on transmission. T o r q u e pan bolts to 8-12 ft. lbs.

3. Re-fill Procedure a. Fill transmission with 5 pints of transmission fluid.

b. Start engine and allow to idle.

DO NOT RACE ENGINE.

c. Finish filling transmission until fluid level showing on the gauge rod is within 1/2" of Full mark:

4. Low Band Adjustment - Super

Turbine "300" Only

1. Adjust low b a n d adjusting screw to 40 in. lbs. torque. See

Figure 1-16.

2. Back off adjusting screw four

(4) turns and lock nut. See Figure

1-17.

Figure 1-17—Backing Off Low

Band Screw c. Replace adjusting screw cap.

Refer to Figure 1-18.

c. Manual Steering Gear

(LeSabres and

Wildcats Only)

At this interval the manual steering gear lubricant level should be checked. Remove bolt on gear c o v e r m a r k e d "Lube". Add chassis lubricant conforming to

Buick S p e c i f i c a t i o n 742 as necessary.

1-7 MAINTENANCE-

SEASONAL (Cooling

System and Air

Conditioner Services)

a. Coolant

Winter - A permanent glycol-type corrosion and anti- freeze cooling system protection solution should be used during the Winter months.

The proper type corrosion protector and anti-freeze solution may be recognized by the information printed on the container w h i c h states "Meets General

Motors Standard GM-1899-M".

Your Buick dealer is qualified to advise you in the selection of the proper anti-freeze.

Summer - Clear water and Heavy

Duty Cooling System Protector and Water Pump Lubricant or equivalent s h o u l d be installed aach Spring. Heavy Duty Cooling

Figure 1-19—Rear Compartment Lid

Lock Bolt

System P r o t e c t o r and Water

Pump Lubricant is a v a i l a b l e through your Buick dealer under

Part #980504. If any other cooling system protector is used, be certain it is labeled to indicate that it meets General Motors Specification GM 1894-M.

b. Air Conditioner-Equipped

Models

It is recommended that the air conditioner be checked by your

Buick dealer each Spring in preparation for Summer operation.

It is good practice to occasionally remove insects and dirt from the air conditioner condenser.

1-8 MAINTENANCE-AS

REQUIRED

a. Body Lubrication

1. Lubricate the following areas with Lubriplate.

a. Front Door Hinge Hold-Open.

b. Rear Door Hinge Hold-Open, c. Rear Compartment Lid and

Tail Gate Locks. See Figure 1-19.

d. Rear Compartment Lid Hinges and Torque rods.

e. Door Jamb Switch.

2. Lubricate the following areas with a dripless oil.

1-10

MAINTENANCE

Figure 1-20—Front Door Hinge

Hold-Down Figure 1-25—Gas Tank Filler Door a. Instrument Panel Glove Box

Door.

b. Gas Tank Filler Door. See

Figure 1-25.

c. Tail Gate Hinge.

d. Folding Top Linkage. See Figure 1-24.

3. Lubricate the following areas with the lubricant specified.

a. Door Lock Striker Fork Bolt -

Stick Type Lubricant. See Figure

1-23.

b. Door and Rear Compartment

Lock Cylinders - Lock Lubricant.

c. Folding Top Lift Cylinder Piston Rods - Cloth dampened in brake fluid.

d. Windshield Wiper Cams - Silicone Lube.

Figure 1-23—Door Lock Striker

Fork Bolt

1 - 9 REAR AXLE LUBRICANT

RECOMMENDATIONS a. Standard Differential Axle b. Chassis Lubrication

1. Hood Latches and Hinges -

Lubricate lightly with Lubriplate or equivalent.

2. Shift Linkage - Lubricate with wheel bearing grease.

3. Clutch Linkage - Lubricate with wheel bearing grease.

D R I P L E S S O I L

Buick standard rear axles are filled at the factory with a special hypoid gear lubricant. It is not necessary to remove the original lubricant at any time except when it has become contaminated, or when it is required for inspection of parts or for repairs. Therefore there is no drain hole in the rear axle housing.

Draining and flushing is not recommended unless the lubricant has become contaminated. When complete refilling is necessary,

Multi-Purpose Gear Lubricant

(conforming to specification MIL-

L-2105B) may be used provided the axle has been in service for

1,000 miles or more. Axles with less than 1,000 miles service must not be completely refilled with any lubricant other than

Factory Hypoid Lubricant.

The lube is packaged with replacement ring and pinion gear sets and is also available through the Buick Parts Department under

Group 5.535.

Figure 1-21—Rear Door Hinge

Hold-Open Figure 1-24—Folding Top Linkage b. Positive Traction

Differential Axle

Buick Positive Traction Differential Axles are filled at the Factory with a s p e c i a l lubricant

MAINTENANCE

1-11

conforming to Buick Specification

No. 723. It is not necessary to remove the lubricant at any time except when it has become contaminated or when it is required for inspection of parts or for repairs. There is no drain hole in the rear axle housing.

In all cases of adding lubricant to bring to proper level or complete r e f i l l i n g of Positive Traction

Rear Axle, only lubricant conforming to Buick Specification No.

723 should be used. Lubricant conforming to this specification may be obtained from any Buick

Parts Warehouse under Group

5.535.

To identify a Positive Traction rear axle, a tag stating "Use

Limited Slip Diff. Lube Only", is attached to the filler plug of the rear axle on Wildcats, Electra

225's and Rivieras. On LeSabres this same tag is attached to the lower right bolt on the rear axle rear cover. See Figure 1-10.

a. Change Engine Oil - Change more often than is recommended in Par. 1-1. The severity of the conditions should determine the frequency of oil changes.

1 - 1 0 VEHICLE OPERATION

UNDER DUSTY

CONDITIONS b- Oil Filter - Change each time that the oil is changed under these conditions.

c. Oil Filler Cap - Check for presence of dust and dirt each time car is refueled. Wash and re-oil if necessary.

When cars are operated in adverse dusty climates or conditions, the following ^precautions should be taken to prevent dirt and other foreign materials from entering the engine.

d. Air C l e a n e r E l e m e n t - If amount of dirt and foreign materials is excessive, e l e m e n t should be replaced on Super Wildcat engines and cleaned on all other engines.

ENGINE SPECIFICATIONS 2 - 1

GROUP 2

ENGINE

SECTIONS IN GROUP 2

Section

2-A

2-B

2-C

2-D

Subject Page

Engine Specifications 2-1

Engine Description 2-11

Engine Tune - Care and

Trouble Diagnosis 2-23

Cylinder Head and Valve

Mechanism Service 2-29

Section Subject Page

2-E Replacement of Crankshaft and

Connecting Rod Bearings,

Pistons and Rings 2-39

2-F Cooling and Oiling Systems

Service 2-47

2-G Engine Mounting Adjustment 2-54

SECTION 2-A

ENGINE SPECIFICATIONS

CONTENTS OF SECTION 2-A ph Subject Page Paragraph

2 - 1 E n g i n e B o l t T o r q u e S p e c i f i c a t i o n s . 2 - 1 2 - 3

2 - 2 E n g i n e G e n e r a l S p e c i f i c a t i o n s . . . . 2 - 3

Subject

Engine Dimensions, Fits and

Adjustments

Page

2-5

2 - 1 ENGINE BOLT TORQUE

SPECIFICATIONS

Use a reliable torque wrench to tighten the parts listed. This will insure that the proper torque is obtained without straining or distorting the parts. The specifications are for clean and lightly lubricated threads only. Dry or dirty threads produce increased friction which prevents accurate measurement of torque.

a. Torque Specifications for 401 and 425 Cubic Inch Engines

Part Location

Torque ft. lbs.

Main Bearing Caps to Cylinder Block 95-120

Cylinder Head to Cylinder Block Bolts 65-80

Harmonic Balancer to Crankshaft 200 Min.

Fan Driving Pulley to Harmonic Balancer 18-25

Flywheel to Crankshaft (Auto. & Synchro.) 50-65

Connecting Rod 40-50

Oil Pan to Cylinder Block 9-13

Oil Pan Drain Plug 25-35

Oil Pump Cover - Body 6-12

Oil Screen Housing & Pipe to Block 6-9

Oil Pump to Block 30-40

Oil Gallery Plug 25-35

Oil Filter to Block 30-40

Timing Chain (& Water Pump Cover) to Block 17-23

Water Pump Cover to Timing Chain Cover 6-8

Fan Driven Pulley 17-23

Water Outlet to Manifold 17-23

Intake Manifold to Cylinder Head 25-35

Exhaust Manifold to Cylinder Heads 10-15

Carburetor to Intake Manifold 10-15

Air Cleaner Stud 17-23 lb. in.

Air Cleaner Wing Nut 17-23 lb. in.

2 - 2 SPECIFICATIONS ENGINE a. Torque Specifications for 401 and 425 Cubic Inch Engines (Cont'd.)

Torque

Part Location Ft.-Lbs.

Fuel Pump to Cylinder Block 25-35

Motor Mount to Block 25-40

Push Rod Cover to Cylinder Block 3-5

Fuel Pump Eccentric & Timing Chain Sprocket to Camshaft 40-55

Rocker Arm Covers to Cylinder Head 3-5

Rocker Arm Shaft Bracket to Cylinder Head 25-35

Delcotron Bracket to Cylinder Head 65-80

Delcotron Bracket Brace 18-25

Delcotron Pivot Bolt 30-40

Starting Motor to Cylinder Block 40-55

Distributor Clamp to Cylinder Block 10-15

Spark Plugs 25-35

Ignition Coil to Intake Manifold 9-13

Water Manifold to Cylinder Head 25-35

Flywheel Housing to Cylinder Block 45-60

Automatic Transmission Case to Block 45-60 b. Torque Specifications for 3 0 0 Cubic Inch Engine

Torque

Part Location ft. lbs.

Crankshaft Bearing Caps to Cylinder Block 95-120

Connecting Rods 30-40

Cylinder Head to Cylinder Block 65-80

Harmonic Balancer to Crankshaft 140 Min.

Fan Driving Pulley to Harmonic Balancer 18-25

Flywheel to Crankshaft (Auto. & Synchro.) 50-65

Oil Pan to Cylinder Block 9-13

Oil Pan Drain Plug 25-35

Oil Pump Cover to Timing Chain Cover 8-12

Oil Pump Pressure Regulator Retainer 25-30

Oil Screen Housing to Cylinder Block 6-9

Oil Pan Baffle to Cylinder Block 9-13

Oil Gallery Plugs 20-30

Filter Assembly to Pump Cover 10-15

Timing Chain Cover to Block 17-23

Water Pump Cover to Timing Chain Cover 6-8

Fan Driven Pulley 17-23

Thermostat Housing to Intake Manifold 17-23

Intake Manifold to Cylinder Head 25-35

Exhaust Manifold to Cylinder Head 10-15

Carburetor to Intake Manifold 10-15

Air Cleaner Stud 17-23 Lb. In.

Air Cleaner Wing Nut 17-23 Lb. In.

Fuel Pump to Cylinder Block 17-23

Motor Mount to Cylinder Block 50-75

Fuel Pump Eccentric and Timing Chain Sprocket to Camshaft 40-55

Rocker Arm Cover to Cylinder Head 3-5

Rocker Arm Shaft Bracket to Cylinder Head . 25-35

Delcotron Bracket to Cylinder Head 30-40

Delcotron Bracket to Water Pump & Timing Chain Cover 18-25

Delcotron Mounting Bracket Thru Delcotron to Cylinder Head at Pivot Location 30-40

Starting Motor to Block 30-40

Starting Motor Brace to Block 9-13

Starting Motor Brace to Starting Motor 9-13

Distributor Holddown Clamp 10-15

Spark Plugs 25-35

Synchromesh Lower Flywheel Housing Cover 9-13

ENGINE

2 - 2 ENGINE GENERAL SPECIFICATIONS a. General Description & Specifications for 401 and 425 Cubic Inch V-8's

Item

Type - No. of Cylinders

Valve Arrangement

Bore and Stroke

Piston Displacement

Compression Ratio - Standard . .

Compression Ratio - Export . . .

Taxable Horsepower

Max. Brake Horsepower @ RPM .

Engine Torque @ RPM

Octane Requirements

Firing Order

Crankshaft Bearings - No. & Type

Material

Bearing Taking End Thrust . . . .

Connecting Rod Bearing Type . . .

Material

Piston Material

Compression Rings - Material . .

Oil Rings - Type

Material

Location of All Rings

Camshaft

Camshaft Drive

Camshaft Bearings

Valve Lifter - Type

Valve Spring - Type

401 Cu. In.

V-8

In Head

4.1875 x 3.640

401 Cu. In.

10.25:1

8.75:1

56.11

325 @ 4400

445 @ 2800

99 Research

90 Motor

1-2-7-8-4-5-6-3

5 Steel-Backed

#1 - #4 M-400

#5 Durex 100A

Steel Backed

M-400

Cast Aluminum Alloy

Lubrited Cast Iron

Hump Type Expander

Steel

Above Pin

Cast Alloy Iron

Chain

Hydraulic

Inner & Outer Helical

SPECIFICATIONS 2 - 3

425 Cu. In.

V-8

In Head

4.3125 x 3.640

425 Cu. In.

10.25:1

N.A.

59.51

340 @ 4400*

465 @ 2800

99 Research

90 Motor

1-2-7-8-4-5-6-3

5 Steel-Backed

#1 - #4 M-400

#5 Durex 100A

Steel Backed

M-400

Cast Aluminum Alloy

Lubrited Cast Iron

Hump Type Expander

Steel

Above Pin

Cast Alloy Iron

Chain

Hydraulic

Inner & Outer Helical

Lubrication System

Oil Supplied to Bearing Surfaces Pressure

Oil Supplied to Crankshaft & Camshaft Pressure

Oil Supplied to Connecting Rods Pressure

Oil Supplied to Pistons & Pins Splash

Oil Supplied to Cylinder Walls Splash & Nozzle

Oil Supplied to Valve Lifters, Rocker Arms, and Valves . Pressure

Normal Oil Pressure 40 @ 2400

Oil Reservoir Capacity 4

Dry Engine 5

Oil Filter Full Flow

Cooling System

Water Temperature Control Thermostat

Thermostat Opens At 180°

Cooling System Capacity

Less Heater 16-3/4 Qts.

With Heater 17-3/4 Qts.

With A/C 18-1/4 Qts.

Fan Diameter, No. of Blades

Standard 18" x 4

Air Conditioning 20" x 7

Fan Drive

Standard Water Pump Shaft

Air Conditioning Thermostatic Controlled

Clutch

*On 425 Engine with 2 - 4 B a r r e l C a r b u r e t o r s , Max. B H P i s 360 @ 4400 RPM

Pressure

Splash

Splash & Nozzle

Pressure

40 @ 2400 RPM

Full Flow

Thermostat

180°

17-1/4 Qts.

18-1/4 Qts.

18'

20' x 4 x 5

Water P u m p Shaft

T h e r m o s t a t i c Controlled

Clutch

2 - 4 SPECIFICATIONS ENGINE b. General Description & Specifications for 3 0 0 Cubic Inch V-8

Item 300 Cubic Inch V-8 Engine

Engine Type 90° V-8

Valve Arrangement In Head

Bore and Stroke 3.750 x 3.400

Piston Displacement 300 Cu. In.

Compression Ratio

2-Barrel Carburetor 9.0 to 1

4-Barrel Carburetor 11.0 to 1

Brake Horsepower @ RPM

Standard Compression 210 @ 4600

High Compression 250 @ 4600

Torque @ RPM

Standard Compression 310 @ 2400

High Compression 335 @ 3000

Octane Requirements

Standard Compression 84 Motor Method, 93 Research Method

High Compression 90 Motor Method, 99 Research Method

Taxable Horsepower , 45.0

Cylinder Numbers - Front to Rear

Left Bank 1-3-5-7

Right Bank 2-4-6-8

Firing Order , 1-8-4-3-6-5-7-2

Cylinder Block Material Cast Iron

Cylinder Head Material Cast Iron

Engine Idle Speed

Synchromesh . . . 550 RPM

Automatic 550 RPM (In Drive)

A/C Cars 600 RPM (Automatic In Drive)

Ring Specifications

Compression Ring Material & Surface Treatment

#1 Cast Iron - Chrome Plated

#2 Cast Iron - Lubrited

Oil Ring Type Dual Steel Rail With Spacer

Oil Ring Expander Steel Humped Ring

Location of Rings . Above Piston Pin

Crankshaft Specifications

Material Pearlitic Malleable Iron

Bearings 5-A11 Replaceable

Bearing Material M-400 Aluminum (#1, #2, #3, and #4)

M-100 Durex (#5)

Bearing Taking End Thrust #3

Camshaft Specifications

Material Cast Iron Alloy

Bearings. . Steel Backed Babbit

Number of Bearings 5

Camshaft Location Above Crankshaft At Center of "V"

Type of Drive Chain

No. of Links . . 54

Crankshaft Sprocket Sintered Iron

Camshaft Sprocket Nylon Coated Aluminum

Valve Specifications

Intake Valve Material . SAE 1041 Steel

Exhaust Valve Material GM-N82152 (21-4N)

Valve Lifter Mechanism Hydraulic

Valve Spring Single Helical

ENGINE SPECIFICATIONS 2 - 5

Lubrication System Specification

Type of Lubrication

Main Bearings Pressure

Connecting Rods Pressure

Piston Pins Splash

Camshaft Bearings Pressure

Timing Chain Splash & Nozzle

Cylinder Walls Splash & Nozzle

Oil Pump Type Gear Driven

Normal Oil Pressure 30 lbs. @ 2400 RPM

Oil Pressure Sending Unit „ Electrical

Oil Intake t Screened Tube

Oil Filter System . . . Full Flow

Filter Type Throw-Away Element & Can

Crankcase Capacity

Less Filter 4 qts.

With Filter 5 qts.

Cooling System Specifications

System Type Pressure

Radiator Cap Relief Pressure 15 psi

Thermostat Choke Type Opening at 180°

Water Pump

Type Centrifugal

GPM @ RPM 14 @ 1000

Drive V-Belt

Bearings Double Row

By-Pass Recirculation Type External

Cooling System Capacities

With Heater 13.7 qts.

W/O Heater 12.7 qts.

With Air Conditioning 15.0 qts.

Fan Diameter and Number of Blades

Less AC 18" x 4

With AC 18" x 7

Fan Drive

Less AC Water Pump Shaft

With AC Torque and Temperature Sensitive Clutch

Piston and Piston Pin Specifications

Piston Material Cast Aluminum Alloy

Piston Treatment Tin Plated

Piston Pin Material SAE 1018 or 1118 Steel

Piston Pin Type Pressed In Rod

Connecting Rod Specifications

Material - Rod Pearlitic Malleable Iron

Bearing Type Removable Steel Backed

Bearing Material M/400 Aluminum

2 - 3 ENGINE DIMENSIONS, FITS AND ADJUSTMENTS a. 401 and 425 Cubic Inch Engines

Item 401 Cu. In. 425 Cu. In.

Crankshaft Journal Diameter See Chart at End of this Subpar.

Crankshaft Journal to Bearing Clearance .000 - .0019 .000 - .0019

Crankshaft End Play at Thrust Bearing 004 - .008 .004 - .008

Crankshaft Journal Diameter 2.2495 2.2495

Crankpin Journal to Bearing Clearance .0002 - .0023 .0002 - .0023

Connecting Rod End Play on Crankpin .005 - .012 .005 - .012

Connecting Rod Bearing Length .820 .820

2 - 6 SPECIFICATIONS ENGINE a. 401 and 425 Cubic Inch Engines (Cont'd.)

Item 401 Cu. In.

425 Cu. In.

Cylinder Bores - Standard Size 4.1875 4.312

Piston Pin Diameter 9994 - .9997 .9994 - .9997

Piston Pin Length 3.520 3.520

Piston Pin Fit (In Connecting Rod) Press Press

Piston Ring Gap - Compression Ring in Bore .015 - .025 .015 - .025

Piston Ring Gap - Oil Ring in Bore .015 - .035 .015 - .055

Camshaft Bearing Journal Dia.

#1 1.785 - 1.786 1.785 - 1.786

#2 1.755 - 1.756 1.755 - 1.756

#3 1.725 - 1.726 1.725 - 1.726

#4 1.695 - 1.696 1.695 - 1.696

#5 1.665 - 1.666 1.665 - 1.666

Valve Lifter Diameter .8425 .8425

Valve Lifter Clearance in Crankcase .0015 - .0030 .0015 - .0030

Rocker Arm Ratio 1.6:1 1.6:1

Rocker Arm Clearance on Shaft .0027 - .0042 .0027 - .0042

Valve Head Diameter - Inlet 1.875 1.875

Valve Seat Angle - Inlet 45° 45°

Valve Stem Diameter - Inlet .373T - .372B .373T - .372B

Valve Head Diameter - Exhaust 1.500 1.500

Valve Seat Angle - Exhaust 45° 45°

Valve Stem Diamter - Exhaust 372T - .3715B .372T - .3715B

Valve Stem Clearance in Guide

Inlet .001 - .003 Top, .002 - .004 Bottom Same as 401

Exhaust .0015 - .0035 Top, .0025 - .0045 Bottom Same as 401

Valve Spring - Outer

Valve Closed (Lbs. @ Length) 46 @ 1.600" 46 @ 1.60CT

Valve Open (Lbs. @ Length) 101 @ 1.160" 101 @ 1.160"

Valve Spring - Inner

Valve Closed (Lbs. @ Length) 25.5 @ 1.690" 25.5 @ 1.690"

Valve Open (Lbs. @ Length) 76 @ 1.250" 76 @ 1.250"

Note: All Measurements in Inches Unless Otherwise Specified.

b. 300 Cubic Inch Engines

Item 300 Cu. In.

Piston Clearance Limits

Top Land 0215 - .0295

Skirt - Top 0005 - .0011

Skirt - Bottom 0005 - .0021

Ring Groove Depth

#1 - Compression Ring 1880 - .1955

#2 - Compression Ring 1905 - .1980

#3 - Oil Ring 1905 - .1980

Ring Width

#1 - Compression Ring 0785 - .0790

#2 - Compression Ring 0770 - .0780

#3 - Oil Ring 181 - .187

Ring Gap

#1 - Compression Ring 010 - .020

#2 - Compression Ring 010 - .020

#3 - Oil Ring 015 - .035

Piston Pin Length 3.060

Diameter of Pin 9394 - .9397

Clearance

In Piston 00005 - .0001

In Rod 0007 - .0015 Press

Direction & Amount Offset In Piston 040 Toward High Thrust Side

*A11 Measurements In Inches Unless Otherwise Specified.

ENGINE SPECIFICATIONS 2 - 7 b. 300 Cubic Inch Engines (Cont'd.)

Item 300 Cu. In.

Connecting Rod Specifications

Bearing Length .737

Bearing Clearance (Limits) 0020 - .0023

End Play - Total for both Rods .006 - .014

Crankshaft Specifications

End Play at Thrust Bearing 004 - .008

Main Bearing Journal Diameter 2.4995

Crankpin Journal Diameter 2.0000

Main Bearing Overall Length

#1 864

#2 864

#3 1.057

#4 864

#5 864

Main Bearing to Journal Clearance 0004 - .0018

Camshaft Specifications

Bearing Journal Diameter

#1 1.785 - 1.786

#2 1.755 - 1.756

#3 1.725 - 1.726

#4 1.695 - 1.696

#5 1.665 - 1.666

Journal Clearance in Bearings 0005 - .0025 (#1), .0005 - .0035 (#2, #3, #4,& #5)

Valve System Specifications

Rocker Arm Ratio 1.6 to 1

Rocker Arm Clearance On Shaft 0017 - .0032

Valve Lifter Diameter 8422 - .8427

Valve Lifter Clearance In Crankcase 0015 - .003

Valve Lifter Leakdown Rate 12 to 60 Sec. in Test Fixture

Intake Valve

Head Diameter 1.625

Seat Angle 45°

Stem Diameter 3412 Top - .3407 Bottom

Clearance In Guide Top .001 - .003

Bottom .0015 - .0035

Exhaust Valve

Head Diameter 1.3125

Seat Angle 45°

Stem Diameter 3407 Top - .3402 Bottom

Clearance In Guide Top .0015 - .0035

Bottom .002 - .004

Valve Spring

Valve Closed - Pounds @ Length 64 @ 1.640

Valve Open - Pounds @ Length 168 @ 1.260

2 - 1 0 SPECIFICATIONS

ENGINE

Figure 2-3-300 Cu. In. Engine (Front View)

ENGINE ENGINE DESCRIPTION 2 - 1 1

SECTION 2-B

ENGINE DESCRIPTION

CONTENTS OF SECTION 2-B

Paragraph Subject Page Paragraph

2-4 Engines and Mountings 2-11

2-5 Engine Construction 2-11

Subject Page

2-6 Engine Lubrication System 2-15

2-7 Engine Cooling System 2-17

2 - 4 ENGINES AND MOUNTINGS

a. Engines in Each Series

Series

Engine

Code#

Prefix

Cu. In.

Displacement

45000

46000

48000

49000

300

401

425

401

425

Use

Compression

Ratio

Bore Stroke Carburetor

Horsepower

Taxable Brake

Standard

Optional

Export

Standard

Export

Optional

Standard

Optional

9.0 - 1

10.25 - 1

7.6 - 1

10.25 - 1

8.75 - 1

10.25 - 1

3.750

3.400

4.1875

4.3125

3.640

4.1875

4.3125

3.640

2 Bbl.

4 Bbl.

2-4 Bbls.

4 Bbl.

2-4 Bbls.

45.0 210

45.0 250

56.11 325

315

59.51 360

56.11 325

59.51 360 b. Engine and Transmission

Mountings

The engine and transmission assemblies are supported in the frame on three synthetic rubber pads. One mounting pad is located on each side of the engine near the front end and approximately midway between top and bottom of the cylinder crankcase. The mounting pads are fastened between the crankcase and the cross member at front end of car frame. The front mountings are designed to support the weight of the engine and control its torsional characteristics.

The rear (transmission) mounting is located between the transmission rear bearing retainer and the transmission support.

2-5 ENGINE

CONSTRUCTION

(ALL ENGINES)

a. Cylinder Crankcase

The cylinder crankcase has two banks of four cylinders each, which form a 90 degree angle.

The crankcase section extends below the centerline of the crankshaft to form a continuous flat surface with the rear bearing cap and the timing chain cover, permitting installation of the lower c r a n k c a s e with a one-piece gasket. The upper portion of the flywheel housing is cast integral with the cylinder crankcase.

The right bank of cylinders (as viewed from rear) is set slightly forward of the left bank so that connecting rods of opposite pairs of cylinders can be connected to the same crankpin. Starting at front end, cylinders in the right bank are numbered 1-3-5-7 and cylinders in the left bank are numbered 2-4-6-8.

b. Crankshaft and Bearings

The crankshaft is supported in the crankcase by five steel-backed full precision type b e a r i n g s , all h a v i n g the same nominal diameter.

All bearings are identical except number three, which takes end thrust and rear main, which has a different width and material.

See Figure 2-5.

2 - 1 2 ENGINE DESCRIPTION

ENGINE

Figure 2-4—401 Cubic Inch Engine End Sectional View

The crankshaft is counterbalanced by weights forged integral with crank cheeks. Maximum counterweighting in the space available is obtained by machining the weights to a contour which allows a minimum uniform clearance with cylinder barrels and piston skirts. Additional counterbalancing is obtained by an offset flywheel flange.

All engines are equipped with a harmonic balancer and fan pulley assembly.

c. Connecting Rods and Pistons

Connecting rods are steel forgings of I-beam section, having bosses on each side so that metal can be removed as required to secure correct weight and balance during manufacture. The lower end of each rod is fitted with a steel-backed full precision type bearing. The upper end of the connecting rod has a hole into which the wrist pin is pressed.

The outer ends of the pin float in the bosses in the piston.

The tin plated aluminum alloy pistons have full skirts and are cam ground. Two compression rings and one oil control ring are located above the piston pin. Two transverse slots in the oil ring groove extend through the piston wall and permit drain back of oil collected by the oil ring. Shallow depressions cast into the head provide clearance between the piston and valves in operation.

See Figure 2-4.

The cast iron compression rings

ENGINE DESCRIPTION 2 - 1 3 ENGINE

THRUST

BEARING —,

COUNTER WEIGHTS

OIL SEALS

THESE BEARINGS

IDENTICAL

This places the plugs in opposite ends of the right and left heads; therefore, the heads cannot be interchanged.

All valves are mounted vertically in the cylinder head and in line from front to rear, so they operate at 45 degrees to the centerline of cylinders. The angle and location of the inlet valve and port c a u s e s the incoming fuel-air charge to sweep angularly downward to one side of the cylinder centerline, resulting in a whirling action which thoroughly mixes the charge and produces a beneficial turbulence during the compression stroke.

Figure 2-5—Engine Crankshaft and Bearings in the two upper grooves of piston are distinguished by a bevel cut around the inner edge on one side. The rings are installed with identification mark up.

The oil ring in the lower groove consists of two thin steel rails separated by a spacer and backed by an expander placed in the piston groove. The r a i l s and spacer of a new ring are lightly held together with a cement which dissolves and releases the parts when oil is applied at start of operation.

With the spark plug located centrally in top of the combustion chamber the point gap is well exposed to the sweep of the incoming charge. This reduces the concentration of exhaust gases that may have remained in this area after exhaust of the previous charge. As noncombustible exhaust products are removed frorn the area around the spark plug the tendency toward misfiring at part throttle is reduced.

d. Cylinder Heads

Both cylinder heads are identical except for treatment of the water inlet ports which exist in both ends of each head. When a head is prepared for installation on one bank of cylinders, the water inlet port on the rear end is plugged and the front port is left open for connection to the water pump.

CONNECTING

ROD

/-RIBS y-

BOSSES, \?\ mi il t

The central location of the spark plug causes burning of the fuel charge to proceed uniformly outward in a l l directions toward edges of the combustion space.

The short flame travel speeds up the combustion process, causing the fuel mixture to burn in a shorter period of time than that at which detonation is likely to occur. High turbulence on the compression stroke and short flame travel following ignition permits the use of a high compression ratio with present day fuels.

PISTON-

^CAP

Figure 2-6—Connecting Rod and

Piston Assembly e. Camshaft and Valve

Mechanism

The camshaft is located in the angle of the cylinder block above the c r a n k s h a f t where it is supported in five steel-backed, babbitt - lined b e a r i n g s . It is driven from the crankshaft by sprockets and a single outside guide type chain. See Figure 2-7.

Hydraulic valve lifters and solid one-piece steel push rods are u s e d to operate the overhead rocker arms and valves of both banks of cylinders from the single camshaft. This system requires no lash adjustment at time of assembly or in service; therefore, no adjusting studs or screws are provided in the valve train.

Construction and operation of the hydraulic valve lifters are described in subparagraph f below.

The eight rocker arms for each bank of cylinders are mounted on a tubular steel shaft supported on the cylinder head by four die cast brackets. The rocker arms are die cast aluminum with inserts at the push rod socket and the valve stem contact face. See Figure 2-8. The rocker arms are offset to accommodate the different planes of movement of the valves and the push rods which pass through the cylinder head to one side of the valves.

The valves operate vertically in guides pressed into the cylinder head and each valve has two concentric springs to insure positive seating throughout the operating

- - V A L V E S -

CAMSHAFTy

ROCKER

: /

ARM • ; »

CHAIN S 1

WE?

'. T ^ \ VALVE w

UFTER

^-SPROCKETS

Figure 2-7—Valve Mechanism

2 - 1 4 ENGINE DESCRIPTION ENGINE

PUSH

ROD SEAT

ROCKER

ARM

SNAP RING

ROD SEAT

OIL INLETS

PLUNGER

FEED HOLE

BALL RETAINER

Figure 2-8—Valve Rocker Arm speed range. Inlet valve heads are 1-7/8" and exhaust valve heads are 1-1/2" in diameter.

Valves and rocker arms are protected by a cover which seats against a raised horizontal surface on each cylinder head, and a cork gasket insures against oil leaks.

PLUNGER

SPRING

LIFTER BODY

NOTE

BRAZED

CAP

Figure 2-9—Hydraulic Valve Lifter,

Sectional View f. Hydraulic Valve Lifters

In addition to its normal function of a cam follower, each hydraulic valve lifter also serves as an automatic adjuster which maintains zero lash in the valve operating linkage under all operating conditions. By eliminating all lash in the operating linkage and also providing a cushion of o i l to absorb operating shocks, the hydraulic valve l i f t e r promotes quiet v a l v e operation. It also eliminates the need for periodic valve adjustment to compensate for wear of parts.

As shown in Figure 2^9, all parts of a hydraulic lifter are housed in the body, which is the cam f o l l o w e r . The body and the plunger are ground to very close limits, then a plunger is selectively fitted to each body to assure free movement with very little clearance. The push rod seat is free to move with the plunger in the body and, as its name i m p l i e s , it provides a spherical s e a t to support the lower end of the push rod.

The plunger and seat are pressed toward the upper end of the lifter body by a coil spring which also holds a check ball r e t a i n e r against the l o w e r end of the plunger. When lifter is out of engine a spring wire retainer holds all parts in the body. The ball retainer holds a s p r i n g loaded check ball in position over the lower end of a feed hole in the plunger. See Figure 2-9.

When the valve lifter is installed in engine the push rod holds the seat and plunger downward clear of the plunger retainer at all times. The plunger spring then presses the lifter body down against the camshaft and presses the plunger and seat up against the push rod with an eight pound load, which is enough to take up all lash clearances between parts in the valve l i n k a g e without affecting positive seating of the valve.

Oil is fed to all lifters through galleries in the crankcase, as described in paragraph 2-6. Oil enters each lifter through grooves and oil holes in the lifter body and plunger, and flows down into the chamber below the plunger through the feed hole and around the check ball. The first few cycles of operation a f t e r the engine is started forces out all air and c o m p l e t e l y fills the plunger and lower chamber of each lifter with oil.

At the start of a cycle of valve operation, the lifter body rests on the camshaft base circle. The plunger spring holds all l a s h c l e a r a n c e s * out of the valve linkage.

As the rotating camshaft starts raising valve lifter body, oil in the lower chamber and the check ball spring firmly seats the check ball against the plunger to prevent appreciable loss of oil from the chamber. The lifting force against the body is then transmitted through the entrapped oil to the check ball and plunger and push rod seat move upward with the body to operate the linkage which opens the engine valve.

As the camshaft rotates further to close the engine valve, the valve spring forces the linkage and lifter to follow the cam down.

When the engine valve seats, the linkage parts and lifter plunger stop but the plunger spring forces the body to follow the cam downward .002" to .003" until it again rests on the camshaft base circle.

Oil pressure against the check ball f r o m the lower chamber ceases when the plunger stops and allows passage of oil past the check ball into the lower chamber to replace the slight amount of oil lost by "leak-down' \

During the valve opening and closing operation a very slight amount of oil escapes through the clearance between plunger and body and returns to the crankcase. This slight loss of o i l

(called "leak-down") is beneficial in providing a gradual change of oil in the lifter, since fresh oil enters the lower chamber when

ENGINE ENGINE DESCRIPTION 2 - 1 5 oil is supplied under full pressure to crankshaft, connecting rods, and camshaft bearings, and is supplied under controlled volume to the valve lifters, rocker arm bearings, and push rods. All other moving parts are lubricated by gravity flow or splash. See Figure 2-12.

a. Oil Supply

401 & 425 Engine

Figure 2-10—Oil Filter Installation pressure is relieved on the check ball at the end of each cycle of operation.

It should be noted that during each cycle of operation the vertical movement between the body and plunger is only .002" to .003" but the check ball moves through its full travel of .004" to .008".

Full opening of the plunger feed hole at the end of each cycle not only permits replacement of oil lost from the lower chamber, as previously described, b u t also permits control of the volume of oil in lower chamber to compensate for expansion and contraction of the valve linkage parts due to changes in engine temperature.

When e n g i n e temperature increases and the valve linkage parts expand, the plunger must move to a slightly lower position in the lifter body to assure full closing of the engine valve. When engine temperature decreases and the linkage parts contract, the plunger must move to a slightly higher position in body to prevent lash clearances in the valve linkage. In either case, the capacity of the lower chamber changes and the volume of oil present is automatically controlled by passage of oil through the open plunger feed hole.

2 - 6 ENGINE LUBRICATION

SYSTEM

The engine lubrication system is of the force-feed type in which

The supply of oil is carried in the lower crankcase (oil pan) which is filled through filler caps in the rocker arm covers. The filler openings are covered by combination filler and ventilating caps which contain filtering material to exclude dust. A removable oil gauge rod on right side of crankcase is provided for checking oil level.

b. Oil Pump

401 & 425 Cu. In. Engine

Oil is picked up and circulated by the spur-geared oil pump assembly which is mounted on the lower side of the cylinder crankcase at the rear end, where it extends down into the oil sump. The pump shaft is coupled to the ignition distributor shaft, which is driven from the camshaft through spiral gears. The pump inlet is equipped with a stationary screen of ample area. If the screen should become clogged for any reason, oil may be drawn into the pump over the top edge of the screen, which is held slightly clear of the screen housing by three embossments.

The oil pump body contains a non - adjustable s p r i n g loaded pressure valve, which regulates the maximum oil pressure to 40 pounds.

Drilled passages in the oil pump body and cylinder crankcase conduct all oil from the pump to the oil filter.

The oil pump is located in the timing chain cover where it is connected by a drilled passage in the cylinder crankcase to an oil screen housing and pipe assembly. The screen is submerged in the oil supply and has ample area for all operating conditions.

If the s c r e e n should become clogged for any reason, oil may be drawn into the system over the top edge of the screen which is held clear of the sheet metal screen housing.

Oil is d r a w n into the pump through the screen and pipe assembly and a drilled passage in the crankcase which connects to drilled passages in the timing chain cover. All oil is discharged from the pump to the oil pump cover assembly. The cover assembly consists of an oil pressure relief valve, an oil filter by-pass valve and a nipple for installation of an oil filter. The spring loaded oil pressure relief valve limits the oil pressure to a maximum of 33 pounds per square inch. The oil filter bypass valve opens when the filter has become clogged to the extent that 4-1/2 to 5 pounds pressure difference exists between the filter inlet and exhaust to by-pass the oil filter and channel unfiltered oil directly to the main oil galleries of the engine. See Figure 2-11.

Figure 2-11—Oil Flow (401 and 425

Cu. In. Engine)

2 - 1 6 ENGINE DESCRIPTION ENGINE

Oil Filter. The AC full flow type oil filter is externally mounted on the right side of crankcase.

The filter permits rapid passage of oil with a minimum drop in pressure. Normally, ALL engine oil passes through the filter element. If the element becomes restricted enough to produce

4-1/2 to 5-1/2 pounds difference in pressure between the inlet and outlet ports of the filter, a spring-loaded ball type valve in the filter base will open to bypass the element and route oil directly into the main oil gallery.

Main Oil Gallery. The main oil gallery runs full length of the crankcase in the angle below the camshaft. Through connecting passages drilled in the crankcase it distributes oil at full pressure to all crankshaft and camshaft bearings, from which oil is then distributed to all other working parts of the engine. See Figure

2-12. See 2-13 for 300 cu. in.

engine.

Crankshaft, Rods, and Pistons.

Holes drilled in the crankshaft carry oil from the crankshaft bearings to the connecting rod bearings. Pistons and cylinder walls are lubricated by oil forced through a small notch in the bearing parting surface on connecting rod, which registers with the hole in the crankpin once in every revolution. Piston pins are lubricated by splash.

Timing Chain and Sprockets. A small amount of oil which escapes from the camshaft front bearing flows down the front face of the cylinder crankcase to drop on the crankshaft sprocket, from which

OVERSIZED

BOLT HOLE

VALVE LIFTER

OIL GALLERIES

M A I N OIL

GALLERY

OIL FILTER

Figure 2-12—Schematic Diagram of Engine Oil Flow (401 & 425 Cu. In. Engines)

ENGINE ENGINE DESCRIPTION 2 - 1 7

Figure 2 - 1 3 — O i l Flow

(300 C u . I n . Engine)

GEAR

IL PUMP

COVER it is then transferred to the timing chain.

Valve Lifters and Oil Galleries.

Oil holes in the crankcase and camshaft front bearing align with a groove in the camshaft front bearing journal which meters the flow of oil from the main oil gallery to the valve lifter oil gallery in each bank of cylinders.

The drilled oil gallery, running full length of each cylinder bank, cuts into the lower sides of all valve lifter guide holes to supply an adequate volume of low pressure oil to each hydraulic valve lifter. Oil enters each l i f t e r through grooves and holes in the lifter body and the plunger. See

Figure 2-12.

Rocker Arms, Valves, and Push

Rods. The r o c k e r arms and valves on each cylinder head are supplied with low pressure oil from the valve lifter oil gallery through c o n n e c t i n g passages drilled in the front end of cylinder block and head. See Figure 2-12.

The oil passage in cylinder head ends in a counterbored recess s u r r o u n d i n g the bolt which attaches the rocker arm shaft front bracket. The oversize bolt hole through the bracket permits oil to flow up into the hollow r o c k e r arm shaft, which is plugged at both ends.

Each rocker arm receives oil through a hole in the shaft, and parallel grooves in the rocker arm assure proper lubrication of the bearing surface. Oil.is mete red to the push rod ball seat and to the valve stem through holes drilled in the rocker arm. Excess oil drains off and returns to the oil pan through passages in cylinder head and cylinder block.

2 - 7 ENGINE COOLING

SYSTEM

FAN CLUTCHj

Figure 2-14—Fan Clutch

The torque sensitive fan clutch is equipped with a temperature sensitive coil which controls the flow of silicone through the clutch.

The engine cooling system is the pressure type, with thermostatic coolant temperature control and water pump circulation.

During periods of operation when radiator discharge air temperature is low, the fan clutch limits the fan speed to 800 to 1200 RPM.

Operating conditions that produce high radiator discharge air temperatures cause the temperature sensitive coil to turn a shaft which opens a port inside the clutch.

This open port allows a greater flow of silicone providing a maximum fan speed of approximately

2100 RPM.

A double contact temperature sensitive switch is located in the right cylinder head. On 401 and

425 cu. in. engines, the switch closes one set of contacts to light a green signal on the instrument panel when engine water temperature is below 110°F. If engine w a t e r temperature is between

110° and 245° (approximately) neither contact is closed. Engine water temperature above 245° causes the second set of contacts to close and light a red signal on the instrument panel.

A Harrison tube and center type of radiator core of brass and copper is used on all models. The lower radiator tank houses the transmission oil cooler.

All engines are equipped with an

fan. Air conditioned cars are equipped with a 20" fan driven by a torque and temperature sensitive clutch. See Figure 2-14.

The clutch coil is calibrated so that at road load with an ambient temperature of 80°F the clutch is just at the point of shift between high and low fan speed.

The cooling system is sealed by a pressure type radiator filler cap which causes the system to operate at higher than atmospheric pressure. The higher pressure raises the boiling point of coolant and increases the cooling efficiency of the radiator. The fifteen pound pressure cap used on all series permits a possible increase of approximately 38°F. in boiling point of coolant.

The pressure type radiator filler cap contains a blow off or pressure valve and a vacuum or atmospheric v a l v e . See F i g u r e

2-15. The pressure valve is held

2 - 1 8 ENGINE DESCRIPTION ENGINE against its seat by a spring of pre-determined strength which protects the radiator by relieving the pressure if an extreme case of internal pressure should exceed that for which the cooling system is designed. The vacuum valve is held against its seat by a light spring which permits opening of the valve to relieve vacuum created in the system when it cools off and which otherwise might cause the r a d i a t o r to collapse.

HUB

SHAFT AND

BEARING

COVER

The coolant is circulated by a centrifugal pump mounted on the timing chain cover which forms the outlet side of the pump. The fan and pulley(s) are bolted to the forward end of the pump shaft.

In this manner both the fan and pump are belt driven by a crankshaft driven pulley mounted forward of the harmonic balancer.

SEAL ASSEMBLY

CERAMIC SEAL

The pump shaft is supported on two s i n g l e row ball bearings pressed on the shaft and shrunk fit in the aluminum water pump cover. The bearings are permanently lubricated during manufacture and sealed to prevent loss of lubricant and entry of dirt.

The pump is sealed against coolant leakage by a packless nonadjustable seal assembly mounted in the pump cover in position to bear against the impeller hub.

See Figure 2-16.

The inlet pipe cast on the pump c o v e r feeds into the passage formed by the cover and the front

VACUUM

VALVE

BLOWOFF

UPPER TANK VALVE

RADIATOR CORE

Figure 2-15—Pressure Type Radiator

Cap Installation

IMPELLER

Figure 2-16—Water Pump Cover Assembly face of the impeller, which is mounted on the bearing shaft with the vanes facing rearward. Coolant flows through the inlet passage to the low pressure area at the center, where it then flows rearward through three holes in the impeller. Vanes on the rotating impeller cause the coolant to flow radially outward into two discharge passages cast in the timing chain cover, and these passages deliver an equal quantity of coolant to each cylinder bank water jacket.

Cylinder water jackets extend down below the lower limits of piston ring travel and the coolant completely surrounds each cylinder barrel to provide uniform cooling. To this point, coolant circulation in the 300 cu. in. V-8 and the 401 and 425 V-8 are identical. In the 300 cu. in. V-8 the coolant flows into the intake manifold water jacket from the forward port in the cylinder heads. The coolant flows to the rear in the lower portion of the intake manifold and then forward in the upper portion to the thermostat housing and thermostat by-pass. The flow of heated coolant through the intake manifold water jacket warms the manifold evenly to provide good vaporization of the incoming fuel charge.

A port in the rear of the manifold allows connection to the heater hose in heater equipped cars. See

Figure 2-17.

In the 401 and 425 cu. in. engine the coolant leaves the cylinder heads through a water manifold that provides a common connection between both heads and the radiator. The water manifold also houses the "pellet" type radiator

ENGINE SPECIFICATIONS 2 - 1 9 thermostat and provides the bypass passage through which coolmostat valve closes to block circulation through the radiator.

ture control permits the engine to reach its normal operating ant returns to the water pump for This thermostatically operated temperature quickly. The therrecirculation whenever the ther- by-pass type of water temperamostat v a l v e o p e n s at 180 degrees F.

HEATER

Figure 2-17—Coolant Flow (300 Cu. In. Engine)

Figure 2-18—Engine and Transmission Mounting 45000 Series

TORQUE TO

30 -40 LB. FT.

TORQUE TO

30-40 LB. FT.

TORQUE TO

45-60 LB. FT.

TORQUE TO

30-40 LB. FT.

VIEW A

TORQUE TO

30-40 LB. FT

TORQUE TO

30-40 LB. FT.

TORQUE TO

30-40 LB. FT.

Figure 2-20—Engine and Transmission Mounting 49000 Series

USED ONLY

WHEN REQUIRED

ENGINE TROUBLE DIAGNOSIS 2 - 2 3

SECTION 2-C

ENGINE TUNE-CARE AND TROUBLE DIAGNOSIS

CONTENTS OF SECTION 2-C

Paragraph

2-8

2-9

Subject Page

Engine Tune-Care 2-23

Hard Starting, Improper

Performance Excessive Fuel or Oil Consumption 2-24

Paragraph Subject Page

2-10 Excessive Valve Noise 2-25

2-11 Engine Vibration or Noise 2-26

2-12 Cooling System Trouble

Diagnosis 2-27

2 - 8 ENGINE TUNE-CARE

a. Purpose of Tune-up

The purpose of an engine tune-up is to restore power and performance that has been lost through wear, corrosion or deterioration of one or more parts or units. In the normal operation of an engine, these changes take place gradually at a number of points so that it is seldom advisable to attempt an improvement in performance by correction of one or two items only. Time will be saved and more lasting results will be obtained by following a definite and thorough procedure of analysis and correction of all items affecting power and performance.

Economical, trouble-free operation can better be assured if a complete tune-up is performed each 12,000 miles.

The parts or units which affect power and performance may be divided into three groups.

(1) Units affecting compression

(2) Units affecting ignition, and

(3) Units affecting carburetion.

The tune-up procedure should cover these groups in the order given. While the items affecting compression and ignition may be handled according to personal preference, correction of items in the carburetion group should not be attempted until all items affecting compression and ignition have b e e n satisfactorily corrected.

Most of the procedures for performing a complete engine tuneup are covered separately in other sections of this manual; therefore, this paragraph provided an outline only with reference to o t h e r sections w h e r e detailed information is given.

a. If compression improves considerably, rings are worn.

b. If compression does not improve, valves are sticking or seating poorly.

c. If two adjacent cylinders indicate low compression and injecting oil does not increase compression, the cause may be a head gasket leak between the cylinders.

Engine coolant and/or oil in cylinders could result from this defect.

NOTE: Low compression pressure in two adjacent cylinders indicates a possible head gasket leak between the two cylinders?

8. Clean, inspect, gap to .035", and install spark plugs.

9. Inspect battery and cables.

10. If battery is in good condition but cranking speed is low, test cranking m o t o r circuit. (See

Group 10).

11. Adjust fan belt (and power steering belt if so equipped). If difficulty is experienced in keeping battery charged, check generator regulator. (See par. 10-21).

12. Inspect entire ignition system and make indicated corrections.

13. Inspect and test fuel pump.

(See par. 3-12).

14. Check gasoline filter. (See par. 1-6).

15. Check operation of choke valve and check setting of choke thermostat. (See par. 3-17 and

3-18).

16. Check adjustment of fast idle cam and choke unloader. (See par. 3-17 and 3-18).

17. Check throttle linkage and dash pot adjustment.

18. Adjust carburetor idle speed and mixture. (See par. 3-8).

19. Inspect all water hose connections and tighten clamps, if necessary.

20. Road test car for power and overall performance.

2 - 2 4 TROUBLE DIAGNOSIS ENGINE b. Tune-Care Specifications

Allen Uni-Tuner Check Points Sun Tune-Up Tester

2 .

3 .

4 .

Secondary Resistance

Ignition Output

Cranking Voltage

Charging Voltage *

(Quick Check)

Spark Plug Gap

Dwell Angle

Engine Vacuum

Engine Idle Speed

27 Min. @ 1500 RPM

26 Min. @ 1500 RPM

9 Volts Min.

14-15 Volts @ 1500 RPM

3 ± .5 Volts @ 1500 RPM

Blue Band @ 1500 RPM

300 Cu. In. 550 RPM,

.035 Inches

30 Degrees

14 Inches Min. @ Idle

All Others 500 RPM (Add 50 RPM if Air Cond.)

425 Cu. In.

Engine Dual

Four Barrel

Auto Trans.

401 & 425 Cu. Ir i. 300 Cu. In.

Engine Engine

12 BTC 2 1/2° 2 1/2° 9.

10.

1 1 .

Initial Timing *

Total Distributor Advance

(@ 2500 Engine RPM)

Centrifugal Advance Only

(@ 2500 Engine RPM)

23° -32°

10° -14°

34° -42°

20° -24°

* Adjust engine idle as specified, then disconnect vacuum hose.

31°-39°

18° -22° c.

Compression Pressure Limit Chart

This chart may be used when checking cylinder compression pressures. It has been calculated so that lowest reading number is 75% of the highest reading number.

Example: After checking the compression pressures in all cylinders, it was found that the highest pressure obtained was 182 psi. The lowest pressure reading was 145 psi. By locating 182 in the maximum column, it is seen that the minimum allowable pressure is 136 psi.

Since the lowest reading obtained was 145 psi, the car is within limits and the compression is considered satisfactory.

Maximum

Pressure pounds/ sq. inch

134

136

138

140

142

144

172

174

176

178

180

182

184

160

162

164

166

168

170

146

148

150

152

154

156

158

Minimum

Pressure pounds/ sq. inch

118

120

121

123

124

126

127

129

131

132

133

135

136

138

101

102

104

105

107

108

110

111

113

114

115

117

Maximum

Pressure pounds/ sq. inch

208

210

212

214

216

218

220

222

224

226

228

230

232

234

236

238

186

188

190

192

194

196

198

200

202

204

206

Minimum

Pressure pounds/ sq. inch

163

165

166

168

169

171

172

174

175

177

178

140

141

142

144

145

147

148

150

151

153

154

156

157

158

160

162

2 - 9 HARD STARTING

IMPROPER PER-

FORMANCE, EXCESS-

IVE FUEL OR OIL

CONSUMPTION a. Hard Starting, Improper

Performance, Excessive

Fuel Consumption

These subjects are covered in

Section 3-B. See paragraph 3-4 for hard starting, paragraph 3-5 for improper engine performance, and paragraph 3-6 for excessive fuel consumption.

b. Excessive Oil Consumption

If an engine is reported to be using an excessive amount of oil, a thorough inspection should be made for external leaks and the conditions of operation should be carefully considered before assuming that the engine is using too much oil as a result of an internal condition.

Place clean paper on the floor under engine and run the engine at medium speed until the oil is thoroughly warmed up, then stop the engine and check for oil leaks

ENGINE TROUBLE DIAGNOSIS 2 - 2 5 and dripping on the paper. Inspect both sides and front and rear ends of engine for wet spots. Pay particular attention to rocker arm cover, timing chain cover, and lower crankcase gaskets. All external leaks should be corrected and the results noted before attempting any internal correction.

The conditions of operation have an important bearing on oil consumption. The following points should be checked:

(1) Improper reading of oil gauge rod. An erroneous reading will be obtained if car is not level, gauge rod is not pushed down against stop, or insufficient drainback time (1 minute) is not allowed after stopping engine. An over-supply of oil may be added if gauge rod markings are not

understood. The space between

the "OPERATING RANGE" marks represents approximately 1 quart.

(2) Oil too light. The use of oil of lower viscosity than specified for prevailing temperatures will contribute to excessive oil consumption.

(3) Continuous high speed driving. In any automobile engine, increased oil consumption per mile may be expected at speeds above 60 MPH.

(4) High speed driving following slow speed town driving. When a car is used principally for slow speed town driving under conditions where considerable crankcase dilution occurs, a rapid lowering of oil level may occur when the car is driven for some distance at high speed. This is because the dilution from town driving is removed by the heat of the high speed driving. This is a normal condition and should not be mistaken for excessive consumption.

(5) Valve guides worn. Excessively worn valve guides may cause excessive oil consumption.

(6) Piston rings not worn in. A new engine, or an engine in which new rings have been installed, will require sufficient running to wear in the rings to provide proper seating against the cylinder walls. During the wear-in period a higher than average oil consumption is to be expected, and no attempt should be made to improve oil economy by replacing rings before the engine has been in service for at least 3000 miles.

2 - 1 0 EXCESSIVE VALVE

NOISE a. Checking Noise Level of

Valve Mechanism

The noise level of the valve mechanism cannot be properly judged when the engine is below operating temperature, when hood is raised, or when rocker arm covers are removed. At approximately 500 RPM to 1200 RPM, particularly when engine is cold, the valve mechanism has a normal operating noise which is audible with the hood raised, and still more audible when rocker arm covers are removed.

(1) Excessive Oil in Crankcase.

A crankcase oil level high enough to permit the crankshaft to churn the oil will cause air bubbles in the lubricating system. Air bubbles entering the hydraulic valve lifters will cause erratic operation resulting in excessive lash clearance in valve linkage. Find and correct cause of high oil level, adjust oil to proper level

(par. 1-1), then run engine long enough to expel all air from lubrication system and lifters.

When engine is at operating temperature close the hood and listen for valve noise while sitting in the driver's seat. Run engine at idle speed, then at various higher speeds. The noise level of the valve mechanism should be very low as observed from the driver's seat. It is advisable to observe the valve noise level in a number of engines that have been properly broken in, in order to develop good judgment for checking the noise level in any given engine.

b. Causes of Noise in Valve

Mechanism

If the preceding check indicates that the valve mechanism is abnormally noisy, remove the rocker arm covers so that the various conditions which cause noise may be checked.

A piece of heater hose of convenient length may be used to pick out the particular valves or valve linkages that are causing abnormal noise. With the engine running at a speed where the noise is pronounced, hold one end of hose to an ear and hold other end about 1/2" from the point of contact between each rocker arm and valve stem. Mark or record location of the noisy valves for investigation of the f o l l o w i n g causes.

(2) Sticking, Warped, or Eccentric Valves, Worn Guides. Sticking valves will cause irregular engine operation or missing on a low-speed pull, and will usually cause intermittent noise. Pour penetrating oil over the valve spring cap and allow it to drain down the valve stem. Apply pressure to one side of valve spring and then to opposite side, and then rotate valve spring about 1/2 turn. If these operations affect the valve noise it may be assumed that valves should be reconditioned (par. 2-14).

(3) Worn or Scored Parts in

Valve Train. I n s p e c t r o c k e r arms, ball studs, push rod ends, push rods for bends, valve lifters, and camshaft for worn or scored

2 - 2 6 TROUBLE DIAGNOSIS ENGINE wearing surfaces. Replace faulty parts.

(4) Valves and Seats Cut Down

Excessively. Noisy and improper valve lifter operation may result if a valve and its seat have been refinished enough to raise the end of the valve stem approximately

.050" above normal position. In this case it will be necessary to grind off end of valve stem or replace parts.

The normal height of the valve stem above the valve rocker arm gasket surface of the cylinder head is 1.540".

ally appears under one of the following conditions.

(1) Rapping Noise Only When Engine is Started. When engine is stopped any lifter that is on a camshaft lobe is under pressure of the valve springs; therefore leak-down or escape of oil from lifter l o w e r chamber occurs.

When the engine is started a few seconds may be required to fill the lifter, particularly in cold weather when oil is sluggish. If noise occurs from this cause only occasionally it may be considered normal and requiring no correction. If noise occurs almost daily, however, check for: (a) Oil too heavy for prevailing temperatures (par. 1-1) (b) Excessive varnish in lifter.

(5) Faulty H y d r a u l i c V a l v e

Lifters. If the preceding suggestions do not reveal the cause of noisy valve action, check operation of the hydraulic valve lifters as described in subparagraph c.

c. Checking Hydraulic Valve

Lifters

When checking hydraulic valve l i f t e r s , remember that grit, sludge, varnish or other foreign matter will seriously affect operation of these lifters. If any of these f o r e i g n substances are found in the lifters or anywhere in the engine where they may be circulated by the lubrication system, a thorough cleaning job must be done to avoid a repetition of valve lifter trouble.

To guard against entrance of grit into the lifters the engine oil must be changed as recommended in paragraph 1-1 and the oil filter element must be changed as recommended in paragraph 1-2. The engine oil must be the heavy duty type (MS) to avoid detrimental formation of sludge and varnish.

The car owner should be specifically advised of these requirements when the car is delivered.

Faulty valve lifter operation usu-

(2) Intermittent Rapping Noise.

An intermittent rapping noise that

Appears and disappears every few seconds indicates leakage at check ball seat due to foreign particles, varnish, or defective surface of check ball or seat. Recondition noisy lifters (par. 2-15) checking carefully for presence of grit or metal particles, which would require a thorough cleaning to remove source of such material.

(3) Noise on Idle and Low Speed.

If one or more valve lifters are noisy on idle and up to approximately 25 MPH but quiet at higher speeds, it indicates excessive leak-down rate or faulty check ball seat on plunger. With engine idling, lifters with excessively fast leak-down may be spotted by pressing down on each rocker arm above the push rod with equal pressure. Recondition noisy lifters (par. 2-16).

(4) Generally Noisy at All Speeds.

Check for high oil level in crankc a s e . See subparagraph b (1) above. With engine idling, strike each rocker arm above push rod several sharp blows with rawhide hammer; if noise disappears it indicates that foreign material was keeping check ball from seating. Stop engine and place lifters on camshaft base circle. If there is lash clearance in any valve linkage it indicates a stuck lifter plunger, worn lifter body lower end, or worn camshaft lobe. Recondition noisy lifter (par. 2-16).

(5) Loud Noise at Normal Operating Temperature Only. If a lifter develops a loud noise when engine is at normal operating tempera^ ture but is quiet when engine is below normal temperature it indicates an excessively fast leakdown rate or score marks on lifter plunger. Recondition lifter

(par. 2-16).

2-11 ENGINE VIBRATION

OR NOISE

If unusual vibration or noise develops in the operation of a car, test first to determine whether the condition originates in the engine or in other operating units.

Time w i l l often be saved by checking the recent history of the car to find out whether the vibration or noise developed gradually or became noticeable following an accident or installation of repair parts.

Vibration or noise is usually most pronounced when driving at a certain speed. If the engine is run at the equivalent or critical speed with car standing and transmission in neutral, the condition will still exist if the engine or transmission is at fault. If the condition does not exist with engine running and car standing still refer to Rear Axle Trouble Diagnosis and C h a s s i s Suspension

Trouble Diagnosis.

If vibration or noise exists with engine running and car standing still, the following items should be investigated and corrected as required.

a. Engine Tune-Care

An engine which is not properly tuned will run rough and vibrate,

ENGINE TROUBLE DIAGNOSIS 2 - 2 7 particularly at idling and low speeds. A thorough engine tunecare operation is the proper correction (par. 2-10).

If the generator is causing a moan or whine it will increase in intensity when car lights are turned on.

Replacement of generator is generally the only remedy for this condition.

b. Fan, Delcotron Generator

Belt, or Water Pump c. Engine Mountings

Bent fan blades will cause vibration and noise. Fan blades may be bent by accident or by the objectionable practice of turning the engine by means of the blades.

Remove fan belt and run engine.

If vibration or noise is eliminated or reduced it indicates that the condition is caused by the fan, generator, belt, or possibly the water pump.

Vibration may be c a u s e d by broken or deteriorated e n g i n e mountings, or by mountings, or by mountings that are loose or improperly adjusted. Adjust and t i g h t e n loose mountings (par.

2-26) or replace faulty mountings.

d. Crankshaft Balancer

Check water pump for rough or noisy bearing and replace parts if necessary.

Inspect fan belt, all pulleys, balancer, fan blades, and Delcotron generator for undercoating or other material that would cause an unbalanced condition. Examine fan belt for abnormally thick or thin sections.

Check fan blades for excessive runout and correct if necessary.

Check all pulleys for abnormal runout or wobble and replace if necessary.

Loose or broken rivets in the crankshaft balancer may cause vibration in the engine. If the balancer is damaged by accident in such manner that the parts cannot function freely, extreme roughness will be produced which may eventually cause breakage of the crankshaft if it is not corrected. A balancer which shows external evidence of damage or which is suspected of being inoperative should be replaced and the result checked, since it is not possible to test the balancer in any other way.

e. Unbalanced Connecting

Rods or Pistons Reinstall fan belt and adjust to proper tension. See Figures 2-49 thru 2-52.

With engine running, place one hand on generator and slowly open throttle from idle to approximately 60 MPH. If generator vibrates enough to create a noise in the engine or car it will vibrate enough to be felt by the hand. As the engine is slowly speeded up the generator might be felt to go into periods of vibration at different engine s p e e d s . N o i s e caused by the generator should occur at the same time that generator vibration occurs. Repair or replace a noisy generator.

Vibration will result if connecting rods or pistons a r e installed which are not of equal weight with all other rods or pistons in engine. If new parts have recently been installed, these should be c h e c k e d to determine whether they are standard Buick parts or have been a l t e r e d in weight by filing, machining, or other repairs.

f. Unbalanced Flywheel or

Converter Pump

Vibration may be due to unbalanced flywheel or the converter pump. Procedure for balancing these p a r t s is given in paragraph 2-28.

2 - 1 2 COOLING SYSTEM

TROUBLE DIAGNOSIS a. Excessive Water Loss

If the radiator is filled too full when cold, expansion when hot will overfill t h e radiator and coolant will be lost through the overflow pipe. Adding unnecessary water will weaken the antifreeze solution a n d raise the temperature at w h i c h freezing may occur. To avoid losses from this cause never f i l l radiator beyond half way between core and tank top.

If the cooling system requires frequent addition of w a t e r in order to maintain t h e proper level in the radiator, check all units and connections in the cooling system for evidence of leakage. Inspection should be made with cooling system cold because small leaks w h i c h may show dampness or dripping when cold can easily escape detection when the engine is hot, due to the rapid evaporation of the leakage. Telltale stains of grayish white or rusty color, or dye stains from anti-freeze, at joints in cooling system are almost always sure signs of small leaks even though there appears to be no dampness.

Air or gas entrained in the cooling system may raise the level in radiator and cause loss of coolant through the overflow pipe.

Air may be drawn into the cooling system through leakage at the water pump seal. Gas may be forced into the cooling system through leakage at the cylinder head gasket even though the leakage is not sufficient to allow water to enter the combustion chamber. The following q u i c k

2 - 2 8 TROUBLE DIAGNOSIS ENGINE check for air leaks on suction side of pump or gas leakage from engine may be made with a piece of rubber tubing and a glass bottle containing water.

2. Block open the radiator cap pressure valve, or use a plain cap, and be sure radiator cap is on tight. Attach a suitable length of rubber hose to lower end of overflow pipe.

3. Run engine in neutral at a safe high speed until the temperature gauge stops rising and remains stationary; in other words, until the engine reaches a constant operating temperature.

4. Without changing engine speed, put the free end of rubber hose into a bottle of water, avoiding kinks or low bends that might block the flow of air.

1. With cooling system cold, add water to bring coolant halfway between core and tank top.

5. Watch for air bubbles in water bottle. A continuous flow of bubbles indicates that air is being sucked into the cooling system, or exhaust gas is leaking into the cooling system past the cylinder head gasket.

b. Overheating of Cooling

System

It must be remembered that the

Buick pressure system operates at higher temperatures than systems operating at atmospheric pressure. Depending on the pressure in c o o l i n g system, the temperature of water or permanent t y p e anti-freeze may go considerably above 212°F without danger of boiling.

In cases of actual overheating the following conditions s h o u l d be checked:

1. Excessive water loss (subpar, b, above).

2. Slipping or broken fan belt

(par. 2-22).

3. R a d i a t o r thermostat stuck

(par. 2-23), radiator air passages clogged, restriction in radiator core, h o s e s , or water jacket passages.

4. Improper i g n i t i o n t i m i n g

(par. 10-41).

5. Improper carburetor adjustment (par. 3-8).

6. Exhaust manifold valve stuck

(par. 3-7).

7. Shortage of engine oil or improper lubrication due to internal conditions.

8. Dragging brakes.

ENGINE HEADS AND VALVES 2 - 2 9

SECTION 2-D

CYLINDER HEAD AND VALVE MECHANISM SERVICE

CONTENTS OF SECTION 2-D

Paragraph

2-13

2-14

Subject Page Paragraph

Cylinder Head and Valve Service. . 2-29

Hydraulic Valve Lifter Service . . . 2-32

Subject

2-15 Timing Chain, Cover and

Camshaft Service . . .

2-35

2 - 1 3 CYLINDER HEAD

AND VALVE SERVICE a. Removal of Cylinder Head

1. Drain the radiator and cylinder block.

2. Remove a i r c l e a n e r and silencer, then disconnect all pipes and hoses from carburetor and intake manifold.

3. Disconnect wires from accelerator vacuum switch, remove coil, remove t h r o t t l e return spring.

4. Remove intake manifold and carburetor as an assembly. Remove manifold gaskets.

5. When removing RIGHT cylinder head; (1) remove oil gauge rod, (2) d i s c o n n e c t automatic transmission filler pipe bracket from head, (3) remove generator mounting bracket, (4) remove air c o n d i t i o n i n g compressor, if present.

6. When removing LEFT cylinder head; (1) remove power steering gear pump with mounting bracket if present, and move it out of the way with hoses attached.

7. Disconnect wires from spark plugs.

8. Disconnect w a t e r manifold from both cylinder heads and disconnect exhaust manifold from head to be removed.

9. With air hose and cloths, clean dirt off cylinder head and adjacent area to avoid getting dirt into engine. It is extremely important to avoid getting dirt into the hydraulic valve lifters.

10. Remove rocker arm cover and remove rocker arm and shaft assembly from cylinder head. Lift out push rods.

NOTE: Due to the close clearances in the engine compartment it is necessary to leave some of the bolts and push rods in the head during removal. The push rods should be pulled up and taped in position while cylinder head is being removed. These same parts must be in the head d u r i n g installation.

11. Slightly loosen all cylinder head bolts then remove bolts and lift off the cylinder head. Remove gasket.

12. With cylinder head on bench, remove all spark plugs for cleaning and to avoid damage during work on the head.

3. Scrape all carbon from combustion chambers, piston heads, and valves. Clean all carbon and gum deposits from valve guide bores. When using scrapers or wire brushes for removing carbon, avoid scratching valve seats and valve faces.

4. Inspect valve faces and seats for pits, burned spots or other evidences of poor seating. If a valve head must be ground until the outer edge is sharp in order to true up the face, discard the valve because the sharp edge will run too hot.

5. Check fit of valve stems in guides. If clearance is excessive replace the guides on 401 and

425

; s, as follows:

(a) Remove center crossbar from

Holding Fixture J-5251, p l a c e cylinder head in fixture so that inlet port side rests against the fixture lower bar, t h e n drive b. Reconditioning Valves and Guides

1. Place cylinder head on Holding

Fixture J-5251 with valve springs s t r a i g h t up. Compress valve springs with fixture lever and remove the spring cap keys, then remove the springs and caps. See

Figure 2-20.

2. Carefully roll cylinder head away from holding fixture until one edge rests on bench, then remove valves. Place valves in a stick with numbered holes to keep them in order for reinstallation in original positions.

Figure 2-21—Removing Valve in

Holding Fixture J-5251

2 - 3 0 HEADS AND VALVES ENGINE

DRIVE OLD GUIDE OUT

FROM COMBUSTION

CHAMBER SIDE

DRIVE NEW GUIDE IN

FROM TOP SIDE OF HEAD lightly coating the valve face with

Prussian blue and turning the valve against its seat. This indicates whether the seat is concentric with the valve guide but does not prove that valve face is concentric with the valve stem, or that the valve is seating all the way around. After making this test, wash all blue from surfaces, lightly coat valve seat with blue and repeat the test to see whether a full mark is obtained on the valve. Both tests are necessary to prove that a proper seat is being obtained.

9. Reinstall center crossbar in holding fixture, install valves in guides, then install valve springs, caps and keys. Place ends of springs h a v i n g c l o s e d coils against cylinder head.

Figure 2-22—Removing and Installing Valve Guide guides out from c o m b u s t i o n chamber side using Driver J-269.

(b) Place cylinder head on holding fixture with valve cover studs straight up, remove cover gasket and clean gasket surface of head.

J-5240-2 over guide hole in head, insert the valve guide either end down, and use Installer J-5240-1 and hammer to drive guide down into head until the shoulder on the installer contacts top of the aligner. See Figure 2-22. Repeat for each guide.

(d) Use Valve G u i d e Reamer

J-129-3 to finish ream inlet and exhaust guides. R e p l a c e m e n t guides are not finish reamed to size.

NOTE: On 300 engines with excessive clearance, ream out guide

.004", and install .004" oversize valves available through the parts department. Use Reamer

J-5830-1.

6. Reface valves and true up valve seats to 45 degrees. Cutting a valve seat results in lowering the valve spring pressure and increases the width of the seat. The nominal width of a valve seat is

3/64" to 5/64" (1/16" average).

If valve seac is over 5/64" after truing up, it should be narrowed to specified width by using the proper 20 degree and 70 degree cutters.

Improper hydraulic valve lifter operation may result if valve and seat have been refinished enough to allow the end of valve stem to raise approximately .050" above normal position. In this case it will be necessary to grind off end of valve stem or replace parts.

The normal height of the valve stem above the valve rocker arm cover gasket surface of the cylinder head is 1.540.

7. Lightly lap valves into seats with fine grinding compound. The refacing and reseating operations should leave the refinished surfaces smooth and true so that a minimum of lapping is required.

Excessive lapping will groove the valve face and a grooved valve will not seat tightly when hot.

8. Test valves for concentricity with seats and for tight seating.

Valves usually are t e s t e d by c. Replacement of

Rocker Arms

(401 & 425 cu. in. Engines)

1. Remove cotter pin, flat washer and spring washer from each end of the rocker a r m shaft and remove bolts from brackets. Remove rocker arms, brackets and springs from shaft.

2. Clean and inspect all parts and replace those that are excessively worn.

3. A s s e m b l e springs, rocker arms and brackets on shaft as shown in Figure 2-23. Note that the long spring is at middle of shaft, the valve ends of all rocker arms s l a n t toward middle of

PLAIN WASHER

SPRING

WASHER

Figure 2-23—Rocker Arm and Shaft

Assembly

HEADS AND VALVES 2 - 3 1 ENGINE

•WASHER

^NOTCH

•^COTTER

Figure 2-24—Rocker Arm Shaft End

View shaft, and a bracket is located between each pair of rocker arms.

4. Install s p r i n g washer, flat washer, and cotter pin on each end of shaft in the order named.

5. Install bolts with plain washers through brackets and shaft so that the notch on one end of shaft is upward in line with bolt heads.

This places the oil holes on lower side of shaft in proper relationship to rocker arms. See Figure 2-24.

REAR OF LEFT ROCKER ARM S H A F T m

Figure 2-25—Rocker Arm Shaft

Installation d. 300 cu. in. Engine

Install bolts with plain washers through the brackets and shaft so the notch in the right assembly is up and to the front and the notch in the left assembly is up and to the rear. See Figure 2-25.

e. Installation of

Cylinder Head

(401 & 425 cu. in. Engine)

Always use an accurate torque wrench when tightening cylinder head bolts, to insure uniform and proper torque on all bolts. Uneven or excessively tightened b o l t s may distort c y l i n d e r bores, causing compression loss and excessive oil consumption.

(4) Install locking plates with exhaust manifold bolts, tighten bolts only to 10-15 ft. lbs. torque, then bend one tab of plate against a flat on each bolt head.

Make certain that gasket surfaces and all parts are absolutely clean, then install cylinder h e a d by reversing the procedure for removal, paying particular attention to the following points.

(5) When rocker arm and shaft assembly is installed, make certain that the notch in one end of shaft is upward in l i n e with bracket bolt heads. See Figure 2-24.

(1) When handling thin crimped steel gaskets use care to prevent damage to the lacquered surface coat and to prevent kinking at sealing rings stamped in gasket.

The lacquered gasket should not be coated with any type of sealing material when installed. Always use a new steel gasket because the stamped sealing rings are flattened in a used gasket.

(6) Install intake manifold gaskets so pointed end of each gasket is

"IN" toward center of engine.

(7) After installation is completed and engine has been warmed up to operating temperature, recheck cylinder head bolts for 65-75 ft.

lbs. torque.

(2) Right and left cylinder heads are identical except that the water inlet port is open at front end and is plugged at rear end as installed on engine.

(3) After installation of cylinder head, tighten all bolts a little at a time about three times around in sequence shown in Figure 2-26, then finally tighten in same sequence to 65-75 ft. lbs. torque.

f. Installation of Cylinder

Head (300 cu. in. Engine)

1. Wipe off engine block gasket surface and be certain no foreign material has fallen in the cylinder bores, bolt holes, or in the valve lifter area. It is good practice to clean out bolt holes with an air hose.

Figure 2-26—Cylinder Head Bolt

Tightening Sequence

2. Install new head gasket on cylinder block. Dowels in the block will hold the gasket in position.

Always handle gaskets carefully to avoid kinking or damage to the surface treatment of t h e gasket. Do not use any type of sealing material on head gaskets.

The gaskets are coated with a special lacquer to provide a good seal, once the parts have warmed up.

2 - 3 2 HEADS AND VALVES ENGINE

3. Assemble exhaust manifold to cylinder head with bolts and locking plates as shown in Figure 2-27. Torque bolts to 10-15 ft. lbs.

NOTE: Automatic transmission filler tube bracket fastens to rear bolt, right side.

4. Clean gasket surface of cylinder head and carefully set in place on the engine block dowel pins.

5. Clean and lubricate the head bolts with "Perfect Seal" sealing compound. Install bolts as shown in Figure 2-28.

6. Tighten the head bolts a little at a t i m e about three times around in the sequence shown in

Figure 2-28, then torque the bolts in the same sequence to 70-75 ft. lbs.

NOTE: Damage to the cylinder block threads can result if bolts are not lubricated with "Perfect

SeaP' p r i o r to installation, or if the b o l t s are t i g h t e n e d excessively.

Use an accurate torque wrench when installing head bolts and do not overtighten. Uneven tightening of the cylinder head bolts can distort the cylinder bores, causing compression loss and excessive oil consumption.

Figure 2-27—Exhaust Manifold

Installation

Figure 2-28—Cylinder Head Bolt

Installation

2 - 1 4 HYDRAULIC

VALVE LIFTER

SERVICE a. Removal of Valve Lifters

1. Remove air c l e a n e r and silencer, then disconnect all pipes from c a r b u r e t o r and intake manifold.

2. Disconnect wires from the accelerator vacuum switch and remove the throttle return spring.

Remove ignition coil and equalizer shaft bracket from intake manifold and move these parts out of the way.

3. Remove intake manifold and carburetor as an assembly. Remove manifold gaskets.

4. With air hose and cloths, clean dirt from cylinder heads, valve lifter cover and adjacent area to avoid getting dirt into engine. It is extremely important to avoid getting d i r t into the hydraulic valve lifters.

method of identifying them according to original position in engine.

If less than a full set of lifters is being removed, immediately disassemble and inspect one or two for presence of dirt or varnish

(subpar. c). If lifters contain dirt or varnish it is advisable to remove all lifters for cleaning and inspection; otherwise it will be satisfactory to service only those lifters that are not operating properly.

J. Examine the cam contact surface at lower end of each lifter body. If this surface is excessively worn, galled, or otherwise damaged discard the lifter assembly. In this case also examine the mating camshaft lobe for excessive wear or damage.

b. Cleaning Tank J- 5093 and

Cleaning Fluids

Cleaning Tank J-5093 is designed to permit a s y s t e m a t i c and thorough c l e a n i n g of hydraulic valve lifter parts. It provides three compartments for cleaning fluids, two 1 6 - c o m p a r t m e n t cleaning trays, one small tray for special tools and a removable cover. The two cleaning trays allow one set of lifters to be soaking while another set is being worked on. The cover, placed on bench in front of tank, provides an easily cleaned working surface. See Figure 2-29.

5. Remove rocker arm cover, rocker arm and shaft assembly, and push rods from bank where valve lifters are to be removed.

6. Remove valve lifter cover and remove the valve lifters that require service. Place lifters in a wooden block having numbered holes or used other s u i t a b l e

The left hand compartment of tank is for cleaning solvent in which parts are soaked after disassembly. The solvent required should either dissolve the varnish deposit on lifter parts or soften the varnish so that it can be removed by wiping, after soaking for not longer than one hour. Gulf Motor

Flush, or an equivalent solvent, will effectively clean lifter parts.

When selecting a cleaning solvent, careful consideration should

ENGINE HEADS AND VALVES 2 - 3 3

}

Figure 2-29-Tank J-5093 Set Up for Cleaning Lifter Parts be given to its effect upon the hands. The directions and safety precautions of the manufacturer should be understood and observed to avoid personal injury.

A wise safety rule is to wear rubber gloves when handling parts that are wet with cleaning solvent.

The middle compartment of tank is for clean kerosene to be used for cleaning parts after removal from the cleaning solvent. The right hand compartment is for clean kerosene to be used exclusively for final rinsing of parts just before assembly.

When the cleaning tank is not being used the cover should be installed to exclude dirt from the cleaning fluids. As a further precaution, do not use the tank for any parts except hydraulic valve lifters.

To avoid early contamination and deterioration of the cleaning solvent a separate pan of suitable size should be provided so that a tray of lifter parts can be flushed in kerosene before it is placed in the solvent.

c. Disassembly and Cleaning of Lifters

1. Disassemble each valve lifter by using a push rod to hold down the push rod seat while removing the plunger retainer from the lifter body, using Retainer Remover J-5238. See Figure 2-30,

View A. Remove push rod seat and plunger from lifter body.

A—REMOVAL

-PUSH ROD

. - R E T A I N E D i

B—INSTALLATION

Figure 2-30—Removing and Installing

Plunger Retainer

Figure 2-31—Removing Stuck Plunger with J-4160-A la. If a plunger sticks in lifter body place lifter in large end of

Plunger Remover J-4160-A, with plunger i n w a r d . While holding lifter with thumb, rap the open end of remover against a block of wood with just enough force to jar the plunger from body. See

Figure 2-30.

2. Drain oil out of body into a waste can and then remove the ball, retainer and s p r i n g . A strainer placed over waste can will prevent dropping these parts into can.

3. Place all parts of each lifter in a separate compartment of a tray from Cleaning Tank J-5093.

The body and plunger are selectively fitted to each other and must not be interchanged with parts of other lifters. Keeping all parts of the lifter together until cleaned and inspected will aid in diagnosing cause of improper operation.

4. Rinse the tray full of lifter parts in a pan of kerosene to remove as much oil as possible.

This will reduce contamination of the cleaning solvent and extend its effective life.

5. Submerge the tray and parts in the cleaning solvent in left h a n d compartment of Cleaning

Tank J-5093 and leave to soak for approximately one hour. The time required will depend on the varnish on lifter parts and the effectiveness of the solvent.

6. After the varnish has dissolved or has softened sufficiently to permit removal by wiping, raise the tray and suspend it above the solvent by means of the hooks on tray handles. Allow tray and parts to drain so that solvent will be saved.

7. Rinse the tray* of parts in the pan of kerosene to cut the solvent and avoid injury to hands, then place tray on the tank cover located on bench in front of cleaning tank.

8. Working on one lifter at a time and using CLEAN lint-free cloths, thoroughly wipe off all parts. Clean the plunger and the external and internal surfaces of the body with a hard wiping action to remove any varnish deposits.

Rinse the parts in the kerosene contained in the middle compart ment of cleaning tank, u s i n g

Cleaning Brush J-5099 in the bore of lifter body.

NOTE: To insure absolute cleanliness of a reconditioned lifter assembly, it is advisable to inspect and assemble each (lifter subpar. d, e, f) before cleaning the next lifter.

2 - 3 4 HEADS AND VALVES ENGINE d. Inspection of Hydraulic

Lifter Parts

(1) Lifter Body. Inspect inner and outer surfaces of body for blow holes and scoring. Replace lifter assembly if body is r o u g h l y scored or grooved, or has a blow hole extending through the wall in position to permit oil leakage from lower chamber. The promiment wear pattern just above lower end of body should not be considered a defect unless it is definitely grooved or scored; it is caused by side thrust of cam against body while the lifter is moving vertically in its guide.

Inspect the cam contact surface on lower end of lifter body. Replace the lifter assembly if this s u r f a c e is excessively worn, galled, or otherwise damaged. A lifter body that has been rotating will have a round wear pattern and a non- rotating lifter body will have a square wear pattern with a very slight depression near the center. Either condition is normal and such bodies may be continued in use if the surface is free of defects. See Figure 2-32.

(2) Lifter'Plunger. Using a magnifying glass, inspect the check ball seat f o r defects. Inspect outer s u r f a c e of plunger for scratches or scores. Small score marks with a rough, satiny finish will cause the plunger to seize

ROTATING NORMAL OK NOT ROTATING

GALLED-SHOUL

Figure 2-32—Lifter Body Wear

Patterns when hot but operate normally when cool. Defects in check ball seat or scores or scratches on outer surface of plunger which may be felt with a fingernail are causes for replacing the lifter assembly. This rule does not apply to the slight edge which may sometimes be present where the lower end of plunger extends below the ground inner surface of the body. This edge is not detrimental unless it is sharp or burred.

A blackened appearance is not a defective condition. Sometimes the discoloration serves to highlight slight grinder chatter marks and give the outer surface of plunger a ridged or fluted appearance. This condition w i l l not cause improper operation, therefore it may be disregarded.

(3) Push Rod and Seat. Replace the push rod seat if the area where the push rod contacts is rough or otherwise damaged. Replace any push rod having a rough or damaged ball end.

(4) Check Ball. Using a magnifying glass, carefully examine the check ball for nicks, imbedded material or other defects which would prevent p r o p e r seating.

Such defects would indicate the cause of intermittently noisy lifter operation. Even though no defects are found it is always advisable to discard the old ball and use a new one when reassembling the lifter.

(5) Ball Retainer. Replace a retainer which is cracked or which has a heavily p o u n d e d area between the two holes. A small bright spot where the ball contacts the retainer is the normal condition.

(6) Plunger Spring. Replace the plunger spring only if it is distorted or damaged. Exhaustive tests have shown that plunger springs seldom break down in service.

e. Check Ball Travel

Any ball retainer now used will hold ball travel within satisfactory limits unless the retainer is badly worn or damaged. Therefore, it is not n e c e s s a r y to measure travel of the check ball.

f. Assembly of Hydraulic

Lifters

All parts must be absolutely clean when a hydraulic lifter is assembled. Lint and dust may adhere to the parts if they are blown off or wiped with cloths; therefore they should be rinsed in CLEAN kerosene and assembled without drying.

1. Rinse lifter plunger in the kerosene in middle compartment of cleaning tank and then give it a thorough final rinsing in the kerosene in right compartment.

2. Hold plunger in vertical position with feed hole up, then rinse and install the check ball, ball retainer, spring, and body over the plunger. See parts in Figure 2-33.

3. R i n s e push rod seat and plunger retainer, p l a c e these parts in end of body and depress with handle of Remover J-5238 until retainer engages groove in body. See Figure 2-30, View B.

4. Wrap the lifter in clean paper or otherwise protect it from dirt

PLUNGER —

SPRING v

B A L L

~ ^ v

RETAINER -

Ok*'

SEAT

PUSH ROD

I RETAINER

Figure 2-33—Hydraulic Valve

Lifter Parts

ENGINE

HEADS AND VALVES 2 - 3 5

while reconditioning t h e other valve lifters, preparatory to testing all lifters for leakdown rate.

cup and fluid. The fluid should be discarded and the cup should be thoroughly cleaned after a few sets of lifters have been tested.

g. Testing Lifter Leakdown

Rate

After a hydraulic lifter has been cleaned, inspected, and assembled it must be tested before it is installed in an engine. Lifter Test

Fixture J-5095 has been designed to test the leak-down rate of a lifter to determine whether it is within limits which assure satisfactory lifter operation.

Figure 2-34—Checking Leakdown

Rate

The following procedure must be carefully followed to obtain an accurate test.

1. Thoroughly clean the cup of test fixture, install cup on fixture, and fill it to within 1/2" of the top with "Hydraulic Lifter Test

Fluid," which is available through

Kent - Moore Organization, Inc.

under K-M number J-5268.

2. Remove rubber washer (used for larger lifters) and install

Gauge Sleeve J-5180-5 in the cup; also install Buick V-8 Gauge Rod

Nose J-5180-15 in the ram.

3. Swing the weight arm up out of the way, raise the ram and place the valve lifter (top side up) in

Sleeve J-5180-5. The lifter must be completely covered by the fluid during test.

4. Lower the ram to rest in the lifter push rod seat, then lower the weight arm to rest on the roller or ram as shown in Figure 2-34.

Finally, pump vigorously for approximately 10 additional strokes to make sure all air is removed from the lifter. NOTE: If one stroke offers noticeable weak resistance during the last 10 pumping strokes replace the check ball in lifter and repeat the leakdown test to this point.

6. Raise weight arm to allow the lifter plunger to come up to its retainer, then lower the arm to rest on the ram roller. As the pointer s t a r t s moving upward start rotating the fluid cup by turning the handle one revolution every two seconds. See Figure 2-34.

7. Use a stop watch to check the time required for the pointer to move from the lower to the upper mark on scale where marked

"BUICK V-8." The cup must be rotated during this test.

5. Operate the l i f t e r plunger through its full travel to force all air out of the lifter by using a vigorous pumping action on the weight arm. Continue the pumping action until considerable resistance is built up in the lifter and a definite grab point is felt at the top of the stroke, when the indicator pointer is at the bottom of the scale.

8. The leak-down rate (time between marks) must be between

12 and 40 seconds to assure satisfactory lifter performance. A doubtful lifter should be tested three or four times. Replace any lifter which does not test within the specified limits.

9. After all lifters have been tested, place the cover over the test fixture to keep dirt out of the h. Installation of Valve

Lifters

Make certain that valve lifter guide holes and adjacent area of cylinder block are clean, then oil and install valve lifters. Each lifter must slide freely in its guide hole; if a lifter is tight in one guide hole fit it to another hole.

Complete the installation of all parts by reversing the procedure for removal. An initial adjustment for clearance is not required, therefore, the valve train does not have any provision for adjustment after assembly.

2-15 TIMING CHAIN

COVER AND CAM-

SHAFT SERVICE

A. 401 and 425 cu. in. Engine a. Remove and Install

Timing Chain

1. Dram engine cooling system, then remove r a d i a t o r core, shroud (if so equipped), fan belt, fan and pulley, and crankshaft balancer.

2. Remove all bolts that attach the timing chain cover and the water manifold to the upper and lower crankcase and the cylinder heads. Do not remove five bolts attaching water pump to chain cover. Remove cover and manifold, using care to avoid damaging lower crankcase (oil pan) gasket.

3. Remove oil s l i n g e r from crankshaft and remove the bolt, lockwasher and plain washer that attaches the fuel pump operating e c c e n t r i c and the camshaft sprocket to front end of camshaft.

2 - 3 6 HEADS AND VALVES ENGINE

4. If there has been doubt about the valve timing, turn crankshaft until the camshaft sprocket keyway is straight down toward the crankshaft and the "0" timing marks on both sprockets are toward each other and in line with shaft centers. See Figure 2-35.

ER B-EXPANDING

1 PACKING

5. Using two large screwdrivers, alternately work the camshaft and crankshaft s p r o c k e t s outward until the camshaft sprocket is free of camshaft. Remove this sprocket and timing chain, then remove other s p r o c k e t from crankshaft.

6. Thoroughly clean all sludge from timing chain cover and front face of crankcase. Inspect crankshaft oil seal in chain cover and replace if worn (subpar. b, below).

7. When ready to install timing chain, turn crankshaft until Nos.

1 and 4 pistons are on top dead center. Turn camshaft so that the sprocket key points straight down toward c r a n k s h a f t . See Figure 2-35.

8. Place timing chain over the camshaft and crankshaft sprockets so that the "0" marks stamped on front faces of sprockets are nearest each other and aligned between the sprocket hubs. Install sprockets with chain on the two shafts. See Figure 2-35.

9. If fuel pump operating eccentric is detached from camshaft sprocket, install it so that the keyway fits over key in camshaft, then install plain washer, lockwasher and bolt to hold eccentric and sprocket to camshaft.

10. Install oil slinger on crankshaft with concave side outward then reinstall all parts by reversing the procedure for removal.

Figure 2-36— Installing Crankshaft

Oil Seal

Figure 2-35—Timing Chain and

Sprockets Properly Installed b. Replacement of Crankshaft

Oil Seal in Timing Chain

Cover

1. With timing chain cover on bench, remove the braided fabric packing with a screwdriver and then tap the pressed steel shedder out of the cover.

2. Work new packing into the shedder, then drive shedder into recess in timing chain cover, using Installer J-5250-1. See Figure 2-36, View A.

The camshaft bearings must be line reamed to size after being pressed into the crankcase. Since this operation requires special reaming equipment the original bearings should be r e t a i n e d unless severely damaged. Slightly scored camshaft bearings will be satisfactory if the surface of camshaft journals are polished and bearings are cleaned up to remove burrs, and the fit of shaft in bearings is free and within the clearance limits of .0015" to

.004".

2 - 1 6 TIMING CHAIN,

COVER AND

CAMSHAFT SERVICE

3. Push P a c k i n g Expander

J-5250-2 through the seal to expand the packing into place and size the opening for the crankshaft. See Figure 2-36, View B.

Apply a light coat of vaseline to the packing.

B. 300 cu. in. Engine c. Camshaft Bearings

The five steel-backed babbittlined camshaft b e a r i n g s are pressed into the crankcase. Going from front to rear, each bearing is bored .030" smaller than the preceding bearing, and each camshaft journal is correspondingly reduced in diameter.

a. Timing Chain Cover

Removal

1. Drain radiator and block.

2. Disconnect upper radiator hose and heater return hose at water pump, disconnect lower radiator hose. Remove attaching bolts and brackets and remove radiator core.

3. Remove fan, fan pulleys and belt(s).

4. Remove fan driving pulley

( c r a n k s h a f t ) and p u l l e y reinforcement.

ENGINE HEADS AND VALVES 2 - 3 7

5. Remove harmonic balancer to crankshaft bolt and washer 15/16" socket. Remove harmonic balancer. It may be necessary to tap the balancer with a plastic m a l l e t to start it off t h e crankshaft.

6. If car is equipped with power steering, remove steering pump bracket bolts attached to timing chain cover and loosen or remove other bolts to allow the brackets and pump to be moved out of the way.

7. Disconnect fuel lines and remove fuel pump.

8. Remove Delcotron generator and brackets.

9. Remove distributor cap and pull spark plug wire retainers off brackets on rocker arm cover.

Swing distributor cap with wires attached out of the way. Disconnect distributor primary lead.

10. Remove distributor. If timing chain and sprockets are not going to be disturbed, note position of distributor rotor for reinstallation in same position.

11. Loosen and slide front clamp on thermostat by-pass h o s e rearward.

12. Remove bolts attaching timing chain cover to cylinder block.

Remove two oil pan to timing chain cover bolts. Remove timing chain cover assembly and gasket.

Thoroughly clean the cover, taking care to avoid damage to the gasket surfaces.

b. Crankshaft Oil Seal

Replacement

3. Size the packing by rotating a hammer handle o r similar smooth tool around the packing till the balancer hub can be inserted through the opening.

c. Timing Chain Cover

Replacement

Reinstall timing chain cover by reversing removal procedure, paying particular attention to the following points.

1. Remove oil pump cover and pack the space around the oil pump gears completely full of petroleum jelly. There must be no air space left inside the pump.

Reinstall cover using new gasket.

This step is very important as the oil pump may "lose its prime'' whenever the pump, pump cover or timing chain cover is disturbed. If the pump is not packed, it may not begin to pump oil as s o o n as the engine is started.

2. The gasket surface of t h e block and timing chain cover must be smooth and clean. Use a new gasket and be certain it is positioned correctly.

3. Position timing chain cover against block and be certain dowel pins engage dowel pin holes before starting bolts.

4. Lube the bolt threads before installation and install.

NOTE: If the car is equipped with power steering the front steering pump bracket should be installed at this time.

5. Lube the O.D. of the harmonic balancer before installation to prevent damage to the seal during installation and when the engine is first started.

1. Use a punch to drive out old seal and shedder. Drive from the front toward the rear of the timing chain cover.

2. Coil new packing around opening so ends of packing are at top.

Drive in new shedder using suitable punch. Stake the shedder in place in at least three places.

d. Timing Chain and Sprocket

Removal

1. With timing chain cover removed (subpar. a above) temporarily install harmonic balancer bolt and washer in end of crankshaft. Turn crankshaft so sprockets are positioned. Doing so will make it easier to reinstall parts.

Remove harmonic balancer bolt and washer using a sharp rap on the wrench handle to start the bolt out without changing position of sprockets.

2. Remove front crankshaft oil slinger.

3. Remove bolt and special washer retaining camshaft distributor drive gear and fuel pump eccentric to camshaft forward end.

Slide gear and eccentric off camshaft.

4. Use two large screwdrivers to alternately pry the camshaft sprocket t h e n the crankshaft sprocket forward until the camshaft sprocket is free, then remove the camshaft sprocket and chain and finish working crankshaft sprocket off crankshaft.

5. Thoroughly clean the timing c h a i n , sprockets, distributor drive gear, fuel pump eccentric and crankshaft oil slinger.

e. Timing Chain and Sprocket

Installation

1. Turn crankshaft so number one piston is at top dead center.

2. Turn camshaft so with sprocket temporarily installed, timing mark is straight down. Remove sprocket.

3. Assemble timing chain on sprockets and slide the sprocket and chain assembly on the shafts with the timing marks in their closest together position and in line with the sprocket hubs.

NOTE: It will be necessary to hold spring loaded timing chain damper out of the way while sliding c h a i n and sprockets into position.

4. Assemble slinger on crankshaft with I.D. against sprocket.

(Concave side toward front of engine).

2 - 3 8 HEADS AND VALVES ENGINE

5. Slide fuel pump eccentric on camshaft and Woodruff key with oil groove forward. See Figure 2-38.

6. Install distributor drive gear.

See Figure 2-38.

7. Install drive gear and eccentric bolt and retaining washer.

Torque to 40-55 ft. lbs.

8. Reinstall timing chain cover

(subpar. c above).

f. Camshaft Replacement

1. Remove rocker arm and shaft assemblies, push rods and valve lifters.

2. Remove timing chain cover, timing chain and sprocket subparagraphs a and d above.

3. Slide camshaft forward out of bearing bores carefully to avoid marring the bearing surfaces.

Figure 2-38—Fuel Pump Eccentric and

Distributor Drive Gear Installation

4. Replace camshaft by reversing removal procedure, taking particular care to avoid damage to the camshaft bearings.

g. Camshaft Bearings

The steel-backed babbitt-lined camshaft bearings are pressed into the crankcase. Going from front to rear, each bearing is bored. 030" smaller than the preceding bearing, and each camshaft journal is correspondingly reduced in diameter.

The camshaft bearings must be line reamed to size after being pressed into the crankcase. Since this operation requires special reaming equipment the original bearings should be retained unless severly damaged. Slightly scored camshaft bearings will be satisfactory if the surfaces of camshaft journals are polished and bearings are cleaned up to remove burrs, and the fit of shaft in bearings is free and within the clearance limits of .0015" to .004".

ENGINE BEARINGS 2 - 3 9

SECTION 2-E

REPLACEMENT OF CRANKSHAFT AND CONNECTING ROD

BEARINGS, PISTONS AND RINGS

CONTENTS OF SECTION 2-E

Paragraph Subject

2-17 Replacement of Connecting

Rod Bearings 2-39

2-18 Replacement of Crankshaft

Page Paragraph Subject

2-19 Replacement of Pistons, Rings, and Connecting Rods . . . .

Bearings 2-40

Page

2-43

2 - 1 7 REPLACEMENT OF

CONNECTING ROD

BEARINGS

A connecting rod bearing consists two halves or shells which are alike and interchangeable in rod and cap. When the shells are placed in rod and cap the ends extend slightly beyond the parting surfaces so that when rod bolts are tightened the shells will be clamped tightly in place to insure positive seating and to prevent turning. The ends of shells must never be filed flush with parting surface of rod or cap.

If a precision type connecting rod bearing becomes noisy or is worn so that clearance on crankpin is excessive, a new bearing of proper size must be selected and installed since no provision is made for adjustment. Under no circumstances should the connecting rod or cap be filed to adjust the bearing clearance.

a. Inspection of Connecting

Rod Bearings and

Crankpin Journals

After removal of lower crankcase, disconnect two connecting rods at a time from crankshaft and inspect the bearings and crankpin journals. While turning crankshaft it is necessary to temporarily r e c o n n e c t the rods to crankshaft to avoid possibility of damaging t h e journals through contact with loose rods.

If connecting rod bearings are chipped or scored they should be replaced. If bearings are in good physical c o n d i t i o n check for proper clearance on crankpins as described in subparagraph b, below.

If crankpin journals are scored or ridged the crankshaft must be replaced, or reground for undersize bearings, to insure satisfactory life of connecting r o d bearings. Slight roughness may be polished out with fine grit polishing cloth thoroughly wetted with engine oil. Burrs may be honed off with a fine oil stone.

Use an outside micrometer to check crankpins for out-of-round.

If crankpins are more than .0015" out-of-round, satisfactory life of new bearings cannot be expected.

1. Remove connecting rod cap with bearing shell. Wipe oil from bearing and crankpin journal, also blow oil out of hole in crankshaft.

NOTE; Plastigage is soluble in oil,

2. Place a piece of Plastigage lengthwise along the bottom center of the lower bearing shell

(Figure 2-39, view A), then install cap with shell and tighten bolt nuts to 40-45 ft. lbs. torque.

NOTE: The rib on edge of cap and the conical boss on web of rod must be toward rear of engine on all rods in right bank or toward front of engine in left bank.

3. DO NOT TURN CRANKSHAFT with Plastigage in bearing.

4. Remove b e a r i n g cap with bearing shell, the flattened Plastigage will be found adhering to either the bearing shell or the crankpin. Do not remove it.

b. Checking Clearance and

Selecting Replacement

Connecting Rod Bearings

Service bearings are furnished in standard size and several undersizes (including undersizes for reground crankpins).

The clearance of connecting rod

(and crankshaft) bearings may be checked by use of Plastigage,

Type PG-1 (green), which has a range of .001" to .003". Plastigage is manufactured by Perfect

Circle Corporation, and is available through General Motors parts warehouses.

Figure 2-39—Checking Bearing

Clearance with Plastigage

2 - 4 0 BEARINGS ENGINE

5. Using the scale printed on the

Plastigage envelope, measure the flattened Plastigage at its widest point. The number within t h e graduation which m o s t closely corresponds to the width of Plastigage i n d i c a t e s the bearing clearance in thousandths of an inch. See Figure 2-39, View B.

6. The desired clearance with a new bearing is .0002" to .0023".

If bearing has been in service it is advisable to install a new bearing if the clearance exceeds .003"; however, if bearing is in good condition and is not being checked because of bearing noise, it is not necessary to replace the bearing.

7. If a new bearing is being selected, try a standard size, then each undersize bearing in turn until one is found that is within the specified limits when checked f o r clearance with Plastigage.

NOTE: Each undersize bearing shell has a number stamped on outer surface on or near the tang to indicate amount of undersize.

See Figure 2-40.

8. After the proper size bearing has been selected, clean off the

Plastigage, oil the bearing thoroughly, reinstall cap with bearing shell and tighten bolt nuts to 40-

45 ft. lbs. torque. See NOTE in

Step 2.

UNDERSIZE MARK —y

TANG

Figure 2-40—Location of Undersize

Mark on Bearing Shell

9. With selected bearing installed and bolts tightened, it should be possible to move connecting rod freely back and forth on crankpin as allowed by end clearance. If rod cannot be moved, either the bearing is too much undersize or a misaligned rod is indicated.

2 - 1 8 REPLACEMENT OF

CRANKSHAFT

BEARINGS

A crankshaft bearing consists of two halves or shells which are alike and interchangeable in cap and crankcase. The first four bearings are identical, but the rear bearing is longer and flanged to take crankshaft end thrust.

When the shells are placed in crankcase and bearing cap the ends extend slightly beyond the parting surfaces so that when cap bolts are tightened the shells will be clamped tightly in place to insure positive seating, and to prevent turning. The e n d s of shells must never be filed flush with parting surface of crankcase or bearing cap.

a. Inspection of Crankshaft

Bearings and Crankshaft

After removal of lower crankcase, oil pump and bell housing cover perform the following removal, inspection and installation operations on each crankshaft bearing in turn so that the crankshaft will be well supported by the other bearings.

NOTE: If crankshaft has been removed to check straightness the following procedure is suggested.

Rest crankshaft on "veeblocks" at number one and number five main bearing journals. Check indicator runout at No. 2, 3 and 4 main bearing journals. Total indicator readings at each journal should not exceed .003".

While checking runout at each journal note relation of "high" spot (or maximum eccentricity) on each journal to the others.

" High'

;

spot on all journals should come at the same angular location. If "high" spots do not come at nearly the same angular location, crankshaft has a "crook" or "dogleg" in it and is unsatisfactory for service.

If a thrust bearing shell is disturbed or replaced it is necessary to line up the thrust surfaces of the bearing shell before the cap bolts are tightened. To do this, move the crankshaft fore and aft the limit of its travel several times with the bearing cap bolts finger tight.

1. Since any service condition which affects the crankshaft bearings may also affect the connecting rod bearings, it is advisable to inspect connecting rod bearings first (par. 2-17). If crankpins are worn to the extent that crankshaft should be replaced or reground, replacement of crankshaft bearings only will not be satisfactory.

Crankshaft bearings are the precision type which do not require reaming to size or other fitting.

Shims are not provided for adjustment since worn bearings are readily replaced with new bearings of proper size. Bearings for s e r v i c e replacement are furnished in s t a n d a r d size and undersizes. Under no circumstances should crankshaft bearing caps be filed to adjust for wear in old bearings.

2. Remove one bearing cap, then clean and inspect lower bearing shell and the crankshaft journal.

If journal surface is scored or ridged, the crankshaft must be replaced or reground to insure satisfactory operation with new bearings. Slight roughness may be polished out with fine grit polishing cloth thoroughly wetted with engine oil, and burrs may be honed off with a fine stone.

ENGINE

BEARINGS 2 - 4 1

3. If condition of lower bearing shell and crankshaft journal is satisfactory, check the bearing clearance with Plastigage as described for connecting rod bearings in paragraph 2-17.

4. When checking a crankshaft b e a r i n g with Plastigage, turn crankshaft so that oil hole is up to avoid dripping of oil on Plastigage. Place paper shims in lower halves of adjacent bearings and tighten cap bolts to take the weight of crankshaft off the lower shell of bearing being checked.

NOTE: Arrow on cap must point to front of engine.

5. If bearing clearance exceeds

.0036", it is advisable to install a new bearing; however, if bearing is in good condition and is not b e i n g checked because of bearing noise, it is not necessary to replace the bearing.

b. Selection and Installation of a New Crankshaft

Bearing

1. Loosen all crankshaft bearing cap bolts 1/2 turn, and remove cap of bearing to be replaced.

2. Remove upper bearing shell by inserting Bearing Shell Remover and Installer J-8080 in oil hole in crankshaft, then slowly turning crankshaft so that the tool rotates the shell out of place by pushing against the end without the tang. See Figure 2-32.

CAUTION: When turning crankshaft with rear bearing cap removed hold oil seal to prevent it from rotating out of position in crankcase.

3. The crankshaft journal cannot be measured with an outside micrometer when shaft is in place; however, when upper b e a r i n g shell is remove the journal may be checked for out-of-round by using a special crankshaft caliper and inside micrometer. The caliper should not be applied to journal in line with the oil hole.

Figure 2-41—Removing and Installing

Crankshaft Bearing Upper Shell

If crankshaft journal is more than

.0015" out-of-round, the crankshaft should be replaced since the full mileage cannot be expected from bearings used with an excessively out-of-round crankshaft.

4. Before installation of bearing shells make sure that crankshaft journal and the bearing seats in crankcase and cap are thoroughly cleaned.

5. Coat inside surface of upper bearing shell with engine oil and place s h e l l against crankshaft journal so that tang on shell will engage notch in crankcase when shell is rotated into place.

6. Rotate bearing shell into place as far as possible by hand, then insert I n s t a l l e r J-8080 in crankshaft oil hole and rotate crankshaft to push s h e l l into place. CAUTION: Bearing shell should move into place with very little pressure. If heavy pressure is required, shell was not started squarely and will be distorted if forced into place.

7. Place lower bearing shell in bearing cap, then check clearance with Plastigage as previously described.

8. The described clearance with a new bearing is .0005" to .0025".

If this clearance cannot be obtained with a standard size bearing, insert an undersize bearing and check again with Plastigage.

NOTE: Each undersize shell has a number stamped on outer surface on or near the tang to indicate amount of undersize. See

Figure 2-38.

9. When the proper size bearing has been selected, clean out all

Plastigage, oil the lower shell and reinstall bearing cap. Tighten cap bolts to 100-110 ft. lbs. The crankshaft should turn freely at flywheel rim; however, a very slight drag is permissable if an undersize bearing is used.

10. If a thrust bearing shell is disturbed or replaced it is necessary to line up the thrust surfaces of the bearing shell before the cap bolts are tightened. To do this, move the crankshaft fore and aft the limit of its travel several times with the thrust bearing cap bolts finger tight.

11. After bearing is installed and tested, loosen all bearing cap bolts 1/2 turn and continue with other bearings. When bearings have been installed and tested, tighten all bearing cap bolts to

95-120 ft. lbs. torque.

c. Installation of Rear

Bearing Oil Seals

Braided fabric seals are pressed into grooves formed in crankcase and rear bearing cap to rear of the oil collecting groove, to seal against leakage of oil around the crankshaft

Neoprene composition seals are placed in grooves in the sides of bearing cap to seal against leakage in the joints between cap and crankcase. The neoprene composition swells in the presence of oil and heat. The s e a l s are undersize when newly installed and may even leak for a short time until the seals have had time to swell and seal the opening. See Figure 2-42.

2 - 4 2 BEARINGS ENGINE

CUT ENDS OF FABRIC

SEAL SQUARE & FLUSH or bell housing cover before installation. Use new gaskets when installing lower crankcase and flywheel lower housing.

3. When reconnecting steering linkage, follow instructions outlined in paragraph 8-21.

SEAL (NEOPRENE

COMPOSITION)

Figure 2-42—Rear Bearing Oil Seals

The braided fabric seal can be installed in crankcase only when crankshaft is removed; however, the seal can be replaced in cap whenever cap is removed. Remove old seal and place new seal in groove with both ends projecting above parting surface of cap.

Force seal into groove by rubbing down with hammer handle or smooth stick until seal projects above the groove not more than

1/16". Cut ends off flush with surface of cap, using sharp knife or razor blade. See Figure 2-34.

CAUTION: The engine must be operated at slow speed when first started after new braided seal is installed.

2 - 1 9 REPLACEMENT OF

PISTONS, RINGS

AND CONNECTING

RODS a. Removal and Disassembly of Piston and Rod

Assemblies

1. Remove cylinder heads (par.

2-14, a), lower crankcase and oil and vacuum pump.

2. Examine the cylinder bores above the ring travel. If bores are worn so that a shoulder or ridge exists at this point, remove ridges with a ridge reamer to avoid damaging rings or cracking ring lands in pistons during removal. Chamfering at 15 degree angle will prevent ring damage when pistons are reinstalled.

Figure 2-43—Connecting Rod Bolt

Guides Installed

6. Remove all other piston and rod a s s e m b l i e s in the same manner.

7. Remove compression rings.

Then remove oil ring by removing the two rails, spacer, and expander which are separate pieces in each piston third groove. See

Figure 2-40.

The neoprene composition seals are s l i g h t l y longer than the grooves in the bearing cap. The seals must not be cut to length.

Just before installation of bearing cap in crankcase, lightly lubricate the seals and install in bearing cap with upper end protruding approximately 1/16". After cap is installed, force seals up into the cap with a blunt instrument to be sure of a seal at the upper parting line between the cap and case.

d. Installation of Oil Pump and Lower Crankcase

1. Install oil pump assembly, following procedure given in paragraph 2-24 to avoid binding.

2. Thoroughly clean lower crankcase and flywheel lower housing

3. Use a silver pencil or quick drying paint to mark the cylinder number on all pistons, connecting rods and caps. Starting at front end of crankcase, the cylinders in right hand bank are numbered

1, 3, 5, 7 and in left bank are numbered 2, 4, 6, 8.

4. With No. 1 crankpin straight down, remove the cap with bearing shell from No. 1 connecting rod, then install the short Connecting Rod Bolt Guide J-5239-1 on the l o w e r connecting rod bolt, and install the long Guide

J-5239-2 on the opposite bolt, above crankpin. Turn guides down to hold the bearing upper shell in place. See Figure 2-43.

5. Use the long guide to push the piston and rod assembly out of the cylinder, then remove guides and reinstall cap with bearing shell on rod.

8. Place piston and rod assembly in press. Using Piston Support

J-6047-17 (with full radial face up) under the piston, place Drive

Pin J-6047-4 in upper end of piston pin and press pin from rod and piston. Guide Pin J-6047-16 is not used during pin removal.

b. Inspection of Cylinder

Bores

Inspect cylinder walls fcr scoring, roughness, or ridges which indicate excessive wear. Check cylinder bores for taper and outof-round with an accurate cylinder gauge at top, middle, and bottom of bore, both parallel and at right angles to centerline of engine. The diameter of cylinder bore at any point may be measured with an inside micrometer, or Telescope Gauge and measuring across the gauge contact points with outside micrometer.

If a cylinder bore is moderately rough or slightly scored but is

ENGINE

BEARINGS 2 - 4 3 not out-of-round or tapered, it usually is possible to remedy the condition by honing the bore to f i t a standard service piston, since standard service pistons are of high limit diameters. If cylinder bore is very rough or deeply scored, however, it may be necessary to rebore the cylinder and fit an oversize piston in order to insure satisfactory results.

If cylinder bore is tapered .005" or more, or is out-of-round .003" or more, it is advisable to rebore for the smallest possible oversize p i s t o n s and rings. With this amount of bore wear, some piston wear has usually taken place so that the total clearance in the ring travel will be sufficient to produce noisy piston operation.

c. Inspection of Pistons,

Rings and Pins

Clean carbon from piston surfaces and under side of piston heads. Clean carbon from ring grooves with suitable tool and remove any gum or v a r n i s h from piston skirts with suitable solvent.

Carefully examine p i s t o n s for rough or scored bearing surfaces, cracks in skirt or head, cracked or broken ring lands, chipping or uneven wear which would cause rings to seat i m p r o p e r l y or have excessive clearance in ring g r o o v e s . Damaged or faulty pistons should be replaced.

The pistons a r e cam ground, which means that the diameter at a right angle to piston pin is greater than the diameter parallel to piston pin. When a piston is checked for size it must be measured with a micrometer applied to skirt at points exactly 90 degrees to piston pin. See Figure

2-44. Measurements should be made at top and bottom ends of skirt; the diameter at top end will normally be very slightly less than at bottom end after a

MEASURE

AT TOP &

BOTTOM

Figure 2-44—Measuring Piston with

Micrometer piston has been in service in an engine.

Inspect bearing surfaces of piston pins and check for wear by measuring worn and unworn surfaces with micrometers. Rough or worn pins should be replaced. Test fit of piston pins in piston bosses.

Sometimes pins w i l l be found tight due to gum or varnish deposits. This may be corrected by removing the deposit with a suitable solvent.

If piston bosses are worn out of round or oversize, the piston and pin assembly must be replaced.

Oversize pins are not practical with the pressed pin and rod assemblies. Piston pins must fit pistons with an easy finger push fit at 70°F. (.00005" - .0001").

Examine all piston r i n g s for scores, chips, or cracks, and for tension as compared with new rings. P l a c e all compression rings in cylinder bores at lower end of ring travel and check gaps, which are normally .010" to.020".

If gaps are excessive it indicates that rings have worn considerably and should be replaced.

d. Reboring Cylinders and

Fitting New Pistons

If one or more cylinder bores are rough, scored, or worn beyond limits prescribed under Inspection of Cylinder Bores (subpar. b), it will be necessary to smooth or true up such bores to fit new pistons.

sary to rebore all cylinders to the same oversize in order to maintain engine balance, since all over - size service pistons are held to the s a m e weights as standard size pistons. If conditions justify replacement of all pistons, however, all new pistons should be the same nominal size.

Standard size service pistons are high limit or maximum diameter; therefore, they can usually be used with a slight amount of honing to correct slight scoring or excessive clearances in engines having relatively low mileage. Service pistons are also furnished in .001", .005", .010",

020" and .030" oversizes. All service p i s t o n s are diamond bored and selectively fitted with pistons pins; pistons are not furnished without pins.

No attempt should be made to cut down oversize pistons to fit cylinder bores as this will destroy the surface treatment and affect the weight. The smallest possible oversize service pistons should be used and the cylinder bores should be honed to size for proper clearances.

Before the honing or reboring operation is started, measure all new pistons with micrometer contacting at points exactly 90 degrees to piston pin (Figure 2-44) then select the smallest piston for the first fitting. The slight variation usually found between pistons in a set may provide for correction in case the first piston is fitted too free.

If wear at top of cylinder does not exceed .005" on the diameter or exceed .003" out of rqund, honing is recommended for truing the bore. If wear or out of round exceeds these limits, the bore should be trued up with a boring bar of the fly cutter type, then finish honed.

If relatively few bores require correction it will not be neces-

When r e b o r i n g cylinders, all crankshaft bearing caps must be in place and tightened to proper

2 - 4 4 BEARINGS ENGINE torque to avoid distortion of bores in final assembly. Always be sure the crankshaft is out of the way of the boring cutter when boring each cylinder. When taking the final cut with boring bar leave

.001" on the diameter for finish honing to give the required clearance specified below.

When honing cylinders use clean sharp stones of p r o p e r grade for the amount of metal to be removed, in accordance with instructions of the hone manufacturer. Dull or dirty stones cut unevenly and generate excessive heat. When using coarse or medium grade stones use care to leave sufficient metal so that all stone marks may be removed with the fine stones used for finishing to provide proper clearance.

When finish honing, pass the hone through the entire length of cylinder at the rate of approximately

60 cycles per minute. This should produce the desired 45 degree cross hatch pattern on cylinder walls which will insure maximum ring life and minimum oil consumption.

It is of the greatest importance that refinished cylinder bores are trued up to have not over .0005" out-of-round or taper. Each bore must be final honed to remove all stone or cutter marks and provide a smooth surface. During final honing, each piston must be fitted individually to the bore in which it will be installed and should be marked to i n s u r e correct installation.

After final honing and before the piston is checked for fit, each cylinder bore must be thoroughly washed to remove all traces of abrasive and then dried thoroughly. The dry bore should then be brushed clean with a powerdriven fibre brush. If all traces of abrasive are not removed, rapid wear of new pistons and rings will result.

Figure 2-45—Using Telescope Gauge in Cylinder Bore

Pistons must be fitted with the use of accurate micrometers capable of reading to one ten thousandths of an inch.

A satisfactory method of fitting pistons is as follows:

1. Expand a telescope gauge to fit the cylinder bore at right angles to the piston pin and between 1-1/2" and 2" from the top of the bore. See Figure 2-45.

2. Measure the telescope gauge.

See Figure 2-46.

3. Measure the piston to be installed. See Figure 2-44. The piston must be measured at right angles to the piston pin below the oil ring groove.

4. The tolerance of piston clearance is .001" to .0016".

Both block and piston must be at very nearly the same temperature when measurements are taken or e r r o r s due to expansion will occur. A difference of 10°F between parts is sufficient to produce a variation of .0005".

Figure 2-46—Measuring Telescope

Gauge

New piston rings must be checked for clearance in piston grooves and for gap in cylinder bores; however, the flexible oil rings are not checked for gap. The cylinder bores and piston grooves must be clean, dry and free of carbon and burrs.

With rings installed, check clearance in g r o o v e s by inserting feeler gauges between each ring and its lower land because any wear that occurs forms a step at inner portion of the lower land.

If the piston grooves have worn to the extent that relatively high steps exist on the lower lands, the piston should be replaced because the steps will interfere with the operation of new rings and the ring clearances will be excessive.

Piston rings are not furnished in oversize widths to compensate for ring groove wear.

When fitting new rings to new pistons the side clearance of the compression rings s h o u l d be

.003" to .005" and side clearance of the oil ring should be .0035" to .0095".

e. Fitting New Piston Rings

When new piston rings are installed without reboring cylinders, the glazed cylinder walls should be slightly dulled, but without increasing the bore diameter, by means of the finest grade of stones in a cylinder hone.

To check the gap of compression rings, place the ring in the cylinder in which it will be used, square it in the bore by tapping with the lower end of a piston, then measure the gap with feeler gauges. Piston rings should not have less than .015" gap when placed in cylinder bores. If gap

ENGINE 2-45 is less than .015", file the ends of rings carefully with a smooth file to obtain proper gap.

f. Assembly and Installation of Piston and Connecting

Rod Assemblies

NOTE: Connecting rods may be sprung out of alignment in shipping or handling; therefore, they must be checked before pistons and pins are installed.

Check bend and twist on an accurate rod aligning fixture using

Guide Pin J-6047-16 (from wrist pin press) in place of wrist pin.

Press V-block firmly and evenly against guide pin to prevent cocking pin in eye of rod which may be up to .002" larger diameter than pin.

1. To assemble piston, pin, and rod, first place Piston Pin Spacer

J-6047-21 and Piston Support

J-6047-18 in base plate of press.

Use the piston support with the full radial face upward.

2. Place rod in piston, with oil spurt no tc h on s a m e side as valve depressions in piston dome, lubricate piston pin and inside diameter of pin holes with Lubriplate. Insert pin into piston boss, pushing pin through to move rod over against opposite pin boss.

3. Place small end of Drive Pin

J-6047-4 in hole in upper (protruding) end of piston pin and p o s i t i o n the assembly in the press.

4. Make certain that all units are in alignment, then apply pressure and force pin through rod until

Guide Pin J-6047-18 stops downward travel.

5. Release pressure and remove piston and rod assembly from press. Rotate piston on pin to check on fit between piston and pin.

6. Install oil ring expander in third groove of each piston, placing ends in area above either end of piston pin where groove is not slotted. Install oil ring over expander with gap on same side as valve depressions in piston head.

NOTE: To make certain expander ring does not overlap on 425 cu.

in. engines a red and blue mark will be visible on ring. See Figure 2-47.

NOTE: The rails and spacer of the oil ring are lightly held together with an oil soluble cement.

If parts have separated they may be installed as individual pieces.

9. Before installation of a piston and rod assembly in its cylinder bore, turn crankshaft to place the crankpin straight down.

10. Remove cap, and with bearing upper shell seated in connecting rod, i n s t a l l the long Guide

J-5239-2 on bolt which is on same side of rod as the oil spurt notch in the bearing parting surface.

Install short Guide J-5239-1 on the other connecting rod bolt.

7. Install compression rings in first and second lands of each piston. Top rings are assembled with inner bevel toward top of piston and second ring inner bevel toward bottom of piston. See Figure 2-48.

All c o m p r e s s i o n rings are marked either with a dimple, or a letter "O", to identify the side of the ring which must be assembled "UP".

NOTE: On 425 cu. in. engines install chrome compression in top land of piston. Install plain ring backed up with an expander in the second land of piston.

8. Make sure that cylinder bores, pistons, connecting rod bearings and crankshaft journals are absolutely clean, then coat all bearing surfaces with engine oil.

Expander

These guides hold the upper bearing shell in place and protect the crankpin journal from damage during installation of connecting rod and piston assembly.

11. Make sure that gap in oil rails are on same side as valve depressions in piston head so that gap will be on high side of cylinder bore, turn compression rings so that gaps are not in line, then compress all rings w i t h w r a p - a r o u n d type ring compressor.

12. Insert piston and rod assembly into its cylinder bore with the long guide pin placed above the crankpin. Push the a s s e m b l y down until the rod bearing seats on crankpin. See Figure 2-43.

13. Select new connecting rod bearing, if necessary, as described in paragraph 2-18. Otherwise, install cap with bearing lower shell on rod and tighten bolt nuts to 30-40 ft. lbs. torque.

14. Install all other piston and rod a s s e m b l i e s in the same manner.

Chrome

Ring

Rail Rail

Spacer

Figure 2-47—425 Cu. In. Engine

Piston Rings

OIL RING

IDENTIFICATION

MARK UP

XPANDER

RAIL

SPACER

Figure 2-48—Compression and

O i l Rings

2 - 4 6 BEARINGS ENGINE

When p a r t s are properly installed, the valve clearance depressions in all piston heads and the oil spurt notches in all connecting rods will be toward the camshaft. The rib on edge of rod cap will be on same side as the conical boss on web of rod, and these marks will be toward the other connecting rod on the same crankpin.

15. Check end clearance between connecting rods on each crankpin using feeler gauges. Clearance should be .005"-.012".

16. Install cylinder heads (par.

2-15, d) oil pump (par. 2-25) and oil pan.

IMPORTANT: After installation of new pistons and rings, care should be used in starting the engine and in running it for the first hour.

Avoid high speeds until the parts have had a reasonable amount of break-in so that scuffing will not occur.

ENGINE COOLING SYSTEM 2 - 4 7

SECTION 2-F

COOLING AND OILING SYSTEMS SERVICE

CONTENTS OF SECTION 2-F

Paragraph

2-20

2-21

Subject Page

Cooling System Services 2-47

Fan Belt Adjustment or

Replacement 2-48

Paragraph Subject Page

2-22 Radiator Thermostat

Inspection and Test 2-49

2-23 Water Pump Repairs 2-50

2-24 Oil Pump Repairs 2-51

2-25 Oil Pump Service 2-53

2 - 2 0 COOLING SYSTEM

SERVICES ommended coolant installed every two (2) years.

a. Checking and Filling

Cooling System

The c o o l a n t level should be checked only when t h e engine is cold and only enough coolant should be added to bring the level halfway between core and tank top.

It is unnecessary and undesirable to remove the radiator cap and check the coolant level each time the car stops at a filling station for gasoline or oil, since the engine is usually hot at such times.

CAUTION: Never remove the radiator cap quickly when engine is

HOT. Sudden release of cooling system pressure may cause the coolant to boil and some of it may be ejected from the radiator filler neck, resulting in injury to persons or damage to the car finish.

If it is necessary at any time to remove the radiator cap when engine is hot, rotate the cap counterclockwise until a stop is reached. Leave cap in this position until all pressure in cooling system has been released, then turn cap forcibly past the stop and remove it.

To drain the cooling system, r e move radiator cap, open the drain cock in the lower radiator tank and remove drain plugs on both sides of cylinder block. If car is heater equipped, set heater temperature control valve at full heat position.

After the c o o l i n g system is drained, p l u g s reinstalled and cock closed, fill the system with clean water. Run the engine long enough to open the thermostat for complete circulation through the system, then completely drain the cooling system before sediment has a chance to settle.

c. Conditioning the Cooling

System

"Rust Inhibitor and Stop Leak", listed under Group 8.800 is recommended for use in the cooling system, particularly when preparing for installation of antifreeze solution. This material stops small seepage leaks, has rust preventive properties and its soluble oil is effective in eliminating a squealing noise which sometimes develops at the water pump seal washer. Instructions for its application are printed on the conditioner bottle.

b. Draining, Flushing,

Conditioning Cooling

System

The cooling system should be completely drained and the r e c -

It is very important to make certain that the cooling system is properly prepared before an antifreeze solution is installed; otherwise, loss of solution through leakage may occur or seepage may result in damage to the engine. The cooling system should be drained and flushed as described above (subpar. b.), all joints should be checked for leakage and corrected, and the conditioner described above should be added with t h e anti-freeze solution.

Inspect the water pump, radiator core, heater and defroster cores, drain cocks, water jacket plugs, and edge of cylinder head gaskets for evidence of w a t e r leaks.

Tighten all hose clamps in the cooling and heating systems and replace any deteriorated hoses.

d. Using and Testing

Anti-Freeze Solutions

Inhibited year around (permanent type) engine coolant solution which is formulated to withstand two full calendar years of normal operation without draining or adding inhibitors should be used at all times. Freeze protection should be provided to protect against corrosion. When adding solution due to loss of coolant for any reason or in areas where temperatures lower than -20 °F. may be encountered, a sufficient amount of any of the several brands of year around coolant

(Ethylene Glycol base) compatible to GM Specification 1899-M available on the market should be used.

NOTE: Alcohol base coolants are not recommended for this vehicle at any time.

2 - 4 8 COOLING SYSTEM ENGINE

If for any reason water only is used as a coolant in an emergency, it is extremely important that Buick Heavy Duty Cooling

System Protector and Water

Pump Lubricant be added to the cooling system as soon as possible. This material is available at your Buick dealer under Part

#980504. If any other cooling system protector is used, be certain it is labeled to indicate that it meets General Motors Specification GM 1894-M. It should be recognized that this is only a temporary measure. The manufacturer intends that permanent type coolant solution be used year around in the cooling system of your Buick.

The cooling system should be completely drained and the recommended coolant installed every two (2) years.

It is advisable to test the antifreeze solution at intervals during the winter to make certain that the solution has not been weakened by evaporation or leakage.

Use only hydrometers which are calibrated to read both the specific gravity and the temperature, and have a table or other means of converting the freezing point at various temperatures of the solution. Disregarding the temperature of the solution when making the test may cause an error as large as 30°F. Care must be exercised to use the correct float or table for the particular type of anti-freeze being tested.

2 - 2 1 FAN BELT

ADJUSTMENT OR

REPLACEMENT

A tight fan belt will cause rapid wear of the generator and water

WHEN FAN AND DELCOTRON

GENERATOR BELT IS PROPERLY

TENSIONED, READING O N

J—7316 GAGE WILL BE — 80

Figure 2-49—Belt Tension Chart (401 & 425 Cu. In. Engines)

ENGINE

WHEN AIR CONDITIONER

COMPRESSOR BELT IS

PROPERLY TENSIONED,

READING ON J—7316

GAGE WILL BE — 110

COOLING SYSTEM 2 - 4 9

WHEN POWER STEERING

PUMP BELT IS PROPERLY

TENSIONED, READING

ON J—7316 GAGE WILL

BE — 90

Figure 2-50—Belt Tension Chart - Air Conditioned Jobs (401 and 425 Cu. In. Engine) pump bearings. A loose belt will slip and wear excessively and will cause noise, engine overheating, and unsteady generator output. A fan belt which is cracked or frayed, or which is worn so that it bottoms in the pulleys should be replaced.

The fan belt may be replaced by loosening the generator brace at both ends, slightly loosening the generator mounting b o l t s and moving generator inward to provide maximum slack in the belt.

On a car equipped with power steering, it is also necessary to remove the oil pump drive belt after loosening the pump mounting bolts.

The Delcotron generator must be moved sidewise to adjust the fan belt. After the Delcotron generator brace and mounting bolts are securely tightened, the fan belt tension should be checked as shown in Figure 2-49 and 2-50 for 401 and 425 engines; Figure

2-51 and 2-52 for 300 cu. in.

engine.

If the power steering oil pump belt is removed it should be adjusted as shown in Figures 2-49

2-50, 2-51 and 2-52.

If the Air Conditioner compressor belts are removed they should be adjusted as shown in Figures 2-51 and 2-52.

2 - 2 2 RADIATOR

THERMOSTAT

INSPECTION

AND TEST

A sticking radiator thermostat will prevent the cooling system from functioning properly. If the thermostat sticks in the open position, the engine will warm up very slowly. If the thermostat

2 - 5 0 COOLING SYSTEM ENGINE sticks in the closed position, overheating will result.

The thermostat may be removed for inspection and test by partially draining the cooling system and disconnecting the water outlet and hose from the water manifold, in which the t h e r m o s t a t is located.

If the thermostat valve does not fully close when cold, replace the thermostat. If the valve will fully close when cold, test the thermostat for correct opening temperature by immersing the unit and a thermometer in a container of water over a heater. While heating the water do not rest either the thermometer or thermostat on bottom of container as this will cause them to be at higher t e m p e r a t u r e than the water. Agitate the water to insure uniform temperature of water, thermostat and thermometer.

The standard thermostat (180^ valve should start to open at a temperature of 177°F. to 182°F., and should be fully open at a temperature not in e x c e s s of

202°F. If thermostat does not operate at specified temperatures it should be replaced as it cannot be adjusted.

2 - 2 3 WATER PUMP

REPAIRS

The water pump cover is die cast aluminum into which the water pump bearings are shrunk fit.

For this reason the pump can not be disassembled and is serviced as a unit.

a. Removal

1. Drain cooling system being

WHEN AIR CONDITIONER

COMPRESSOR BELT IS

PROPERLY TENSIONED,

READING O N J—7316 GAGE

WILL BE — 110

Figure 2-51—Belt Tension Chart - Air Conditioned Jobs (300 Cu. In. Engines)

ENGINE

WHEN FAN AND DELCOTRON

GENERATOR BELT IS PROPERLY

TENSIONED, READING ON

J—7316 GAGE WILL BE 80

COOLING SYSTEM 2 - 5 1

WHEN POWER STEERING

PUMP BELT IS PROPERLY

TENSIONED, READING

ON J—7316 GAGE

WILL BE — 90

Figure 2-52—Belt Tension Chart - Non Air Conditioned Jobs (300 Cu. In. Engines) sure to drain into a clean container if anti-freeze solution is to be saved.

2. Loosen belt or belts, then remove fan blade, spacer and pulley or pulleys from hub on water pump shaft. Remove belt or belts.

3. Disconnect hose from water pump inlet and heater hose from nipple. Remove bolts then remove pump assembly and gasket from timing chain cover.

4. Check pump shaft bearings for end play or roughness in operation. If bearings are not in serviceable condition, the assembly must be replaced.

3. Install fan pulley or pulleys, spacer and fan blade, tighten attaching bolts securely. Install belt or belts and adjust for proper tension. See Figures 2-51 and

2-52.

b. Installation

1. Make sure the gasket surfaces on pump and timing chain covers are clean. Install pump assembly with new g a s k e t . Bolts with lock washers must be tightened uniformly.

2. Connect radiator hose to pump inlet and heater hose to nipple, then fill cooling system and check for leaks at pump and hose joints.

2 - 2 4 OIL PUMP REPAIRS

(401 AND 425

CU. IN. ENGINES)

When an oil pump is removed for repairs the following procedure must be used to inspect parts and assemble pump in order to insure adequate oil pressure when the work-is completed.

2 - 5 2 COOLING SYSTEM ENGINE

PIPE AND

SCREEN ASSY.

BODY AND VALVE

COVER

1. Remove P i p e and screen assembly.

2. Remove cover. Slide gears out of body.

3. Wash all parts in solvent and blow dry with air hose.

4. Inspect body, cover gears and shaft for evidence of wear, scoring, etc. Replace any parts not found serviceable.

5. Install gear and shaft and idler gear in pump body.

Figure 2-53-Oil Pump Exploded View

6. Check for clearance between gears and cover by u s i n g a straight edge as shown in Figure 2-54.

11. Use new gasket and install pipe and screen to body. Tighten bolts to 6 - 8 ft. lbs. torque.

7. Clearance should be not more than .005" or less than .0005".

12. Before installation of pump be sure surface of crankcase is free of dirt or burrs that might tilt the pump and cause a bind.

8. Pack cavity and space between gears and body with petroleum jelly. Do not use chassis lube.

9. Install pump cover (side with groove toward gears).

10. Tighten bolts to 6 - 8 ft. lbs.

torque.

13. Install oil pump with new gasket. Tighten bolts a little at a time while turning pump shaft through gear lash. If pump shaft tends to bind when bolts a r e tightened, it may be freed up by rapping body with mallet. Pump shaft must be free of bind when

ENGINE COOLING SYSTEM 2 - 5 3

CHECK FOR CLEARANCE

BETWEEN GEARS AND

STRAIGHT EDGE - NOT

MORE THAN .005"

Figure 2-54—Checking Clearance of

Gears at Cover bolts are tightened. Torque bolts to 30 ft. lbs.

2 - 2 5 OIL PUMP SERVICE

( 3 0 0 CU. I N .

ENGINE) a. Removal of Oil Pump

Cover and Gears

1. Remove oil filter.

2. Disconnect w i r e from oil pressure indicator switch in filter by-pass valve cap.

3. Remove screws attaching oil pump cover assembly to timing chain cover. Remove cover assembly and slide out oil pump gears.

b. Inspection

1. Wash off gears and inspect for wear, scoring, etc. Replace any gears not found serviceable.

2. Remove the oil pressure relief valve cap, spring and valve. See

Figure 2-55. Remove the oil filter by-pass valve cap, spring, and valve.

3. Wash the parts thoroughly and inspect the relief valve for wear or scoring. Check the relief valve spring to see that it is not worn on its side or collapsed. Replace any relief valve spring that is questionable. Thoroughly clean the screen staked in the cover.

4. Check the relief valve in its bore in the cover. The valve should have no more clearance than an easy slip fit. If any perceptible side shake can be felt the valve and/or the cover should be replaced.

SPRING

Figure 2-55—Oil Pump Cover

Exploded View

5. Check filter by-pass valve for cracks, nicks, or warping.. The valve should be flat and free of nicks or scratches.

5. If gear end clearance is satisfactory, remove gears and pack gear pocket full of petroleum jelly. Do not use chassis lube!!!

c. Assembly and Installation

1. Lubricate and install pressure relief valve and spring in bore of oil pump cover. See Figure

2-55. Install c a p and gasket.

2. Install filter by-pass valve flat in its seat in cover. Install spring, cap and gasket. Torque cap to 30-35 ft. lbs. using a reliable torque wrench.

3. Install oil pump gears and shaft in oil pump body section of timing chain cover to check gear end clearance.

4. Place a straight edge over the gears and measure the clearance between the straight edge and the gasket surface. Clearance should be between .0023" and .0058". If clearance is less than .0018" check timing chain cover gear pocket for evidence of wear.

6. Reinstall gears so petroleum jelly is forced into every cavity of the gear pocket and between the teeth of the gears. Place new gasket in position.

Torque cap to 30-35 pounds with a reliable torque wrench. Do not over-tighten.

NOTE: Pressure relief valve cap has no hole tapped for installation of oil pressure switch.

NOTE: This step is very important. Unless the p u m p is packed with petroleum jelly, it may not prime itself when the engine is started.

7. Install cover assembly screws.

Tighten alternately and evenly.

The torque specification is 10-15 ft. lbs.

8. Install filter on nipple.

CHECK CLEARANCE

BETWEEN STRAIGHT EDGE

& GASKET SURFACE

SHOULD BE BETWEEN

0 0 2 3 " & . 0 0 5 8 "

Figure 2-56—Checking Oil Pump

Gear End Clearance

2 - 5 4 MOUNTING FLYWHEEL ENGINE

SECTION 2-G

ENGINE MOUNTING ADJUSTMENT

CONTENTS OF SECTION 2-G

Paragraph Subject

2-26 Engine Mounting Adjustment

2-54

2 - 2 6 ENGINE MOUNTING

ADJUSTMENT

The engine and transmission when properly aligned with the frame will rest in a normal position which does not impose any shear strain on the rubber mounting pads. See Figures 2-18, 2-19, and 2-20.

Shims are installed in production to locate the transmission support between the frame rails with respect to the front engine mounts.

For this reason it is important that the position of the support not be changed by the removal of shims to move it side ways.

Whenever it is necessary to remove the support, the number and location of the shims at each end of the support should be noted so they may be reinstalled in the same location.

The following procedure should be used when tightening mounts to obtain proper adjustment:

1. Loosen exhaust pipe or pipes at exhaust manifolds.

2. Loosen four engine mount to frame bolts.

3. Make sure that transmission support to frame shims are in original position and tighten all support to frame rail, support to mount, and mount to rear bearing retainer bolts.

4. Raise engine slightly to allow mounts to normalize. Lower engine and tighten engine mount to frame bolts.

ENGINE FUEL A N D EXHAUST SYSTEMS

SPECIFICATIONS 3 - 1

GROUP 3

ENGINE FUEL AND EXHAUST SYSTEMS

SECTIONS IN GROUP 3

Subject Page

3-A Specifications ana General

Description

3-B Fuel System Trouble Diagnosis . .

3-C Adjustments and Replacements

—Except in Pump and

3-ig

Carburetor Assemblies 3-19

Section

3-D

3-E

3-F

3-G

3-H

Subject

Fuel Pump

Rochester 2-Barrel Carburetor . .

Rochester 4-Barrel Carburetor . .

Carter 4-Barrel Carburetor . . . .

Carter Dual 4-Barrel Carburetors

SECTION 3-A

SPECIFICATIONS AND GENERAL DESCRIPTION

CONTENTS OF SECTION 3-A

Paragraph Subject

3-1 Specifications, Fuel and

Exhaust Systems . . .

Page

3 - 1

3-2

3-3

Subject

Description of Fuel System

Description of Intake and

Exhaust Systems

Page

3-9

3-10

Page

3-28

3-31

3-39

3-50

3-58

3 - 1 SPECIFICATIONS, FUEL AND EXHAUST SYSTEMS a. General Specifications

Gasoline, Grade Required (with LeSabre 2-Barrel Carburetor Engine) Regular

Gasoline, Grade Required (Other Engines) Premium

Gasoline Tank Capacity (Gal.) 25

Gasoline Gauge, Make and Type AC, Electric

Fuel Pump—Make and Type AC, Mechanical

Drive Eccentric at Camshaft Sprocket

Fuel Pump Pressure - At Carburetor Level, Pounds

300 Engine 4 to 5 1/4

401-425 Engines 4 3/4 to 6 1/2

Fuel Filter, in Gas Line AC, Can-Type Throw-Away

Type, Standard GF-94

Type, Air Conditioned GF-96

Fuel Filter, In Gas Tank Woven Plastic

Carburetor, Make Carter or Rochester

Type Downdraft

Barrels 2, 4 or Dual 4

Air Cleaner, Make and Type (Except Dual 4-Barrel) AC, Plastic Foam Element

Air Cleaner, Make and Type (Dual 4-Barrel) AC, Paper Element

Intake Manifold Heat - Type Hot Exhaust Passage in Manifold

Thermostat Wind-Up @70 Degrees F., Valve Closed 1/2 Turn

Idle Speed 300 Cu. In. 550 RPM, All Others 500 RPM

Air Conditioned Car (Air Conditioner Off) Add 50 RPM

b. Carter Carburetor Calibrations—401 and 425 Engines

IMPORTANT: Calibrations a r e governed by the CODE number.

401 Eng.

Auto. Trans.

Model Designation AFB

Number of B a r r e l s 4

Code Number, for Following

Calibrations 3921S

Bore Diameter, P r i m a r y 1 9/16"

Large Venturi Diameter, P r i m a r y . . 1 3/16"

Bore Diameter, Secondary 1 11/16"

Large Venturi Diameter, Secondary. . 1 9/16"

Float Level Adjustment 7/32"

Float Drop Adjustment 3/4"

Float Needle Seat #38

Low Speed Jet #65

Idle Discharge Port 200" x .030"

Lower Idle Port #52

Metering Jet, P r i m a r y 120-256

Metering Jet, Secondary

Production 120-158

High Altitude 120-233

Metering Rod

Production 16-219

High Altitude 16-255

NOTE: Use High Altitude Kit Above

3500 Feet

Use Kit Consisting of Secondary Jets,

P r i m a r y Rods and Springs.

Throttle Bore Vents #42

Anti-Percolator or Main Bleed Hole . #64

Pump Setting at Closed Throttle . . . 7/16" Center Hole

Pump Discharge Jet #72

Vacuum Spark Control Hole 3/32"

Choke Coil Housing Number 170BE478S

Choke Thermostat Setting Index

Choke Suction Hole #40

Choke Piston Setting (With

.026" Wire) .105"

Closing Shoe Clearance .020"

F . I. Cam Setting, Choke Closed . . . Index

F . I. Cam Number 181-351

Unloader Opening at Choke

Valve Edge 7/32"

Initial Idle Speed 1/2 Turn In

Initial Idle Mixture 3/4 Turn Out

Fast Idle Speed in Drive

(Hot, on Low Step) 600 RPM

425 Eng.

Auto. Trans.

AFB

3923S

1 9/16"

1 3/16"

1 11/16"

1 9/16"

7/32"

3/4"

#38

#68

.185" x .030'

#52

120-256

120-159

120-165

16-167

16-256

#42

#64

7/16" Center Hole

#72

3/32"

170BE478S

Index

#40

#42

#64

7/16" Center Hole

#70

.130" x .040"

170AW478S

Index

#40

.105"

.020"

Index

181-351

7/32"

1/2 Turn In

3/4 Turn Out

600 RPM

401-425 Eng.

Syn. Trans.

A F B

3922S

1 9/16"

1 3/16"

1 11/16"

1 9/16"

7/32"

3/4"

#38

#68

185" x .030" f52

120-256

120-165

16-219

16-255

.105"

.020"

Index

181-292

7/32"

1/2 Turn In

3/4 Turn Out

600 RPM

Dual 4-Bbl.

All Front

A F B

3645S

1 9/16"

1 3/16"

1 11/16"

1 9/16"

7/32"

3/4"

#38

#68

.150" x .030"

#69

120-256

120-222

16-286

Dual 4-Bbl.

Rear-Auto.

A F B

3925S

1 9/16"

1 3/16"

1 11/16"

1 9/16" a/32"

3/4"

#38

#68

.150" x .030"

#52

120-256

120-222

16-219

Dual 4-Bbl.

Rear-Syn.

A F B

3924S

1 9/16"

1 3/16"

1 11/16"

1 9/16"

7/32"

3/4"

#38

#68

.180" x .030"

#52

120-256

120-222

16-298

#42

#64

1/2" Center Hole

#70

NONE

#42

#64

1/2" Inner Hole

#70

.130" x .040"

170AW478S

Index

#40

#42

#64

1/2" Inner Hole

#70

.130" x .040"

170AW478S

Index

#40

NONE

.020"

NONE

.105"

.020"

' Index

181-351

7/32"

3 Turns Out

1 Turn Out

.105"

.020"

Index

181-284

7/32"

3 Turns Out

1 Turn Out

NONE 600 RPM 600 RPM q z m

>

a

n

>

O

ENGINE FUEL A N D EXHAUST SYSTEMS SPECIFICATIONS 3 - 3 c. Carter Carburetor Calibrations—300 Engine

IMPORTANT: Calibrations are governed by the CODE number.

300 Eng. 300 Eng.

Auto. Trans. Syn. Trans.

Model Designation AFB AFB

Number of Barrels 4 4

Code Number, for Following

Calibrations 3826S 3827S

Bore Diameter, Primary 1 7/16" 1 7/16"

Large Venturi Diameter, Primary 1 1/8 " 1 1/8 "

Bore Diameter, Secondary 1 7/16" 1 7/16"

Large Venturi Diameter, Secondary 1 1/4 " 1 1/4 "

Float Level Adjustment 3/16" 3/16"

Float Drop Adjustment 3/4 " 3/4 "

Float Needle Seat #42 #42

Low Speed Jet #68 #66

Idle Discharge Port .180" x .030" .180" x .030"

Lower Idle Port #52 #52

Metering Jet, Primary 120-256 120-256

Metering Jet, Secondary

Production 120-222 120-222

High Altitude

Metering Rod

Production 16-341 16-341

High Altitude

NOTE: Use High Altitude Kit Above 3500 Feet

Use Kit Consisting of Secondary Jets,

Primary Rods and Springs.

Throttle Bore Vents

Anti-Percolator or Main Bleed Hole

Pump Setting at Closed Throttle

Pump Discharge Jet

Vacuum Spark Control Hole

Choke Coil Housing Number

Choke Thermostat Setting

Choke Suction Hole

Choke Piston Setting (With .026" Wire)

Closing Shoe Clearance

F.I. Cam Setting, Choke Closed

F.I. Cam Number

Unloader Opening at Choke

Valve Edge

Initial Idle Speed

Initial Idle Mixture

Fast Idle Speed in Drive

(Hot, on Low Step)

#42

#64

7/16" Center Hole

#72

3/32"

170AZ478S

1 Notch Rich

#40

.081"

.020"

Index

181-354

1/8"

1/2 Turn In

1 Turn Out

600 RPM

#42

#64

7/16" Center Hole

#72

.180" x .040"

170AZ478S

Index

#40

.081"

.020"

Index

181-356

1/8"

1/2 Turn In

1 Turn Out

600 RPM d. Rochester Carburetor Calibrations

IMPORTANT: Calibrations are governed by the CODE number on the attached code tag.

Model Designation

Number of Barrels

Code Number, for Following Calibrations

Throttle Bore

Small Venturi

Large Venturi

Main Meeting Jet

Production

High Altitude

401 Eng.

Auto. Trans.

4GC

7025040

Primary Secondary

1 9/16" 1 11/16"

1/4 " 1/4 "

1 1/8 " 1 15/32"

.052"-60° .080"-60°

.049"-60° .077"-60°

300 Eng.

Syn. Trans.

2GC

7025047

1 7/16"

1/8 "

1 1/8 "

.055"-60°

.053"-60°

300 Eng.

Auto. Trans

2GC

7025046

1 7/16"

1/8 "

1 1/8 "

.052"-60°

.049"-60°

3 - 4 SPECIFICATIONS ENGINE FUEL AND EXHAUST SYSTEMS d. Rochester Carburetor Calibrations (Continued)

401 Eng.

Auto. Trans.

NOTE: Use High Altitude Jets Above 3500 Feet.

Idle Tube Restriction #68 #64

Idle Needle Hole #55

Spark Holes 1/8"

Pump Discharge Holes 2-#70

Choke Restriction

Inlet 3/16"

Outlet #41

Choke Setting Index

Choke Coil Number 30

Dome Vent —

Cluster Top Bleed —

Cluster Side Bleed —

Float Level Adjustment 1 13/32"

Float Drop Adjustment 1 1/16"

Pump Rod Adjustment . . . . 1 1/64" (Center Hole)

Choke Rod Adjustment #53 (.060")

Fast Idle Cam Number 7029553

Choke Unloader Adjustment #31 (.120")

Initial Idle Speed 2 Turns In

Initial Idle Mixture 1 1 / 2 Turns Out

Choke Piston Setting, Choke Closed Must Project 1/32"

Secondary Contour Adjustment 030"

Secondary Lock-Out Adjustment 015"

Fast Idle Speed in Drive (Hot, on Low Step) 600 RPM

300 Eng.

Syn. Trans.

3 0 0 Eng.

Auto. Trans.

#69

#56

2 - # 5 5

2 - # 6 8

#70

#56

1 1/8"

2-#71

#42

1/8"

Index

#70

#67

#69

.594"

1 29/32"

1 11/32" (Outer Hole)

#54 (.055")

7029501

#29 (.136")

3 Turns In

1 Turn Out

#42

1/8"

Index

#67

#68

.594"

1 29/32"

1 11/32" (Outer Hole)

#54 (.055")

7028970

#29 (.136")

3 Turns In

1 Turn Out

CONNECTOR

FUEL RETURN HOSE

FUEL PUMP-

CONNECTOR-

BEND CLIP OVER VENT

PIPE AS SHOWN

(CLIP PART OF BODY)

VENT PIPE

GROMMET

VENT HOSE

-PRIOR TO ASSEMBLY-

COAT OUTER SURFACE

OF FILLER PIPE WITH

&M.4728-M (M-5OO)

THIS DISTANCE.

- B E N D CLIP OVER

VENT HOSE AS

SHOWN

(CLIP PART OF BODY)

CLIP

(ABOVE TRANS.SUPPORT)

RET. PIPE (SEDANS)

RET. PIPE (CONVERTIBLES)

PIPE (SEDAN

^ — H E A V Y DOTTED LINES REPRESENT

CONVERTIBLE FUEL a FUEL RETURN

PIPES VARIATION.

(OTHERWISE SAME AS S E D A N S )

Figure 3-1—Fuel System - Air Cond. LeSabre o in o z

o

c

VIEW C r VAPOR RETURN HOSE

I END TO BE .75 INCH

BEYOND BEAD.

i (BOTH ENDS OF PIPE)

FUEL FEED HOSE END

V/IFW F TO BE TIGHT AGAINST BEAD, v i aw n (BOTH ENDS OF PIPE)

Figure 3-3—Fuel System - Air Cond. Riviera

STRAP MUST BE PULLED SNUG

TO HOLD HOSE SECURELY a

MOUNTED IN POSITION SHOWN

BRACKET

SCREW f U E L FILTER ASM.

| in o z m

o

O

VIEW A

TANK UNIT ASM.

TANK

UNIT ASM.

FUEL FILLER OPENING BAFFLE

CLIP (2)

HOSE

2.00

CAP

VIEW C

VIEW D

•STRAP

o

73 o

Z o z

Figure 3-4—Fuel Tank Information - Riviera

ENGINE FUEL AND EXHAUST SYSTEMS DESCRIPTION 3 - 9

3 - 2 DESCRIPTION OF FUEL

SYSTEM a. Gasoline Tank, Feed Pipe, and Filter reduces any possibility of vapor lock. See Figures 3-1, 2 and 3.

b. Fuel Pump, Carburetor, and

Automatic Choke

The gasoline tank is attached to the under side of the trunk floor pan. The tank is attached with two straps which have a hook at one end and are bolted at the other end.

The socket for the gas tank filler is soldered into an opening at the rear upper center of the tank. The lower end of the filler slides through an "O" ring seal and is held in position by a bracket and screw near the upper end. The tank is vented at a special pipe rather than at the filler cap. This breather pipe extends from the upper center of the tank and has a rubber hose extending from it to an i n v e r t e d U-shaped pipe fastened into the body. A positive sealing filler cap is used.

The tank outlet is located at the upper front center of the tank. It consists of a combination fuel pick-up, filter, and gas gauge tank unit. The tank unit can be r e moved without lowering the gas tank by removing a cam ring which retains the unit (all except

Rivieras).

The fuel pump is mounted on the lower right side of the timing c h a i n cover. It is actuated by a h a r d e n e d , chrome-plated, stamped steel eccentric mounted on the front side of the crankshaft sprocket. The pump is inverted, thereby placing it in a lower, cooler location. It has a built in air dome with a diaphragm to dampen out p u l s a t i o n s in fuel pressure. The construction and operation of the pump are described in Section 3-D.

c. Air Cleaner and Intake

Silencer

All engines (except dual 4-barrel engines) are equipped with oil wetted polyurethane foam element air cleaners combined with intake silencers. The air cleaner r e moves abrasive dust and dirt from the air before it enters the engine through the carburetor.

The intake silencer reduces to a very low level the roaring noise made by the air as it is drawn through the intake system. The cleaner and silencer also functions as a flame arrester in event of "backfire" through the intake system.

The fuel line is w e l d e d steel tubing with a terne coat outside and a tin coat inside. Connections from the tank to the line and from the line to the fuel pump are made with synthetic r u b b e r hose attached with spring clamps.

There are three basic air cleaner and silencer assemblies: one for two barrel carburetor cars, one for four barrel carburetor cars, and one for dual four barrel carburetor cars. See Figure 3-5.

A can-type throw-away fuel filter is located in the line between the fuel pump and the carburetor.

In all air conditioner equipped cars, a vapor by-pass system is installed. These c a r s have a special fuel filter which has a metering outlet in the top. Any vapor which forms is bled off and returned to the gas tank through a separate line alongside the fuel supply line. This system greatly

Standard four barrel carburetor air cleaners have two locating tabs which engage two projections on the carburetor air horn to locate the large air inlet tube firmly in position about 15° to the right of the centerline of the engine.

Two barrel c a r b u r e t o r air cleaners have neither a support bracket nor locating tabs. Therefore it is important to securely tighten the wing nut by hand after locating the air cleaner on the carburetor to make sure the air cleaner remains stationary.

Proper location is with the intake pointed about 45° to left of the centerline of the engine and with the word "FRONT" on the air cleaner forward.

The air cleaner (except for dual

4-barrels) has a washable plastic foam type element. It consists of a cylinder of polyurethane foam over a perforated sheet metal supporting screen. This screen also acts as a flame arrester in case of a backfire. Dual 4-barrel air c l e a n e r s have a disposable dry type fiber element.

d. Carburetor Throttle Control

Linkage

The carburetor throttle control linkage is designed to provide positive control of the throttle valves through their entire range

FOR 401 AND 425 ENGINES

FOR DUAL 4-BARREL

Figure 3-5—Air Cleaners and

Silencer Assemblies

3 - 1 0 DESCRIPTION ENGINE FUEL AND EXHAUST SYSTEMS without being affected by movement of the engine on its rubber mountings. See Figure 3-20.

The accelerator pedal is mounted on two ball studs. Depressing the accelerator p e d a l causes the pedal to make a rolling contact with a roller on the throttle operating lever, forcing the lower part of the lever to pivot forward and down. The lever pivots in a bearing mounted on the body cowl.

See Figure 3-20.

As the lower part of the throttle operating lever is pushed forward by the accelerator pedal, the upper part of the lever is pulled rearward. This pulls the throttle rod rearward, causing the carburetor throttle lever to open the throttle valves.

The return spring returns the throttle linkage to idle position whenever pressure is released from the accelerator pedal. See

Figure 3-20.

On automatic transmission cars, a dash pot is mounted in position to be contacted by an arm of the carburetor throttle lever as the throttle is closed. The dash pot cushions the c l o s i n g of the throttle valves to prevent engine stalling when the accelerator pedal is suddenly released.

On all a u t o m a t i c transmission cars, a t r a n s m i s s i o n detent switch is mounted at the full throttle position of the carburetor throttle lever. When the throttle linkage is moved to wide open throttle position, the switch contacts are closed to cause the t r a n s m i s s i o n to "downshift".

This switch also has a second set of contacts which close slightly before wide open throttle position to cause the stator blades in the t r a n s m i s s i o n to "switch-thepitch" to high performance angle.

See Figure 3-20.

On all a u t o m a t i c transmission cars, an idle stator switch is installed in a joint of the throttle linkage between the throttle lever and the throttle rod. Whenever the throttle linkage returns to curb idle position, the switch contacts are closed to cause the stator blades to "switch-the-pitch" to high angle. This r e d u c e s the transmission load on the engine at idle, thereby r e d u c i n g the tendency of the car to creep. See

Figure 3-17.

3 - 3 DESCRIPTION OF

INTAKE AND EXHAUST

SYSTEMS a. Intake Manifold Distribution

A low-restriction, dual (2 section) intake manifold is bolted to the inner e d g e s of both cylinder heads, where it connects with all inlet ports. The end branches of each section run at 90 degrees to the connecting middle branch, thereby forming a T-junction aj the dividing point which assures a uniform division and distribution of fuel to all cylinder inlets. Each manifold section feeds four cylinders - two in each bank. See

Figures 3-6 and 7.

The 2-barrel carburetor feeds one barrel into each section of its 2 port manifold. The 4-barrel carburetor feeds one primary and one secondary barrel into each section of its 4 port manifold.

Figure 3-6— Intake Manifold

Distribution - 401 and

425 Engines

Figure 3-7—Intake Manifold

Distribution - Dual

4-Barrel Engine b. Intake Manifold Heat—401 and 425 Engines

The intake manifold is heated and hot spots are provided at the Tjunction dividing points by crossover c h a m b e r s cast along the outer walls of each end branch.

These chambers connect to the two middle exhaust passages in each cylinder head. Hot spots located at the dividing junctions aid in vaporizing the heavier particles of fuel which are swept against the outer walls due to their greater momentum. The heated intake manifold also aids in obtaining a u n i f o r m fuel distribution.

The intake manifold is heated by exhaust gas crossover passages cast under the center section of the m a n i f o l d . These passages connect to the two middle exhaust passages in each cylinder head.

Exhaust heat is supplied directly to the carburetor mounting surface by two holes drilled from the mounting surface into the crossover passages. The carburetors are designed to conduct this heat around the throttle valve area to reduce e n g i n e stalling due to carburetor icing.

A heat control valve with a bimetal thermostat is located below

ENGINE FUEL A N D EXHAUST SYSTEMS DESCRIPTION 3 - 1 1 the right exhaust manifold. See

Figures 3-14 and 15. When the engine is cold and the thermostat closes the valve, the resulting back pressure in the manifold forces exhaust gas through the crossover passages in the intake manifold to the left exhaust manifold. As the engine warms up and the thermostat releases the valve, the flow of hot gas through the crossover chamber is reduced.

Restricted openings in the metal intake manifold gaskets meter the flow of exhaust gases through the intake manifold when the engine is cold and the heat valve is closed.

c. Exhaust Manifolds,Pipes, and Mufflers

Each cylinder exhausts through an individual port into a separate branch of the exhaust manifold.

This manifold, referred to as the double "Y" type, is designated to provide a separation of 270 degrees crankshaft rotation between any two exhaust impulses in one branch of the m a n i f o l d . This elimination of overlap within any given branch of the manifold permits valve timing that improves engine efficiency, minimizes exhaust valve burning, and effects more complete scavanging of exhaust gas from the cylinder.

The right manifold contains the carburetor choke heat stove which consists of an alloy steel heating tube mounted in two drilled holes in the manifold. Heated air is drawn from the heat stove through an insulated pipe into the automatic choke housing.

All front and center exhaust pipe assemblies are made up of two layers (inner and outer) of welded pipe. Rear exhaust pipes and tail pipes use single layer pipe. The double layer pipe is used to muffle pipe "ring" which is set-up by the firing impulses of the individual cylinders; the life of the pipe is also greatly increased.

Most of the connections are of the ball joint type. These ball joints make for easy disconnection, connection, and alignment of the exhaust system without damage to the parts. No gaskets are used in the entire exhaust system. Connection of the tail pipe to the muffler is made with a U-bolt and clamp.

The muffler is of the oval-shaped, dynamic flow type having very low back p r e s s u r e . It is double wrapped of heavy gauge galvanized steel with a layer of asbestos placed between wrappings to aid in reduction of noise transfer and to prevent any "oil-canning" effect. The exhaust system is supported by free hanging rubberfabric mountings which permit free movement of the system but do not permit transfer of noise and vibration into the passenger compartment.

d. Dual Exhaust System

The dual exhaust system is optional on Series 45-46-48 cars.

Dual e x h a u s t is standard on

Riviera models.

In Rivieras, a single muffler is placed crosswise at the rear of the car. See Figure 3-11. The muffler has an inlet and an outlet on each end. Each side of the dual exhaust system has a front exhaust pipe assembly having a resonator at the rear end. Each resonator is attached by a U-bolt and clamp. Each side has a short rear exhaust pipe just forward of the rear spring cross member.

Each rear exhaust pipe is attached to the muffler inlet by a ball joint. A tail pipe is attached to each of the muffler outlets by a U-bolt and clamp. The muffler is supported by the rear exhaust pipe and tail pipe hangers. See

Figure 3-11.

The exhaust gases from each bank of cylinders pass through individual resonating chambers in the muffler and then enter one common c h a m b e r . This common mixing of gases increases muffler silencing ability and eliminates the "cold side" muffler.

In Wildcats and Electras, there are two m u f f l e r s and two resonators. See Figure 3-10.

e. Single Exhaust System

The single exhaust system has a front exhaust pipe assembly consisting of a branch pipe from each exhaust manifold welded together.

A long center exhaust pipe extends back to the muffler. The rear exhaust pipe extends up over the rear axle to the resonator. A short tail pipe extends back from the resonator. See Figures 3-8 and 9.

None of the p a r t s are interchangeable between the single and dual exhaust systems except for some of the hangers. However, both right and left exhaust manifolds are the same for single or dual exhaust cars.

PIPE A S M . — EXHAUST FRONT

ADAPTER ASM.

^— SPRING SEAT

-1.125 CLEARANCE

2

3 O

VIEW F

Figure 3-8—Single Exhaust System - LeSabre

CLAMP

SCREW [84_-_!O8lLB-IN]

— RESONATOR ASM.

VIEWG

>

Q m

I o

ADAPTER ASM

FLANGE

BOLT

1.00 CLEARANCE

-PIPE ASM.- CENTER yiEW D

'IEW F

Figure 3-9—Single Exhaust System - Wildcat and Electra

i/lEW G

RESONATOR ASM.

TRANS. SUPPORT

SPRING SEAT

-"END OF TAIL

PIPE MUST FACE

OUTBOARD SIDE OF

CAR (BOTH SIDES)

VIEWH

HANGER ASM. (2)

VIEW F

Figure 3-10—Dual Exhaust System - Wildcat and Electro

VIEW G

RESONATOR ASM.

HANGER ASM.-RT.

HANGER ASM.-LT.

VIEW B

HANGER ASM.-RT.

HANGER ASM.-LT.

VIEW C

Figure 3-11—Dual Exhaust System - Riviera

VIEW F

SCREW (2)

CLAMP (2) tn

3 - 1 6 TROUBLE DIAGNOSIS ENGINE FUEL AND EXHAUST SYSTEMS

SECTION 3-B

FUEL SYSTEM TROUBLE DIAGNOSIS

CONTENTS OF SECTION 3-B

Paragraph Subject

3-4 Hard Starting

3-5 Improper Engine Performance . .

3-6 Excessive Fuel Consumption . .

Page

3-16

3-17

3 - 4 HARD STARTING b. Improper Ignition a. Improper Starting

Technique

Before attempting any correction in fuel system make certain that the battery and ignition system are in proper condition. See paragraphs 10-13 and 10-33.

Hard starting may be due to improper starting technique. If possible, observe the owner's method of starting; if not correct, suggest that he use the following procedure.

c. Improper Adjustment of Fast Idle Cam or

Choke Unloader

1. Place control lever in " P " or

"N" position. Starter cannot be operated in any other position.

An incorrectly adjusted fast idle cam may not provide sufficient throttle opening and stalling will result.

2. Engine Cold. Depress accelerator pedal to floor once and release. This presets the automatic choke and throttle.

Engine Warm. Hold accelerator pedal about 1/3 down.

3. Turn i g n i t i o n s w i t c h to

"START" and release when engine starts. As soon as the engine is running smoothly, "jab" the accelerator pedal to slow the engine down to warm-up speed.

If the choke unloader goes into action too soon it may cause hard starting when engine is cold. If choke unloader goes into action too late or not at all, it may cause hard starting when engine is f l o o d e d . See paragraph 3-17

(Rochester 2-Bbl.), 3-21 (Carter), or 3-25 (Rochester 4-Bbl.).

d. No Fuel at Carburetor

If engine "floods", hold accelerator to floor to open choke; then crank engine until it fires regularly.

No fuel may be delivered to carburetor due to empty gasoline tank or stoppages in f i l t e r s , strainers or feed hoses, or inoperative fuel pump. Test fuel supply as described in paragraph

3-12.

If engine has not been started for several days, the carburetor may be dry due to evaporation. If engine does not start in normal time, depress accelerator pedal several times to pump any fuel accumulated in bottom of carburetor into the engine.

e. Improper Carburetor

Adjustment

Improper setting of carburetor idle needle valves may cause stalling after starting. A high fuel level in float bowl will cause f l o o d i n g and consequent hard starting. Adjust carburetor (par.

3-8).

f. Low Grade Gasoline

Low grade gasoline is usually insufficiently volatile to provide easy starting in cold weather even though it may perform reasonably well after the engine is started and warmed up. A change to higher grade gasoline is the only remedy.

g. Volatile Gasoline

In some parts of the country, gasolines are marketed which are very volatile and generally advertised as "easy starting gasolines." Some of these fuels are so volatile they boil (commonly referred to as "percolation") in a carburetor bowl which is only normally warm, especially when the engine is shut off following a run. This overloads the manifold, resulting in an over rich mixture which may cause "delayed" starting.

Such gasolines are not necessary in a Buick since the automatic choke has been designed and calibrated to provide easy and positive starting with fuels of ordinary volatility, but if the owner wishes to use volatile gasolines the automatic choke thermostat should be adjusted for a "lean" setting

(par. 3-8).

ENGINE FUEL AND EXHAUST SYSTEMS TROUBLE DIAGNOSIS 3 - 1 7

3 - 5 IMPROPER ENGINE

PERFORMANCE a. Engine Idles Too Fast

A cold engine should operate on fast idle for two to five minutes depending on air temperature.

At 32°F. the fast idle cam should move to slow idle position in approximately 1/2 to 3/4 mile of driving. At higher temperatures it should move to slow idle position in a correspondingly shorter distance.

If the engine operates too long on the fast idle cam, check the choke thermostat setting (par. 3-8) and the fast idle adjustment. See paragraph 3-17 (Rochester 2-

Bbl.), 3-21 (Rochester 4-Bbl.), or 3-25 (Carter).

If engine idles faster than the specified idle speed when off the fast idle cam, check throttle linkage for binding or weak return spring and adjust throttle stop screw (par. 3-8). This trouble can also be caused by a sticking choke or dash pot.

b. Improper Idle and Low

Speed Performance

Rough idling and tendency to stall may be caused by idling speed set below the specified speed. Idle mixture may be wrong due to improper needle valve adjustment

(par. 3-8).

Rough idling, poor performance, and back firing at low speeds frequently originates in improper ignition. Check ignition system

(par. 10-33).

High fuel pump pressure will cause rough idling and poor low speed performance (par. 3-12).

An intake manifold air leak will cause rough idling and poor low speed performance. A manifold air leak produces a low, erratic reading on a vacuum gauge connected to the intake manifold.

Check for leaks at all pipe connections and check manifold joints with gasoline.

When rough idling and poor low speed performance cannot be corrected by checks of carburetion and ignition mentioned above, check cylinder compression.

Improper performance which is most noticeable at low speeds may be caused by sticking valves.

Sticking valves may be caused by the use of low grade fuel or fuel that has been in storage too long.

When a car is stored for any length of time, fuel should be drained from the tank, feed hoses, fuel pump, and carburetor in order to avoid gum formation.

Heavy detonation may be caused by improper ignition timing (par.

10-35), improper grade of fuel, or by an accumulation of carbon in combustion chambers. Series

4400 cars with the low compression engine may use regular fuel; all others require premium fuel because of their higher compression ratios.

Heavy detonation is injurious to any automotive engine. A car driven continuously under conditions and with fuels which produce heavy detonation will overheat and lose power, with the possibility of damage to pistons and bearings.

3 - 6 EXCESSIVE FUEL

CONSUMPTION c. Improper High Speed

Operation

Roughness or poor performance above 22 MPH indicates faulty ignition (par. 10-33) or improper settings in the high speed circuit of carburetor. Surging at high speed-may be caused by low fuel pump pressure (par. 3-12).

With Rochester c a r b u r e t o r s , surging at 75 to 80 MPH constant speed indicates that the power jet is stopped up or the vacuum piston is sticking.

If there is lack of power at top speed, check throttle linkage to insure full throttle valve opening

(par. 3-9).

d. Excessive Detonation or Spark Knock

Light detonation may occur when operating an automatic transmission car in Drive with full throttle at low speed even when ignition timing is correct and proper fuel is used. This light detonation is normal and no attempt should be made to eliminate it by retarding the ignition timing, which would r e d u c e economy and over-all performance.

Complaints of excessive fuel consumption require a careful investigation of owner d r i v i n g habits and operating conditions as well as the mechanical conditions of the engine and fuel system; otherwise, much useless work may be done in an attempt to increase fuel economy.

Driving habits which seriously affect fuel economy are: high speed driving, frequent and rapid acceleration, driving too long in a low speed range when getting under way, excessive idling while standing.

Operating conditions which adversely affect fuel economy are: excessive acceleration, frequent starts and stops, c o n g e s t e d traffic, poor roads, hills and mountains, high winds, low tire pressures.

High speed is the greatest contributor to low gas mileage. Air resistance i n c r e a s e s as the square of the speed. For instance, a car going sixty miles an hour must overcome air resistance four times as great as when going thirty miles an hour. At eighty miles an hour the resistance is over seven times as great as when going thirty miles an hour.

3 - 1 8 TROUBLE DIAGNOSIS ENGINE FUEL AND EXHAUST SYSTEMS

Over seventy-five per cent of the power required to drive a car eighty miles an hour is used in overcoming air resistance, while at thirty miles an hour only thirty per cent of the power required is used to overcome air resistance.

Gas mileage records made by car owners never give a true picture of the efficiency of the engine fuel system since they include the effects of driving habits and operating conditions. Because of the wide variation in these conditions it is impossible to give average mileage figures for cars in general use; therefore, any investigation of a mileage complaint must be based on an accurate measurement of gasoline consumption per mile under proper test conditions.

a. Gasoline Mileage Test

A gas mileage test should be made with a 1/lOth gallon gauge on a reasonably level road, at fixed speeds, without acceleration or deceleration. Test runs should be made in both directions over the same stretch of road to average the effect of grades and wind resistance. Test runs made at

20, 40 and 60 MPH will indicate the approximate efficiency of the low speed, high speed, and power systems of the carburetor and show whether fuel consumption is actually abnormal. If a mileage test indicates that the fuel consumption is above normal, check the following items.

!• Fuel Leaks. Check all gasoline hose connections, fuel pump, gasoline filter, and carburetor bowl gasket.

2. Tires. Check for low tire pressures (par. 1-1).

3. Brakes. Check for dragging brakes.

4. Ignition Timing—Spark Plugs.

Late ignition timing causes loss of power and increases fuel consumption, (par. 10-35). Dirty or worn out spark plugs are wasteful of fuel fear. 10-36).

5. Low Grade Gasoline. Use of gasoline of such low grade that ignition timing must be retarded to avoid excessive detonation will give very poor fuel economy.

6. Exhaust Manifold Heat Valve.

Check for sticking valve or improper setting of thermostat (par.

3-7).

7. Air Cleaner. Check for dirty or clogged cleaner element. (Par.

3-7).

8. Automatic Choke. Check for sticking choke valve and improper setting of thermostat fear. 3-8).

9. Valves. Check for sticking valves fear. 2-11).

10. Fuel Pump. Check for excessive fuel pump pressure fear.

3-12).

11. Carburetor A d j u s t m e n t .

Check idle adjustment fear. 3-8).

For corrections to high speed and power systems, the carburetor m u s t be r e m o v e d and disassembled.

b. Changing Carburetor

Calibrations

Under no circumstances should the jet sizes, metering rods and other calibrations of a carburetor be changed from factory specifications. The calibrations given in paragraph 3-1 must be adhered to unless these are later changed by a b u l l e t i n i s s u e d from t h e B u i c k F a c t o r y Service

Department.

ENGINE FUEL AND EXHAUST SYSTEMS ADJUSTMENTS 3 - 1 9

SECTION 3-C

ADJUSTMENTS AND REPLACEMENTS-EXCEPT IN PUMP

AND CARBURETOR ASSEMBLIES

CONTENTS OF SECTION 3-C

3-7

3-8

Subject Page

Air Cleaner, Fuel Filter,

Manifold Valve and Ventilator

Valve Service 3-19

Carburetor Idle and Automatic

Choke Adjustments 3-21

Paragraph

3-9

3-10

Subject Page

Throttle Linkage and Dash Pot

Adjustments 3-25

Replacement of Gas Tank or

Gas Gauge Tank Unit 3-26

3 - 7 AIR CLEANER, FUEL

FILTER, MANIFOLD

VALVE AND

VENTILATOR VALVE

SERVICE a. Air Cleaner Service

An air cleaner with a dirty element will restrict the air flow to the carburetor and cause a rich mixture at all speeds. The device will not properly remove dirt from the air and the dirt entering the engine will cause abnormal formation of carbon, sticking valves, and wear of piston rings and cylinder bores.

Regular cleaning and inspection of the element at 12000 mile intervals (or more frequently in dusty territory) is necessary to prevent excessive engine wear and abnormal fuel consumption.

The procedure for cleaning the air cleaner is given in paragraph

1-1.

b. Cleaning Fuel Filter

The fuel filter is a can-type throw-away filter and is located in the line between the fuel pump and the carburetor.

The filter element has a large filtering area. It is of fine enough material to assure that any particles which pass through it are too small to interfere with the operation of the float needle and seat, and also too small to cause clogging of the smallest passages

STANDARD FILTER

AIR CONDITIONER FILTER

VAPOR

BY-PASS

Figure 3-12—Can-Type Throw-Away

Fuel Filters in the carburetor. This filter prevents the passage of water under ordinary conditions. The filter should be replaced every

24000 miles for maximum filtering efficiency. See paragraph 1-1.

After assembling the fuel filter, always start the engine and observe the filter carefully to make sure that the clamps are not leaking.

A woven plastic filter is located on the lower end of the fuel pickup pipe in the gas tank. This filter prevents dirt from entering the fuel line and also stops water unless the filter becomes completely submerged in water. This filter is self cleaning and normally requires no maintenance. Fuel stoppage at this point indicates that the gas tank contains an abnormal amount of sediment or water; the tank should therefore be removed and thoroughly cleaned.

c. Cleaning Carburetor

Gasoline Strainers

Fine mesh strainers are located in some carburetors above each needle and seat. These strainers should seldom require cleaning because of the fuel filter which precedes them in the supply line.

They should be inspected however, if fuel supply at carburetor inlet is adequate but carburetor operation indicates lack of fuel.

d. Freeing Up Sticking

Exhaust Manifold Valve

Lubricate the exhaust manifold flange shaft every 6000 miles

(par. 1-1).

Carbon or l e a d salt deposits around the valve shaft may cause the valve to stick or become sluggish in operation. A valve sticking in the open position will cause slow engine warm up, excessive spitting and sluggish engine operation when cold. A valve sticking in the closed position \vill cause overheating, loss of power, and hard starting when the engine is hot, and may also cause warped or cracked manifolds. Sticking in either position will adversely affect fuel economy.

If the manifold heat control valve is sticking or seized in the flange assembly, free it up by applying a good solvent such as "Buick

Heat Trap Lubricant" to the valve

3 - 2 0 ADJUSTMENTS ENGINE FUEL AND EXHAUST SYSTEMS

WEIGHT

TO REAR-

VALVE

CLOSED

Figure 3-13—Right Exhaust Manifold and Valve Assembly - 300 Engine shaft and bushings at both sides of the flange. Allow the solvent to soak for a few minutes, then work the valve by rotating the counterweight. Severe cases may be freed by tapping endwise on the shaft with a light hammer.

After the shaft is free, another application of lubricant will assure complete penetration of the shaft bushings. See Figure 3-13.

e. Checking Manifold Valve

Thermostat Setting

The setting of the exhaust manifold valve thermostat may be

ANTI-

RATTLE

SPRING

1/2 TURN

WIND-UP

Figure 3-14—Manifold Valve

Thermostat Wind-Up - 401 and 425 Engines checked when the engine is at room temperature of approximately 70°F. Unhook the outer end of thermostat from anchor pin on the manifold and hold the valve in the closed position. To bring the end of thermostat to the anchor pin will then require approximately 1/2 turn wind-up of the thermostat as shown in Figure

3-14.

The thermostat is not adjustable and should never be distorted or altered in any way as this will affect its calibration. If the thermostat does not have the proper setting, or is damaged, it should be replaced.

Fully open and fully closed positions of the e x h a u s t manifold valve may be checked by the position of the heavy section of the manifold v a l v e weight. If the heavy section is to the rear and approximately 45 degrees up, the valve is fully closed; if the heavy section is forward and approximately 45 degrees up, the valve is fully open. See Figure 3-15.

f. Positive Crankcase

Ventilator System

Service

All cars have a positive crankcase ventilating system to help

Figure 3-15—Manifold Heat Control

Valve Positions - 401 and

425 Engines reduce air pollution and to provide more complete scavenging of crankcase impurities. Ventilation air is drawn in through the filter in the filler cap on the left rocker arm cover, down into the crankcase, across and up into the right rocker arm cover, up through the ventilator valve, through a hose, into the carburetor throttle body and into the intake manifold. Intake manifold vacuum draws any fumes from the crankcase to be burned in the engine.

When air flow through the carburetor is high, added air from the positive c r a n k c a s e ventilating system has no noticeable effect on engine operation; however, at idle speed, air flow through the carburetor is so low that any large amount added by the ventilating system would upset the air-fuel mixture, causing rough idle. For this reason, a flow control valve

ENGINE FUEL AND EXHAUST SYSTEMS ADJUSTMENTS 3 - 2 1 is used which restricts the ventilating system flow whenever intake manifold vacuum is high.

See Figure 3-16.

After a period of operation, the ventilator v a l v e may become clogged, which reduces and finally stops all crankcase ventilation.

An engine which is operated without any crankcase ventilation can be damaged seriously. Therefore, it is important to replace the ventilator valve periodically (each

12,000 miles). CAUTION: If an engine is idling too slow or rough, this may be caused by a clogged ventilator valve; therefore, never adjust the carburetor idle without first c h e c k i n g the crankcase ventilator check valve.

With the c r a n k c a s e ventilator system operating normally, about

1/4 of the air used in the idle mixture is supplied through the ventilator valve. Therefore, if the ventilator air is shut off, the idle speed will be noticeably slower.

Check operation of the ventilator system as follows:

1. Connect a reliable tachometer and adjust idle as specified.

2. Squeeze-off crankcase ventilator hose to stop all air flow.

3. If idle speed drops 60 RPM or m o r e , crankcase ventilator system is okay.

4. If idle speed drops less than

60 RPM, v e n t i l a t o r system is probably partially clogged; install a new v e n t i l a t o r valve and recheck operation of system as described above.

5. After installing a new ventilator valve, a l w a y s readjust engine idle.

9* Closed Positive Crankcase

Ventilator System

All cars manufactured for registration in California are required to have a closed positive crankcase v e n t i l a t i n g system. The to compensate for faulty conditions elsewhere in items affecting engine performance will result in reduced fuel economy and overall performance.

a. Idle Speed and

Mixture Adjustments

Figure 3-16—Positive Crankcase

Ventilator Valve closed PCV system consists of the standard PCV system plus additional features as shown in

Figures 3-17, 18 and 19.

The standard PCV system draws air in through the mesh of the oil filler cap, down across the crankcase, up through the PCV valve and through a hose into the intake manifold.

The closed PCV system operates in the same manner except that the ventilating air is drawn in from .the air c l e a n e r , down through a rubber tube, through a mesh filled b r e a t h e r assembly and into the left r o c k e r arm cover. The oil filler cap is sealed air tight in the closed PCV system. See the illustrations.

With the standard PCV system any blow-by in excess of the system capacity (from a badly worn engine, sustained heavy load, etc.) is exhausted to the atmosphere through the oil filler cap. In the closed PCV s y s t e m any such blow-by is exhausted into the air cleaner and is drawn into the engine.

3 - 8 CARBURETOR IDLE

AND AUTOMATIC

CHOKE ADJUSTMENTS

Carburetor adjustment should not be attempted until it is known that engine ignition and compression are in good order. Any attempt to adjust or alter the carburetor

The positive crankcase ventilator valve should be checked as described in paragraph 3-7 before making carburetor adjustments, as this valve noticeably affects the air-fuel ratio at idle.

1. Remove air cleaner. Connect a tachometer from distributor terminal of coil to ground.

2. Start engine and run it at fast idle until upper radiator tank is hot and choke valve is wide open.

CAUTION: Idle speed and mixture adjustments cannot be made satisfactorily with an abnormally hot engine. On any carburetor with a hot i d l e compensating valve, it is particularly important that idle adjustments be made at normal temperature so that this valve will be closed.

3. On a u t o m a t i c transmission cars, place a block in front of a front wheel and apply parking brake firmly, then shift transmission into drive.

4. Adjust throttle stop screw to set idle speed at 500 RPM (550 with air conditioner). Add 50 RPM for Le Sabres.

5. Adjust idle mixture needles alternately to obtain highest tachometer reading. Readjust i d l e speed as necessary, always adjusting idle mixture last.

6. Make sure idle stator switch is closed by disconnecting switch connector. If idle speed does not decrease, switch was not closed; adjust idle stator switch (see par.

5-8), then readjust idle speed to specifications.

3 - 2 2 ADJUSTMENTS ENGINE FUEL AND EXHAUST SYSTEMS to c o

ENGINE FUEL AND EXHAUST ADJUSTMENTS 3 - 2 3 i

3 - 2 4 ADJUSTMENTS ENGINE FUEL AND EXHAUST to c o

ENGINE FUEL AND EXHAUST ADJUSTMENTS 3 - 2 5

7. If carburetor is equipped with a hot idle compensating valve, press a finger on valve to make sure it was closed. If idle speed drops, valve was open; readjust idle speed and mixture, making sure valve remains closed.

b. Automatic Choke

Adjustments

The choke thermostat is calibrated to give satisfactory performance with regular blends of fuel when it is ^aced at the standard factory setting, which is listed in the specifications for each carburetor.

When it is necessary to adjust the thermostat, loosen the housing or cover attaching screws and turn as required.

Thermostat settings other than standard should be used only when the car is habitually operated on special blends of fuel which do not give satisfactory warm-up performance with the standard setting. A "Lean" setting may be required with highly volatile fuel which produces excessive loading or rolling of engine on warm-up with the standard thermostat setting. A "Rich" setting should be used only when excessive spitting occurs on engine warm-up with the standard thermostat setting.

When making either a "Lean" or

"Rich" setting, change one point at a time and test results with engine cold, until the desired performance is obtained.

If the engine operates on fast idle too long after starting or else moves to slow idle too soon, or the choke unloader does not operate properly, check the fast idle and choke unloader adjustments.

3 - 9 THROTTLE LINKAGE

AND TRANSMISSION

SWITCH ADJUSTMENTS

The p r o c e d u r e for adjusting throttle linkage is identical on s y n c h r o m e s h and automatic transmission c a r s . Automatic transmission cars, however, have a dash pot which d e l a y s the closing action of the throttle to reduce any possibility of the engine stalling.

THROTTLE

ROD

NORMAL SPRING

HOOK-UP

SERIES 45-46-48 \

FRONT

OF DASH

IDLE STATOR

SWITCH

THROTTLE

RETURN

SPRING

TRANSMISSION

STATOR AND

DETENT SWITCH

NORMAL

HOOK-UP

SERIES 49

Figure 3-20—Throttle Linkage Adjustment

3 - 2 6 GAS TANK ENGINE FUEL AND EXHAUST a. Throttle Linkage

Adjustments

1. Remove air cleaner. Check throttle linkage for proper lubrication. Make sure that linkage is free in all positions and that nothing touches or interferes with the linkage. Hold choke open and make sure that return spring fully closes t h r o t t l e , even though throttle is released very slowly.

2. Adjust engine idle speed and mixture. See paragraph 3-8. With throttle linkage in hot curb idle position, m e a s u r e m e n t from throttle rod c l e v i s pin horizontally to dash must be 5-1/2 inches ± 1/4 inch. If measurement is off, shorten or lengthen throttle operating rod as required to correct. See Figure 3-20.

3. Operate linkage to open carburetor and make sure carburetor wide open stop is contacting. If carburetor does not reach wide open position and nothing is interfering with t h r o t t l e linkage, transmission s tat or and detent switch must be adjusted as described in paragraph 5-8.

4. As a final check, have a helper depress accelerator p e d a l and check to make sure wide open stop contacts at carburetor.

b. Dash Pot Adjustment

Adjust the dash pot with the engine at normal operating temperature and with idle speed and mixture correctly adjusted.

1. While observing dash pot, open carburetor and allow throttle to snap closed. If dash pot does not delay closing action just before throttle is closed, adjust dash pot for more interference. If return to idle d r a g s out excessively

(more than 2 seconds), adjust dash pot for less interference.

2. As a final check, hold car with brakes and put transmission in drive, then jab accelerator pedal.

If car stalls, adjust dash pot for slightly more interference and recheck as necessary.

3. Tighten lock nut securely.

3 - 1 0 REPLACEMENT OF

GAS TANK OR GAS

GAUGE TANK UNIT

The gas gauge tank unit is combined with the feed pipe. It is not necessary to lower the gas tank to replace this unit except on

Rivieras. See Figure 3-21. On air conditioner equipped cars, a vapor return pipe is also part of this assembly.

Before condemning a gas gauge tank unit, make sure that all dirt is cleaned from around the terminal; also make sure that the wire is securely fastened to the terminal and that the insulating cover is in place. An accumulation of road dirt around the gauge terminal may permit an electrical leak that will affect the accuracy of the gauge.

To remove a gasoline tank, first syphon the gas into a clean container. Remove the vent pipe, hoses and clips. Disconnect the vent hose from the breather pipe.

Pull the wire to the gas gauge tank unit apart at the connector.

Disconnect the support straps at their rear ends and remove the tank.

To install a gasoline tank, reverse the above procedure used for removal. Make sure that the wire to the gas gauge tank unit is clipped to the top of the tank.

FILTER

FUEL GAGE ASSEMBLY

SCREW ASSEMBLY (5)-

FUEL

GAGE ASSEMBLY

FUEL FILLER OPENING BAFFLE

CLIP (2)

HOSE

6 -

^ ? S

VIEW C

'•);/

VIEW D

5TRAP

CAP z o

Q m

VIEW A

NUT (2)

\\O- |5]~LBS. FT. |

Figure 3-21—Fuel Tank - Riviera

3 - 2 8 FUEL PUMP ENGINE FUEL AND EXHAUST

SECTION 3-D

FUEL PUMP

CONTENTS OF SECTION 3-D

Paragraph Subject Page

3-11 Description and Operation of

Type HE Fuel Pump 3-28

Paragraph Subject Page

3-12 Fuel Pump Inspection and Test . . 3-29

3-13 HE Fuel Pump Repairs 3-29

3 - 1 1 DESCRIPTION AND

OPERATION OF TYPE

HE FUEL PUMP

NOTE: For description and operation information on the 300 engine fuel pump, see paragraph

3-11 of the Buick Special Chassis

Service Manual.

The fuel pump has a built-in air dome with a diaphragm to dampen out pulsations in the fuel stream.

It is a diaphragm type pump and is actuated by the rocker arm through a link and a pull rod. See

Figure 3-22.

b. Operation of Fuel Pump a. Description of Pump

An AC Type HE fuel pump is used on all engines. The pump assembly is mounted on the right side of the timing chain cover in an inverted position, and the pump rocker arm is actuated by an eccentric mounted on front side of the camshaft sprocket.

The fuel pump draws gasoline from the tank and supplies it to the carburetor in sufficient quantity to meet engine requirements under all operating conditions.

The principle parts of the fuel section are shown in Figure 3-22.

The rocker arm spring holds the rocker arm in constant contact with the eccentric on the engine camshaft sprocket so that the rocker arm swings up and down as the camshaft rotates. As the arm swings downward, it bears against a shoulder on the link which is pivoted on the rocker arm pin. The link swings upwards, thereby pulling the fuel diaphragm upward by means of the connecting pull rod.

Upward movement of the fuel diaphragm compresses the diaphragm spring and also creates a vacuum in the fuel chamber under the diaphragm. The vacuum causes the outlet valve to close and causes fuel from the gasoline tank to enter the fuel chamber through the inlet valve.

LINK

ROCKER ARM PIN

ROCKER ARM

PUMP BODY-

OIL SEAL

RETAINER

INLET

VALVE

INLET

FITTING

ROCKER ARM SPRING

DIAPHRAGM SPRING

DIAPHRAGM ASSY.

FUEL COVER

VALVE GASKET

-OUTLET VALVE

PULSATOR DIAPHRAGM

-PULSATOR COVER

Figure 3-22—Type HE Fuel Pump

ENGINE FUEL A N D EXHAUST SYSTEMS

FUEL PUMP 3 - 2 9

As the rotating eccentric permits the rocker arm to swing upward, the arm releases the fuel link; it cannot move the link downward.

The compressed diaphragm spring then e x e r t s pressure on the diaphragm and the fuel in the chamber below diaphragm. This pressure closes the inlet valve and forces fuel out through the outlet valve to the carburetor.

Since the fuel diaphragm is moved downward only by the diaphragm spring, the pump delivers fuel to the carburetor only when the pressure in the outlet line is less than the pressure maintained by the diaphragm spring. This condition arises when the carburetor float needle valve is not seated and the fuel passage from the pump into the carburetor float chamber is open. When the needle valve is closed and held in place by the pressure of the fuel on the float, the pump builds up pressure in fuel chamber until it overcomes the pressure of the diaphragm spring. This pressure results in almost complete stoppage of diaphragm movement until more fuel is needed.

The air dome with diaphragm in the bottom of fuel pump provides a pocket in which fuel under pressure can compress a certain volume of air. When the pressure is relieved (pump on suction stroke) the pocket of compressed air pushes the fuel on to its destination. The air dome minimizes flow variations experienced with two-cycle pump stroke and increases the pump output.

3 - 1 2 FUEL PUMP

INSPECTION AND

TEST

NOTE: For test procedures on the 300 engine fuel pump, see p a r a g r a p h 3-12 of the Buick

Special Chassis Service Manual.

If the fuel system is suspected of delivering an improper amount of fuel to the carburetor, it should be inspected and tested on the engine, as follows: a. Inspection of Fuel System

1. Make certain that there is gasoline in the tank.

2. Clean the g a s o l i n e filter

(par. 3-7).

3. With engine running, inspect for leaks at all gasoline feed hose connections at gasoline t a nk, fuel pump, and carburetor. Tighten any loose connections. Inspect all hoses for flattening or k i n k s which would restrict the flow of fuel. Air leaks or restrictions on suction side of fuel pump will seriously affect pump output.

4. Inspect for leaks at fuel pump diaphragm flange. To correct, tighten cover screws alternately and securely.

5. Disconnect feed pipe at carburetor. Ground distributor terminal of coil with jumper wire so that engine can be cranked without firing. Place suitable container at end of pipe and crank engine a few revolutions. If no gasoline, or only a little flows from pipe, the feed line is clogged or fuel pump is inoperative. Before condemning the fuel pump, disconnect feed lines at pump and blow through them with air hose to make sure that they are clear.

6. If gasoline flows in good volume from pipe at carburetor it may be assumed that the fuel pump and feed line are okay; however, it is advisable to make the following "static pressure'' test to make certain that fuel pump is operating within specified pressure limits.

b. Fuel Pump Pressure Test

1. Disconnect gasoline pipe at carburetor and connect a suitable pressure gauge to pipe at carburetor height.

2. Start engine and check pressure with engine running at slow idle speed. If pressure is not between 4-3/4 and 6-1/2 pounds, pump should be removed for repairs (par. 3-13).

NOTE: If pressure gauge is at pump height instead of at carburetor height, the p r e s s u r e should be 1/2 pound higher.

3 - 1 3 FUEL PUMP REPAIRS

There are two service kits available: 1. The diaphragm kit consisting of diaphragm, valves, and oil seal. This kit is used for overhauling low mileage pumps.

2. The repair kit consisting of all moving and wearing parts except the rocker arm. This kit is used for overhauling high mileage pumps. However, if a casting is damaged or the rocker arm is badly worn, it is advisable to replace the pump rather than attempt repairing it.

After removal of pump from engine and before disassembly is started, plug all openings and thoroughly wash exterior of pump with cleaning solvent to remove all dirt and grease.

a. Disassembly of Fuel Pump

NOTE: For instructions on the disassembly and assembly of the fuel pump on the 300 engine, see paragraph 3-13 of the Buick

Special Chassis Service Manual.

1. Mark edges of fuel cover and pump body with file so that cover may be reinstalled in its original position on body. See Figure 3-23.

2. Remove all fuel cover screws and separate cover from pump body. If cover sticks to body, rap with soft mallet - do not pry between parts with a screwdriver.

3. Remove pulsator cover and diaphragm from fuel cover. Scrape out burrs produced by staking

ENGINE FUEL AND EXHAUST SYSTEMS

3 - 3 0 FUEL PUMP

BODY^,

OUTLET _

Ml mem s

3-FUEL COVER

\ PULSATOR

COVER

Figure 3-23—Location of Pump Parts valves and drive both valves and gaskets from cover.

4. Block pull rod link in position farthest t o w a r d diaphragm by jamming a thin tool between link and pump body. Depress diaphragm very lightly until blocked link just touches end of slot in pull rod. Then tilt diaphragm away from body mounting flange, apply a heavy side pressure on pull rod away f r o m mounting flange, and while still applying this p r e s s u r e , tilt diaphragm toward mounting flange to unhook pull rod from link. Remove diaphragm and spring from pump body.

5. Scrape out burrs produced by staking and pry out oil seal and retainer using end of a round rod just smaller in diameter than retainer hole (3/8" rod).

b* Removal of Rocker Arm and Link

To install a diaphragm kit, it is not necessary to remove the rocker arm pin. However, when overhauling a high mileage pump, it is advisable to use the repair kit which contains a rocker arm pin and a link. Remove as follows:

1. File or grind riveted end of rocker arm pin flush with steel washer, or cut off end with a

3/8" drill. Then drive pin out with a drift punch and hammer.

2. Remove rocker arm, rocker arm spring, and link from pump body.

c. Inspection of Pump Parts

1. Clean and rinse all parts to be reused in solvent. Blow out all passages with air hose.

2. Inspect pump body and fuel cover for cracks, breakage, or distorted flanges. Examine screw holes for stripped or crossed threads.

3. Inspect rocker arm for wear at pad and at point of contact with link. Check for excessive rocker arm side-play due to wear on rocker arm pin.

4. If a damaged casting or a badly worn rocker arm is found, it is advisable to discard old parts and install a new fuel pump.

pin to retain washer and pin in place.

2. Install new oil seal in retainer and drive retainer into body with flat end of a rod 7/8" in diameter.

Stake body in four places around retainer.

3. Block link in position farthest toward diaphragm by jamming a thin tool between link and pump body. Place diaphragm spring in body, place cup shaped spring retainer on end of spring, then push diaphragm pull rod through these parts with flat of rod at 90 degrees to link in body. Hook pull rod over end of link.

d. Assembly of Fuel Pump

When overhauling pump, always use all new parts in kit as amount of wear of these parts cannot be determined visually.

1. If rocker arm and link were removed (subpar. b above), place new rocker arm spring and link in position in pump body with rocker arm and use a slightly undersize rod through pin hole to line them up. See Figure 3-24.

Drive new rocker arm pin through body, forcing lineup rod ahead of it. Install new steel washer over small end of rocker arm pin, support head of pin on a suitable steel block, and peen small end of

4. Place a new gasket in each valve seat in fuel cover. Place valve in seat nearest "IN" connector with spring cage facing up.

Place other valve in outlet valve seat with spring Cage down.

5. Seat valves firmly against gaskets and stake cover in four places around edge of each valve.

6. Install new pulsator diaphragm and cover on f u e l cover and tighten screws securely.

7. Place fuel cover in position so that file marks on cover and pump body are in line and install all cover screws and lock washers until screws just engage lock washers. Be sure that screws pass through holes in diaphragm without chewing fabric.

j p p w , f ^ N . DIAPHRAGM ' j ASSEMBLY

DIAPHRAGM

" SPRING

ROCKER

Figure 3-24—Diaphragm Assembly

8. Tighten screws alternately and evenly until all screws are tight.

e. Testing Repaired Fuel Pump

Bench tests of the fuel pump require equipment which is not available in most service organizations; therefore, tests must be made after installation of t h e pump on an engine. Test the fuel pump as described in paragraph 3-12.

ENGINE FUEL A N D EXHAUST SYSTEMS

2-BARREL ROCHESTER 3 - 3 1

SECTION 3-E

ROCHESTER 2-BARREL CARBURETOR

CONTENTS OF SECTION 3-E

Paragraph Subject Page Paragraph Page Subject

3-14 Description and Operation of

Rochester 2-Barrel Carburetor

3-15 Disassembly, Cleaning and

Inspection of Rochester

2-Barrel Carburetor

3 - 1 4 DESCRIPTION AND

BOWL -

VENT

OPERATION OF

ROCHESTER 2 -

BARREL CARBURETOR a. General Description

The Rochester Model 2GC carburetor is of the side bowl design.

While not interchangeable, the carburetors used on automatic and standard transmission cars are basically the same, and the description and service operations are identical. The only difference is in some of the internal calibrations. The carburetor float bowl is located forward of the main bores of the carburetor.

IDLE

MIXTURE

NEEDLES

_ CHOKE HOUSING

- ^ f c r ^ .

HOKE imi|kj|li

iTte

Figure 3-25—Rochester 2GC Carburetor

Assembly - 300 Engine

3-16 Assembly of Rochester

3-31 2-Barrel Carburetor

3-17 External Adjustment of

Rochester 2-Barrel

3-35 Carburetor

The carburetor is compact in design in that all of the fuel metering is c e n t r a l l y located. See

Figure 3-25.

This carburetor uses a calibrated cluster design, which places in a removable assembly, the main well tubes, idle tubes, mixture passages, air bleeds and pump jets. This cluster can easily be removed for cleaning and inspection purposes. The cluster fits on a flat portion of the carburetor bowl in front of the main venturi with a gasket underneath. See

Figure 3-26. The idle and main well tubes are permanently installed in the cluster body by means of a precision pressed fit and, therefore, cannot be serviced separately. The main nozzles and idle tubes are suspended in the fuel in the main wells of the float bowl.

The main metering jets are of the fixed type. Metering calibration is accomplished through a system of calibrated air bleeds which give the correct air/fuel mixtures throughout all operational ranges.

The Rochester Model 2GC carburetor employs the use of a vacuum operated power system for extra power when needed. Power mixtures are regulated by drop in engine manifold vacuum regardless of the degree of throttle opening. Thereby, additional fuel can be supplied for power mixtures according to the engine demands.

The carburetor is i n t e r n a l l y vented through a hole in the air horn and is externally vented through a capped vent hole located in the center of the carburetor air horn just above the float bowl.

3-36

3-38

Figure 3-26—Main Body Parts

The pump system has a vented type pump plunger. This is accomplished by means of a vapor vent ball in the pump plunger head. By v e n t i n g the pump plunger, any fuel vapors which form in the pump well are vented to the fuel bowl during "hot" engine operation. This insures that the pump well and passages will be primed with solid fuel at all times, thereby improving accelerator pump action.

Adjustments have been made as simple as possible. They consist of idle, float level, float drop,

3 - 3 2 2-BARREL ROCHESTER ENGINE FUEL A N D EXHAUST SYSTEMS

NEEDLE SEAT-

FLOAT NEE

FLOAT TANG-

NEEDLE PULL "CLIP

FLOAT

Figure 3-27—Float System pump, fast idle, choke, choke rod and choke unloader adjustments only.

Incorporated in the Rochester

Model 2GC carburetor are six basic systems. They are Float,

Low Speed, Main Metering, Power, Accelerating and Choke systems. The following explanation and illustrations show that each system operates to provide efficient carburetion t h r o u g h all operating conditions.

b. Operation of Float System

The float system controls the level of the fuel in the carburetor fuel bowl. Fuel level is very important because it must be maintained to give proper metering through all operating ranges.

Fuel e n t e r i n g the carburetor must first pass through the inlet screen, by the inlet needle seat, then past the float needle, into the float bowl; flow continues until the fuel level raises the float to a position where it closes the float valve. As fuel is used from the carburetor bowl the float drops, moving the float needle off its seat and replenishing the fuel in the bowl, thereby keeping the fuel level constant. See Figure 3-27.

A float tang located at the rear of the float arm between the float hangers prevents the float assembly from moving too far downward, but a l l o w s the f l o a t a s s e m b l y to move down far enough for maximum fuel flow into the carburetor bowl. A float needle pull clip connecting the float arm to the needle valve keeps the needle from sticking closed in the seat, which may be caused by dirt or gum formation.

An external vent located on the top of the carburetor air horn vents any fuel vapors which may form in the float bowl to the outside atmosphere during periods of hot engine operation. This helps prevent poor hot engine idling and hard hot e n g i n e starting.

c. Operation of Idle

(Low Speed) System

During engine idle operation, air flow through the carburetor venturi is very low and is not great enough to cause fuel to flow from the main d i s c h a r g e nozzles.

Therefore, the idle system is used to provide the proper mixture ratios required during idle

IDLE AIR BLEED IDLE AIR BLEED

IDLE

RESTRICTION

IDLE TUBE-

MAIN

METERING-

JETS

ADJUSTMENT NEEDLES

IDLE NEEDLE HOLE

LOWER

IDLE RESTRICTION

O F F - I D L E

DISCHARGE PORT

THROTTLE VALVE

Figure 3-28—Low Speed System

ENGINE FUEL AND EXHAUST SYSTEMS 2-BARREL ROCHESTER 3 - 3 3 and low speed operation of the engine.

The idle system consists of the idle tubes, idle passages, idle air bleeds, idle a d j u s t m e n t needles, off-idle discharge slots and the idle adjusting needle holes.

In idle speed position, each throttle valve is slightly open, allowing a small amount of air to pass between the wall of the carburetor bore and the edge of the throttle valve. Since there is not enough air flow for venturi action, the fuel is made to flow by the application of vacuum (low pressure) directly through the idle system to the fuel in the carburetor bowl.

See Figure 3-28.

Fuel from the float bowl passes through each main metering jet into the main well where it is metered by the orifice at the lower end of the idle tube. It then passes up the idle tube and is mixed with air at the top of the idle tube by two calibrated idle air bleeds. The air/fuel mixture then passes down through a calibrated restriction into a vertical passage past a third idle bleed to the idle port located just above each closed throttle valve. Here the mixture is again bled with air and then moves down to the idle needle hole where it combines with air by-passing the slightly open throttle valve. The idle mixture needle controls the amount of fuel mixture which enters the carburetor bore at curb idle position of the throttle valve.

As the throttle valve is opened further, more and more of the idle port is exposed to manifold vacuum. This port supplies additional fuel mixture for off-idle engine requirements.

On all air conditioner equipped cars, a special thermostatic air valve is added in the hole in the rear side of the throttle body.

This valve is designed to compensate for loss of engine RPM while idling under very hot operating conditions. When the underhood temperature rises beyond a certain point, the calibrated thermostatic spring opens the valve.

This allows additional air to flow in below the throttle valves. At normal operating temperatures, the valve should be closed. The valve cannot be adjusted or repaired; therefore, a faulty valve must be replaced.

piston in the air horn and a power valve located in the bottom of the float bowl are used. Through a connecting vacuum passage from the base of the carburetor to the power piston cylinder in the air horn, the power piston is exposed to manifold vacuum at all times.

See Figure 3-30.

During idle and part throttle operation, the relatively high vacuum holds the power piston up against spring tension-and the power valve remains closed.

d. Operation of Main

Metering (High Speed)

System

As the throttle valve continues to open, the edge of the throttle valve is gradually moved away from the wall of the carburetor bore, reducing the vacuum so that the discharge of fuel mixture at the idle needle hole and off-idle port gradually diminishes.

With the increased throttle opening, there is increased velocity in the venturi system. T h i s causes a drop in pressure in the large venturi which is increased many times in the small venturi.

Since the low pressure (high vacuum) is now in the small venturi, fuel will flow in the following manner:

Fuel from the float bowl passes through the main metering jets into the main well and rises in the main well tubes. Air entering the main well through the main well bleeds is mixed with fuel through calibrated holes in the main well tube. The mixture then moves up and out of the discharge nozzle into a channel where more air is added. The mixture travels down through the channel to the small venturi where it is delivered to the air stream and then to the intake manifold. See Figure 3-29.

e. Operation of Power System

To achieve the proper mixtures required when more power is desired or for extreme high speed driving, a vacuum operated power

Increase in engine load lowers the manifold vacuum. When it has dropped sufficiently the power piston spring overcomes the upward vacuum pull and the power piston moves downward, opening the power valve to allow additional fuel to flow through calibrated restrictions into the main well.

As the engine load decreases, the resulting higher vacuum overcomes the spring tension on the power piston and raises the power piston closing the power valve.

A 2-stage power valve is used.

In the first stage, fuel is metered by the valve itself. This stage is used for light power loads. On heavy power loads the valve is fully opened to the second stage, and in this location the power valve allows the fuel to be metered by the power restrictions in the fuel channel located in the bottom of the fuel bowl.

It will be noted that the power piston cavity in the carburetor air horn is connected to the main air flow passage by a vacuum relief passage. It is the purpose of this passage to prevent the transfer of vacuum acting on the piston from acting also on the top of the fuel in the float bowl. Any leakage of air past the upper grooves of the piston will be compensated for by this relief passage and will not affect carburetor metering.

3 - 3 4 2-BARREL ROCHESTER ENGINE FUEL A N D EXHAUST SYSTEMS

MAIN NOZZLE

MAIN WELL,

AIR BLEED

MAIN WELL TUBE-

MAIN WELL INSERT

MAIN METERING

JET

MIXTURE PASSAGE

•BOOST VENTURI

MAIN VENTURI

THROTTLE VALVE

Figure 3-29—High Speed System

POWER PISTON

SPRING

POWER VALVE

POWER RESTRIC

PISTON VACUUM

CHAMBER

Figure 3-30—Power System f. Operation of Accelerating

System

When the throttle valve is opened rapidly, the air flow and manifold vacuum change almost instantaneously, while the heavier fuel tends to lag behind causing a momentary leanness. The accelerator pump provides the fuel necessary for smooth operation on rapid acceleration.

Fuel for acceleration is supplied by a double-spring loaded pump plunger. The top and bottom springs combine to m o v e the plunger so that a smooth, sustained charge of fuel is delivered for acceleration.

Fuel is drawn into the pump well through the inlet ball check on the intake stroke of the pump plunger

(upward stroke). See Figure 3-31.

Downward motion of the pump plunger seats the inlet ball check and forces the fuel through the discharge passage where it unseats the pump discharge ball and then passes on through to the pump jets where it sprays into the venturi.

The ball check located in the pump plunger head serves as a vapor vent for the pump well.

Without this vent, vapor pressure in the pump well might force fuel from the pump system into the engine manifold causing hard starting when the engine is hot.

There is an inner hole in the pump lever to provide a richer pump adjustment for extreme cold temperature conditions. This inner hole should be used only when low temperature hesitation indicates a too lean pump setting.

Figure 3-31— Accelerating

Pump System

The pump discharge ball check in the accelerator pump passage prevents any pullover or discharge of fuel from the pump n o z z l e s when the accelerator pump is inoperative.

g. Operation of

Choke System

The choke system is composed of a thermostatic coil, vacuum choke piston, offset choke valve, fast idle cam and choke linkage. Its operation is controlled by a combination of intake manifold vacuum, the o f f s e t choke valve, atmospheric temperature and exhaust manifold heat. See Figure

3-32.

2-BARREL ROCHESTER 3 - 3 5 ENGINE FUEL AND EXHAUST

VACUUM PORT

CHOKE PISTON

THERMOSTATIC

COIL

CHOKE

HOUSING

VACUUM PASSAGE

Figure 3-32—Choke System

The choke thermostatic coil is calibrated to hold the choke valve closed when the engine is cold.

When the engine is started, air velocity against the offset choke valve causes the valve to open slightly against the torque of the thermostatic coil. In addition, intake manifold vacuum applied to the choke piston through the vacuum passage tends to open the choke valve. Vacuum pull on the choke piston is offset by the tension of the thermostatic coil. As the engine warms up, heated air is drawn into the choke housing through the c h o k e heat tube through a passage in the choke housing. As the engine temperature i n c r e a s e s , it causes the thermostatic coil to relax its tension, which together with vacuum pull on the choke piston and air flow against the offset choke valve causes the choke valve to open gradually until the e n g i n e is thoroughly warmed up, at which point the choke valve is fully opened.

Automatic choke failure due to build-up of dust or other foreign material in the choke housing is a common service item. This dirt is trapped from the air which is continually passing through the choke whenever the engine is running.

In past models, air for the choke was taken in at the rear end of a pipe passing through the exhaust manifold passage, then up to the choke housing through an insulated pipe. This part of the choke heat system remains the same; however, all Buicks now have a clean air pipe which conducts filtered air from the carburetor air horn to the intake end of the exhaust manifold pipe. Since nothing but filtered air passes through the choke housing with this new system, the action of the automatic choke remains trouble-free for a much longer period of use.

A mechanical choke unloader is incorporated to open the choke valve slightly when the engine is cold. The choke unloader provides a means for opening the choke valve to correct any loading condition encountered d u r i n g cold starting.

To prevent stalling during the warm-up period, it is necessary to run the engine at a slightly higher idle speed than for a warm engine. This is accomplished by steps on the fast idle cam. The fast idle cam is in turn linked to the choke valve shaft by the choke rod, choke trip lever and choke lever and collar assembly. This holds the throttle valves open sufficiently d u r i n g the warm-up period to give increased idle RPM until the choke valve moves to the fully open position and the engine is thoroughly warmed up.

choke piston from bore in choke housing. Choke piston can now be removed from the lever by shaking piston pin into palm of hand.

4. R e m o v e two Phillips choke housing attaching screws, then remove the choke housing and gasket from the air horn.

5. Remove pump rod by removing upper and lower retaining clips.

6. Remove fast idle cam attaching screw. Then remove fast idle cam and rod assembly by rotating until lug on upper end of choke rod passes through slot in the upper choke lever and collar assembly. The lower end of choke rod can be removed from fast idle cam in the same manner.

7. R e m o v e air horn attaching screws and carefully remove air horn assembly from float bowl by lifting gently upward.

b. Disassembly of Air Horn

1. Place air horn assembly inverted on bench. Remove float hinge pin and lift float assembly from cover. Remove float needle from the float arm. Remove float needle seat, fibre gasket and needle seat screen. See Figure

3-33.

3 - 1 5 DISASSEMBLY,

CLEANING AND

INSPECTION OF THE

ROCHESTER 2-BARREL

CARBURETOR a. Choke Disassembly and Removal of Air Horn

1. Mount carburetor on a proper mounting fixture such as J-5923.

2. Remove three choke cover attaching screws and retainers.

Remove choke cover assembly, gasket and insulator baffle inside the choke housing.

3. Remove choke piston and lever assembly from the end of the choke shaft in the choke housing by removing retaining screw in the end of the choke shaft. Rotate choke piston lever to remove

2. Remove power piston by depressing shaft and allowing spring to snap repeatedly, thus forcing the power piston retaining washer from casting.

CHOKE } ^ * l

VALVE — ' ^ * « s * r - FLOAT

- P O W E R

PISTON fte

L PUMP

PLUNGER

Figure 3-33—Air Horn Parts

3 - 3 6 2-BARREL ROCHESTER ENGINE FUEL A N D EXHAUST

NOTE: If heavy staking is encountered, remove staking from around power piston retaining washer.

3. Remove retainer on the end of pump plunger shaft, then remove pump assembly from pump inner arm. Remove pump lever and shaft assembly by loosening set screw on inner arm and removing outer lever and shaft.

4. Remove air horn gasket.

5. Remove two choke valve retaining screws, then remove choke valve from choke shaft.

Remove choke shaft from air horn, then choke lever and collar assembly can be removed from choke shaft.

Note position of the choke lever in relation to the choke trip lever on the end of the choke shaft for ease in reassembly.

c. Disassembly of Float Bowl

1. Remove pump plunger return spring from pump well. Remove small aluminum check ball from the bottom of pump well by inverting bowl and shaking into hand. Remove pump inlet screen from bottom of fuel bowl.

2. Remove main metering jets.

3. Remove power valve and fibre gasket.

4. Remove three venturi cluster attaching screws and remove cluster and gasket. Center cluster screw has smooth shank and fibre gasket for the accelerator pump fuel by-pass and sealing.

5. Using a pair of long nosed pliers, remove pump discharge ball spring "T" shaped retainer.

Then remove pump discharge spring and steel discharge ball.

6. Remove two main well inserts in the main well.

7. Invert carburetor and remove three throttle body to bowl attaching screws. Remove throttle body and throttle body to bowl gasket.

d. Disassembly of

Throttle Body

1. Remove idle mixture adjusting needles and springs.

No further disassembly of the t h r o t t l e body is needed. The throttle valves should never be removed as the idle and spark holes are drilled in direct relation to the location of the throttle valves and shaft. Removal of the throttle valves will upset this location. The throttle body assembly is only serviced as a complete unit with throttle valves intact.

e. Cleaning and Inspection

Dirt, gum, water or carbon contamination in or on the exterior moving parts of a carburetor are often responsible for unsatisfactory performance. For this reason, efficient carburetion depends upon careful cleaning and inspection while servicing.

1. Thoroughly clean carburetor castings and metal parts in carburetor cleaning solvent.

CAUTION: Pump plunger or any fiber or rubber parts should never be immersed in carburetor cleaner. Wash pump plunger in clean solvent.

2. Blow out all passages in the castings with compressed air and blow off all parts until they are dry. Make sure all jets and passages are clean. Do not use wires for cleaning fuel passages or air bleeds.

3. Check all parts for wear. If wear is noted, defective parts must be replaced. Note especially the following:

(a) Check float needle and seat for wear. If wear is noted, the assembly must be replaced.

(b) Check float hinge pin for wear and float for dents or distortion.

Check float for fuel leaks by shaking.

(c) Check throttle and choke shaft bores for wear and out of round.

(d) Inspect idle mixture adjusting needles for burrs or grooves.

Such a c o n d i t i o n r e q u i r e s replacement.

(e) Inspect pump p l u n g e r cup; replace if damaged, worn, or hard.

(f) Inspect pump- well in bowl for wear or scoring.

4. Check filter screens for dirt or lint. Clean, and if they remain plugged, replace.

5. If for any reason, parts have become loose or damaged in the cluster casting, the cluster assembly must be replaced.

6. It is recommended that new gaskets be used whenever the carburetor i s disassembled or overhauled.

3 - 1 6 ASSEMBLY OF

ROCHESTER

2-BARREL

CARBURETOR a. Assembly of Throttle Body

1. Screw idle mixture adjusting needles and s p r i n g s into the throttle body until finger tight.

Back out screw one turn as a preliminary idle adjustment.

CAUTION: Do not f o r c e idle needle against its seat or damage may result.

2. Invert float bowl assembly and place the new throttle body gasket on bowl. Install throttle body on bowl using three screws and lock washers. Tighten securely.

b. Assembly of Float Bowl

1. Drop steel pump discharge check ball into discharge hole.

Install pump discharge spring and

"T" shaped retainer, staking retainer in place.

ENGINE FUEL AND EXHAUST 2-BARREL ROCHESTER 3 - 3 7

NOTE: Top of retainer must be flush with flat of bowl casting.

2. Install two main well inserts.

Align flat on lip of insert with flat in recess on top of main well.

Install venturi cluster with gasket. Install venturi cluster screws and tighten evenly and securely.

Make sure center screw is fitted with fibre gasket and special smooth shank screw is used.

3. Install two main metering jets, power valve gasket and power valve.

4. Install small aluminum inlet check ball in pump inlet in the bottom of pump well; insert pump return spring and center in well by pressing downward with finger.

5. Install pump inlet screen in the bottom of float bowl.

c. Assembly of Air Horn

1. Place new choke housing gasket in position on choke housing and install choke housing using two Phillips head a t t a c h i n g screws.

2. Install choke lever and collar onto choke shaft. Tang on choke lever faces away from air horn and is on top of choke trip lever.

3. Install choke shaft and lever assembly into the air horn. Choke rod hole in the choke lever faces fuel inlet side of carburetor.

4. Install choke valve in choke shaft so that letters "RP" will face upward in finished carburetor. Install two new choke valve attaching screws but do not tighten securely until choke valve is centered. Center choke valve on choke shaft by holding choke valve tightly closed; then slide choke shaft in to obtain approximately .020 clearance between choke trip lever and choke lever and collar assembly. Tighten choke valve screws securely and stake lightly in place. Choke valve will be perfectly free in all positions when installed correctly.

5. Install outer pump lever and shaft assembly into air horn with lever pointing toward choke shaft.

Install i n n e r pump arm with plunger hole inward and tighten set screw securely.

6. Attach pump plunger assembly to the inner pump arm with pump shaft off set pointing inward and install retainer.

7. Install needle seat screen on the needle seat and assemble float needle seat and gasket in air horn. Tighten needle 'seat securely, using a wide b l a d e d screwdriver.

8. Install power piston into vacuum cavity. Lightly stake piston retainer washer in place. Piston should travel freely in cavity.

13. Float drop adjustment.

With air horn assembly held upright, measure distance from gasket to bottom of float pontoon at outer end, using 1-29/32 inch float drop gauge for scale, as shown. Bend float tang as required to adjust float drop, as shown in Figure 3-35.

14. Carefully place air horn assembly on float bowl, making certain that the pump plunger is properly positioned in the pump well. Lower the cover gently, straight down, then install air horn to float bowl a t t a c h i n g screws. T i g h t e n evenly and securely.

11. Fuel inlet fitting should be installed if removed.

12. Float level adjustment.

With air horn assembly inverted, measure the distance from the air horn gasket to lower edge

(sharp edge) of float seam at end of float, using the .594 inch float level gauge, as shown. Bend float arm as required to adjust float level. See Figure 3-34.

NOTE: Longer air horn screw goes in top of pump housing.

9. Install air horn gasket on air horn, fitting gasket over guide pin.

10. Attach float needle to float.

Carefully position float and insert float hinge pin. Drop tang on rear of float arm should point downward toward air horn.

15. Install choke rod into choke lever and fast idle cam. Install fast idle cam screw and tighten securely. See Figure 3-36 for proper installation.

16. Install accelerator pump roa in outer hole and into throttle lever and install retainers.

17. Assemble choke piston to the choke lever and link assembly, retaining with piston pin. Piston pin hole in side of choke piston faces toward air horn. Install choke piston into the choke housing bore and attach choke piston lever to the end of the choke shaft, making sure flats on lever line up with flats on choke shaft.

Install retaining screw and tighten securely.

BEND HERE TO

ADJUST FLOAT L E V E L

GAUGE SHOULD JUST TOUCH

EDGE OF FLOAT SEAM

Figure 3-34—Float Level Adjustment-

BEND FLOAT TANG

TO ADJUST FOR

PROPER SETTING

MEASURE SPECIFIED DISTANCE

_ SURFACE TO

FLOAT

SCRIBED MARK ON

GAUGE INDICATES

PROPER SETTING

Figure 3-35—Float Drop Adjustment

3 - 3 8 2-BARREL ROCHESTER ENGINE FUEL AND EXHAUST

CHOKE

LEVER

PLACE GAUGE ACROSS TOP

AIR HORN RING

~ N , . GAUGE LEG

< / \ | SHOULP JUST TOUCH TOP o i l OF PUMP ROD

GAUGE BETWEEN

UPPER EDGE OF CHOKE

VALVE AND AIR HORN

CASTING

ROD I 1 ss-

THROHIE

STOP

SCREW

VALVES

ULLY CLOSED

THROTTLE VALVES

WIDE OPEN

BEND TANG TO ADJUST

^ * ^ > — TRANSMISSION

SWITCH PIN

Figure 3-37—Pump Rod Adjustment

Figure 3-36—Choke Linkage

18. Install insulator baffle into choke housing.

19. Install new gasket on choke cover assembly; then install assembly to choke housing rotating counterclockwise until the thermostatic coil picks up the choke piston lever and closes the choke valve. Rotate cover until index mark on cover aligns with the index mark on choke housing.

20. Install three choke cover retaining screws and retainers and tighten securely. With the index markings aligned, the choke valve should be lightly closed at 75°F.

3 - 1 7 EXTERNAL

ADJUSTMENT

OF ROCHESTER

2-BARREL

CARBURETOR

All adjustments on the carburetor, except for float adjustments, are made externally. For float level and drop adjustments, see Steps 12 and 13.

a. Pump Rod Adjustment

Back out idle stop screw and completely close throttle valve in bore. Place pump gauge across top of carburetor air horn ring, as shown, with 1-11/32 inch leg of gauge pointing downwards towards top of pump rod. Lower edge of gauge leg should just touch the top of the pump rod.

Bend the pump rod as required to obtain the proper setting using

Tool J-4552. See Figure 3-37.

Figure 3-39—Choke Un loader

Adjustment choke lever to obtain correct choke rod setting. See Figure

3-38.

c. Choice Unloader

Adjustment b. Choke Rod Adjustment

Turn idle stop screw into the normal idle position (normal idle position would be with the idle stop screw turned in approximately 3 turns against the fast idle cam, with the choke valve held wide open). Place idle stop screw on the second step of the fast idle cam against shoulder of the high step. Wire gauge marked

.055 should just go between the upper edge of choke valve and wall of air horn. Bend tang on

With throttle valves held wide open, choke valve should be opened enough to admit end of gauge marked .136 between upper edge of choke valve and inner air horn wall. Bend unloader tang on throttle lever to obtain proper clearance. See Figure 3-39.

d. Slow Idle Adjustment

BEND TANG

TO ADJUST

GAUGE BETWEEN

R EDGE OF CHOKE

LVE AND AIR HORN

CASTING

Adjust slow idle in drive to 550

RPM (add 50 RPM for air conditioner). When engine is at normal operating temperature, adjust idle mixture needle screws; readjust idle speed if necessary.

See paragraph 3-8.

e. Fast Idle Adjustment

T IDLE SCREW

ON SECOND STEP OF

CAM AGAINST HIGH

STEP

Figure 3-38—Choke Rod Adjustment

A fast idle speed adjustment is not required because fast idle i s controlled by the throttle stop screw. If the idle speed is correctly set and the choke rod properly adjusted, the fast idle will be maintained.

4-BARREL ROCHESTER 3 - 3 9 ENGINE FUEL AND EXHAUST

SECTION 3-F

ROCHESTER 4-BARREL CARBURETOR

Paragraph

3-18

3-19

Subject

CONTENTS OF SECTION 3-F

Page Paragraph

Description and Operation of Rochester 4-Barrel

Carburetor 3-39

Disassembly, Cleaning, and

Inspection of Rochester

4-Barrel Carburetor 3-44

3-20

3-21

Subject

Assembly and Internal

Adjustment of Rochester

4-Barrel Carburetor

External Adjustment of

Rochester 4-Barrel

Carburetor

3 - 1 8 DESCRIPTION AND

OPERATION OF

ROCHESTER

4-BARREL

CARBURETOR a. General Description

The Rochester Model 4GC is a

4-barrel down-draft type which provides the advantages of a compound installation of two 2-barrel carburetors in one compact unit.

See Figure 3-40. To aid description and the proper identification of parts the carburetor is considered to be divided into a primary section and a secondary section.

The primary section covers the

2-barrelled forward half of the carburetor assembly. This section is essentially a complete 2barrel carburetor containing a float system, idle system with adjustable needle valves, main metering system, power system, and accelerating system. This section also includes the automatic choke mechanism.

The secondary section covers the

2-barrelled rearward half of the carburetor assembly. This section is essentially a supplementary 2-barrel carburetor which cuts in to assist the primary section when a predetermined throttle opening and engine RPM are reached. This section contains a float s y s t e m , a nonadjustable idle system, and a main metering system. It has a separate set of throttle valves and a set of auxiliary valves, which are located in the barrels above the throttle valves.

The primary throttle valves are operated by the accelerator pedal and the connecting throttle linkage. The s e c o n d a r y throttle valves are operated by the primary throttle valve shaft through delayed action linkage which permits a predetermined opening of the primary valves before the secondary valves start to open.

Action of the linkage then causes both sets of throttle valves to reach the wide open position at the same time.

b. Operation of Float System

The model 4GC carburetor uses two sets of twin floats to maintain

NEEDLES

IDLE THROTTLE

STOP

SCREW

I// wM

TRANSMISSION

SWITCH

PIN

Figure 3-40—Rochester 4-Barrel

Carburetor correct fuel level in both primary and secondary sides of the float bowl u n d e r a l l conditions of operation.

The primary and secondary float assemblies are new in that the pontoons are made of a closed cell plastic compound. The new material has less weight and is consequently more buoyant than the conventional brass pontoon and are, therefore, smaller. The smaller pontoons allow a greater fuel reserve in the float bowl.

The new float assemblies use torsion springs wrapped around the hinge pin which give additional assist to the float in closing the float n e e d l e valve which consequently g i v e s a f a s t e r reaction f l o a t . The primary and secondary float assemblies and torsion springs are completely interchangeable.

Fuel from the engine fuel pump enters the carburetor through the inlet fitting on the primary side of the air horn. It first passes through a sintered bronze fuel filter located just behind the fuel inlet nut. It should be noted that the fuel filter is spring loaded.

This provides a pressure relief feature so that in the event the filter should plug, restriction will cause fuel pump pressure to overcome the spring and allow fuel to by-pass the filter. After the fuel passes through the inlet filter it goes to the primary needle seat and to the secondary needle seat through a cross channel cast in top of the air horn assembly.

Page

3-45

. . . 3-47

3 - 4 0 4-BARREL ROCHESTER ENGINE FUEL AND EXHAUST

FLOAT-

NEEDLE

SEAT

FLOAT

NEEDLE'

When the fuel is used from either the primary or secondary side of the float bowl, the floats automatically drop, allowing the float needles to come off their seats.

Fuel under pressure from the fuel pump forces fuel through the inlet filter past the float needle into the float bowl, until the desired fuel level is reached and the float needles are forced against the needle seats stopping fuel flow.

As e x p l a i n e d previously, the floats are spring loaded by a torsion spring located on the hinge pin between the float hanger posts. The purpose of the torsion spring is to supply additional pressure on the float arm to assist the float in closing the float needle valve.

Both primary and secondary sides of the carburetor float bowl are individually and internally vented by vent tubes which transmit the air pressure from beneath the air cleaner to the fuel in the float bowL The air vent tubes balance the air pressure from beneath the air cleaner to the fuel in the float bowl. The amount of fuel needed by the carburetor is dependent upon the air pressure in the float bowl causing fuel to flow. By locating the vents below the air

-INTERNAL VENTS flow.

BOWL BALANCE

CHANNEL

Figure 3-41—Primary and Secondary Float Systems cleaner, or internally, the carburetor automatically compensates for air cleaner restriction, hence the same pressure causing air to flow will also be causing fuel to

A cored passage in the float bowl slightly above the normal fuel level, connects the fuel chambers on the primary and secondary sides of the float bowl. In this way, any abnormal rise in fuel level in one side of the carburetor bowl will automatically balance with the other side. It should be noted the secondary side of the balance channel extends around to the rear of the float bowl. This helps prevent fuel from transferring from the secondary to the primary side of the carburetor when the vehicle is parked downhill on a very steep grade.

c. Operation of Idle

(Low Speed) Systems

Each barrel of the carburetor has a separate idle system but the general operation is identical in all barrels. The idle system in each barrel supplies fuel to the engine whenever the position of the throttle valve is such that suction is created at the idle discharge holes in the throttle body.

Suction on an idle discharge hole causes fuel in the float chamber to flow through the main metering jet and upward into the idle tube which meters the fuel. Calibrated bleed holes permit air to enter at the top and side of the idle passage in the cluster so that a mixture of fuel and air passes down the idle channel to the idle discharge holes. Additional air is drawn into the fuel-air mixture in the idle channel through lower idle air bleeds which are in the primary side of the main body.

See Figure 3-42.

When the throttle valve is closed, the fuel-air mixture is supplied through the lower idle discharge holes only, since the upper holes are above the valve and are not a f f e c t e d by suction. As the throttle valve is opened, suction is also placed on the upper idle discharge holes which then feed additional fuel-air mixture into the engine. With continued opening of the throttle valve the suction on the idle discharge holes tapers off until a point is reached where the idle system no longer supplies fuel-air mixture. Before this point is reached however, the main metering system has begun to supply fuel, as described later.

The lower idle air bleeds discharge fuel after the idle systems cease to operate, thereby keeping fuel immediately available in the idle channels at a point very near the idle discharge holes and also enriching the mixture being delivered by the m a i n metering system.

In the primary section, the quantity of fuel-air mixture supplied through the lower idle discharge holes is controlled by the idle needles, which may be adjusted to provide smooth engine i d l e operation. In the secondary section, the quantity of idle fuel-air mixture is controlled by the fixed size of discharge holes located in

4-BARREL ROCHESTER 3 - 4 1 ENGINE FUEL A N D EXHAUST

TOP BLEED

IDLE CHANNEL

RESTRICTION

PRIMARY

IDLE TUBE- '

SECONDARY SUPPLEMENTARY

DISCHARGE HOLES 'DLE HOLES

OFF IDLE OPERATION

IDLE NEEDLE HOLES

Figure 3-42—Primary and Secondary Idle Systems the rear of the secondary throttle bores.

On the secondary side of the float bowl, a thermostatic valve allows additional air to enter the primary bores under extreme hot idle conditions. This valve, called the

"idle compensator'', is operated by a bi-metal strip which senses temperature. See Figure 3-43.

In a prolonged hot idle the bimetal strip bends, raising the valve and uncovering a hole leading to the underside of the primary t h r o t t l e valves. The additional air drawn into the engine in this manner is sufficient to offset the enrichening effects of high temperatures and prevent hot idle stalling. When underhood temperatures are lowered, the valve closes and operation returns to normal. This valve cannot be repaired, so a defective valve must be replaced.

d. Operation of Main

Metering Systems

Each barrel of the carburetor has a separate main metering system; however, the operation of all sys-

IDLE COMPENSATOR tems is i d e n t i c a l . The main metering system in each barrel supplies fuel to the engine whenever the position of the throttle valve is such that the incoming air stream creates suction on the main discharge nozzle.

Air entering the barrel through the air horn passes through the venturi tubes which increases the velocity of the air and create a suction on the main discharge nozzle. This causes fuel to flow from the float chamber through the main metering jet into the main discharge nozzle. Air is drawn in through the high speed bleeder so that a mixture of fuel and air is discharged from the main discharge nozzle into the air stream passing through the small venturi in the barrel of the carburetor. See Figure 3-44.

The main metering systems in the primary section control the flow of fuel during the intermediate or part throttle range of operation and up to approximately

85 MPH if the car is accelerated gradually. The secondary throttle valves remain closed until the primary valves have opened approximately 45-55 degrees, after which they are opened proportionately so that all valves reach the wide open position at the same time. While the secondary throttle valves are closed, the auxiliary valves located above them are held closed by the spring tension on the a u x i l i a r y valve shaft; therefore, there is not sufficient air flow through the barrels to operate the main metering system in the secondary section.

When the s e c o n d a r y throttle valves are open and engine speed is about 1600 RPM, the resulting air flow through the secondary barrels starts to open the auxiliary valves because their supporting shaft is located off-center in the barrels. The a u x i l i a r y valves will be fully open at approximately 2800 RPM. When the auxiliary v a l v e s are open the main metering systems in the secondary section also supply fuel to the engine. See Figure 3-44.

During the period in which the secondary throttle v a l v e s are open and air flow is not high enough in the secondary bores to open the auxiliary valves, additional fuel is needed for the air which by-passes around the auxiliary valves. This additional fuel is supplied by tubes which extend from the mixture channel in the venturi cluster arm to the low pressure point below the closed auxiliary valves. The tubes are

AIR CLEANER IDLE

M O U N T I N G \ AIR

STUD HOLE | H VALVE

PRIMARY C •

SIDE \ y

PRIMARY / ^ ^ S H

THROTTLE VALVE ^ ^

\SKET

' S E C O N D A R Y

SIDE

Figure 3-43—Idle Compensator

3 - 4 2 4-BARREL ROCHESTER

POWER PISTON

HIGH

SPEED

BLEED

VACUUM VENT

ENGINE FUEL AND EXHAUST

AUXILIARY

VALVE

MAIN DISCHARGE NOZZLES

HIGH

SPEED

BLEED

MIXTURE

DOWN

TUBES

POWER VALVE

POWER RESTRICTIONS PRIMARY

T n

B f t T T I

P VA. V/F

THROTTLE VALVE THROTTLE VALVE

DOWN TUBE OPERATION

Figure 3-44—Main Metering and Power Systems slashed on the bottom to provide a smoother transition between the opening of the secondary valves and the opening of the auxiliary valves. When the air flow is high enough to open the a u x i l i a r y valves, the down tubes no longer feed the fuel because the low pressure point is now in the small v e n t u r i . With this feature the correct fuel-air mixture is supplied at any point during secondary throttle valve operation.

e. Operation of

Power System

For maximum power under load or for all speeds above approximately 85 MPH, a richer mixture is required than that necessary for normal throttle opening. This additional fuel is provided by one power system connected to the main metering systems in the primary section of the carburetor. See Figure 3-44.

The power piston cylinder in the air horn of the carburetor is connected by a channel to the face of the mounting flange so it is subject to intake manifold vacuum. At part throttle position the vacuum is sufficient to hold the power piston in its "up" position against the tension of the piston spring. When the throttle valves are opened to a point where manifold vacuum drops to approximately 9 to 5 inches of mercury and additional fuel is required for satisfactory operation, the piston spring moves the power piston down to open the power valve.

This allows additional fuel to enter the main discharge nozzles in the primary section through calibrated restrictions l o c a t e d below the main metering jets.

See Figure 3-44.

f. Operation of

Accelerating System

For smooth and rapid acceleration it is necessary to supply an extra quantity of fuel momentarily when the throttle is opened suddenly. This is accomplished by one accelerating pump piston which is directly connected to the primary throttle shaft lever by means of a rod and pump lever.

When the throttle is closed, the pump piston moves up and draws a supply of fuel from the float chamber through the inlet strainer, past the inlet ball check valve and into the pump cylinder. When the throttle is opened, the piston

ENGINE FUEL AND EXHAUST 4-BARREL ROCHESTER 3 - 4 3

ACCELERATOR

PUMP

VAPOR

BALL

CHECK

INLET CHECK BALL

PUMP

DISCHARGE

NOZZLES

OUTLET

CHECK BALL

Figure 3-45—Accelerating System on its downward stroke exerts pressure on the fuel which closes the inlet check ball and opens the outlet check ball. A metered quantity of fuel is then discharged through the pump discharge nozzles into each barrel in the primary section of the carburetor.

This o c c u r s only momentarily during the accelerating period.

The pump duration spring which is compressed by tne downward movement of the pump linkage against the resistance of the fuel provides a follow-up action so that the discharge carries out over a brief period of time. A ball check in the accelerator pump plunger acts as a vapor vent to prevent vapor p r e s s u r e from forcing fuel from the pump discharge holes during extreme heat periods. Downward movement of the plunger, however, seats the ball and allows normal operation of the accelerating system. See

Figure 3-45.

When the desired speed is reached and the throttle is held in a fixed position, the pressure on the fuel decreases sufficiently so that the outlet check ball closes and fuel ceases to discharge from pump nozzles. Thus a quantity of fuel is maintained in the channel adjacent to the outlet check ball where it is immediately available for future requirements.

g. Operation of

Choke System

The automatic choke mechanism is contained in the primary section of the carburetor. It consists of a choke valve mounted on a shaft in the carburetor air horn connected through linkage to a thermostat mounted on the carburetor throttle body. The thermostat contains a bi-metal spring and a vacuum actuated piston. A choke rod connects the choke valve to a fast idle cam on the throttle body. A heat pipe connects the choke housing to a heat stove in the right exhaust manifold. See Figure 3-46.

The heat stove in the exhaust manifold heats the air which is drawn through it and the heat pipe into the choke housing. A restriction in the choke housing cover regulates the quantity of air flowing into the choke housing to heat the thermostat.

When the accelerator pedal is depressed preparatory to starting the engine, the throttle stop screw is lifted clear of the fast idle cam and the thermostat then closes the choke valve. When the engine starts, intake manifold vacuum causes the piston to partially open the choke valve against the spring

CHOKE

THERMOSTATIC

COIL /

CHOKE

HOUSING

CHOKE

PISTON tension of the thermostat, thereby admitting sufficient air to give a satisfactory running mixture.

If the throttle is partially opened while the running engine is cold, the increased force of air flow against the off-set choke valve will open the valve against the spring tension of the thermostat.

At the same time the choke valve opens, the fast idle cam will also drop to a new position, thereby reducing the fast idle speed when the throttle is again closed.

As the engine and exhaust manifold warm up, warm air is drawn t h r o u g h the heat pipe into the choke housing by manifold vacuum. This warms the thermostat, causing it to reduce its spring tension on the choke valve in proportion to the increase in temperature. This, in turn, allows the choke valve to be opened by the combined forces of air velocity on the valve and vacuum on the choke piston.

When the engine reaches normal operating temperature, the choke thermostat is heated to the point

Figure 3-46—Choke System

INTERMEDIATE

CHOKE SHAFT a LEVER

CHOKE

VALVE

3 - 4 4 4-BARREL ROCHESTER ENGINE FUEL AND EXHAUST where it no longer exerts any spring tension on the choke valve.

The choke valve is in the wide open position and the fast idle cam is in the slow idle position so that the fast idle screw misses the cam completely. The throttle stop screw now takes over in determining curb idle speed.

h. Operation of Choke

Unloader

If the engine becomes flooded for any reason, the choke valve can be partially opened by depressing the accelerator pedal to the full extent of its travel. This causes an arm on the throttle lever to contact and rotate the fast idle cam, which forces the choke valve open.

i. Operation of Secondary

Lock-Out

The secondary section does not have a choke valve in the air horn. In order to prevent air from entering the carburetor through the secondary side during the engine warm-up period it is necessary to block the movement of the secondary throttle valves by means of the lock-out slot in the fast idle cam.

CHOKE

ROD

Figure 3-47—Exterior Linkage

When the choke valve is in any position except wide open, it holds the fast idle cam up from its lowest position. This causes a lock-out slot in the fast idle cam to engage a tang on the secondary throttle shaft lever which prevents the secondary t h r o t t l e valves from opening.

When the choke is wide open the lock-out slot of the fast idle cam drops to its lowest position; the secondary throttle shaft tang is then free to move and the secondary valves can open.

3 - 1 9 DISASSEMBLY,

CLEANING, AND

INSPECTION OF

ROCHESTER

4-BARREL

CARBURETOR

1. Remove spring clip from upper end of intermediate choke rod and disengage rod from choke shaft lever. See Figure 3-47.

2. Remove clip from upper end of pump rod and disengage rod from pump lever. Remove horseshoe clip from upper end of pump plunger.

3. Remove choke trip lever and attaching screw. Disengage choke lever and collar assembly from choke shaft and disengage lower end of choke rod from fast idle cam. Then remove choke lever and collar, and choke rod as an assembly. See Figure 3-47.

4. Remove two choke valve attaching screws. Remove choke valve from slot in shaft. Remove burrs from choke shaft, then remove shaft from air horn.

5. Remove all air horn screws, then c a r e f u l l y lift air horn straight up from main body to avoid d a m a g i n g floats, pump plunger, and vacuum power piston which are attached to air horn.

6. Remove float hinge pin, float, float torsion spring and needle from primary side being careful not to damage small spring. Then remove inlet needle seat and gasket. Remove fuel inlet strainer.

NOTE: Keep primary float system parts separate from secondary float system parts.

7. Remove float hinge pin, float, float torsion spring, needle, needle seat, and gasket from side opposite pump (secondary). Then remove needle seat strainer.

8. Remove pump plunger assembly and boot f r o m air horn.

Remove air horn gasket.

9. Remove power piston assembly by compressing spring and letting it snap repeatedly until hammering action of power piston drives staked retaining disk from air horn. NOTE: It may be necessary to remove burrs if heavy staking is encountered.

10. R e m o v e thermostat cover screws and retainers. Remove thermostat cover assembly and gasket. R e m o v e choke baffle plate. Remove choke piston lever screw and take choke piston, piston pin, connecting link, and lever from thermostat housing as an assembly.

11. Remove screws holding thermostat housing to throttle body.

Remove thermostat housing and gasket. Then remove intermediate choke shaft, lever, and rod from choke housing as an assembly.

12. Remove a t t a c h i n g screws from cluster assembly on pump side of c a r b u r e t o r (primary).

Then carefully r e m o v e cluster assembly and g a s k e t . NOTE:

Keep primary main body parts separate from secondary main body p a r t s as they are all different.

13. Remove both main metering jets from pump side of main body.

See Figure 3-52. Remove power valve and gasket.

14. Remove pump return spring from pump plunger well. Remove outlet c h e c k ball spring guide

ENGINE FUEL AND EXHAUST

PRIMARY PARTS

4-BARREL ROCHESTER 3 - 4 5

SECONDARY PARTS

* MAIN

METERING

® JETS

CLUSTER ASSY.

SPRING ^

INLET / :

CHECK-'

BALL

IDLE COMPENSATOR

Figure 3-48—Main Body Parts from outlet hole. Carefully invert carburetor main body and catch aluminum pump inlet check ball and larger steel pump outlet ball in hand.

15. If necessary, r e m o v e pump inlet screen and retainer from bottom of float bowl. NOTE: If screen is not visibly damaged or plugged, it need not be removed.

16. Remove s e c o n d a r y cluster assembly screws, cluster assembly, and gasket. Remove both secondary main metering jets.

17. Remove idle compensator and gasket from secondary side by removing two self-tapping screws.

Be careful not to bend or distort valve holder strip or bi-metal strip.

18. Invert carburetor. R e m o v e idle mixture adjusting needles and springs. Remove vacuum hose fitting.

19. Remove throttle body to main body screws. Asbestos plug and retainer must be removed to gain access to one screw. Remove throttle body and gasket.

20. R e m o v e auxiliary throttle body assembly by lifting straight up from inverted bowl. CAUTION:

This auxiliary throttle assembly should not be disassembled because it is c a l i b r a t e d at the factory.

21. The throttle body assembly consisting of the body, primary and secondary throttle valves, shafts, levers, and springs is serviced only by replacing the assembly. Therefore the throttle body should not be disassembled further for normal cleaning and inspection.

3 - 2 0 ASSEMBLY AND

INTERNAL ADJUST-

MENT OF

ROCHESTER

4-BARREL

CARBURETOR

When assembling the carburetor, use all new gaskets and any additional new parts found to be n e c e s s a r y during inspection.

Calibrated p a r t s must be as specified for carburetor CODE number.

1. With main body inverted on bench, place auxiliary throttle body assembly in its proper position with screw heads toward top of carburetor. Check to make sure it is flush or slightly below main body casting..

2. Place new gasket on main body and install throttle body assembly and screws.

3. If removed, install throttle stop screw and fast idle screw with springs (throttle stop screw has a round point; fast idle screw has a flat point). Install vacuum hose fitting. Install both idle mixture needles and their springs. Seat needles lightly and back out 1-1/2 turns which will provide an average starting adjustment. Forcing needles hard against seats will score them and ruin them for service.

4. Place throttle body and main body assembly in upright position on bench or mounting fixture.

5. Install idle compensator using a new gasket. Install secondary cluster assembly using a new

3 - 4 6 4-BARREL ROCHESTER ENGINE FUEL A N D EXHAUST gasket. This cluster has no pump discharge nozzles.

6. Install all four main metering jets. These jets have tapered seats and do not require gaskets.

NOTE: The primary jets are the two having the smaller holes and are installed in the pump side of the body.

7. Install pump outlet check ball.

This is a steel ball and is larger than the pump inlet ball. Install pump outlet ball spring and spring guide.

8. Install primary cluster assembly, screws, lock washers, and new gasket in pump s i d e of carburetor.

9. Install new pump inlet screen and retainer if old screen was removed.

10. Install pump inlet check ball

(small aluminum) and pump return spring. NOTE: Never substitute a s t e e l b a l l for the aluminum ball.

11. I n s t a l l power v a l v e and gasket.

12. Assemble choke piston and pin to choke piston lever and connecting link, making sure that pin hole in piston is opposite from tang on lever. Then install in thermostat housing. Install intermediate choke shaft lever, and rod assembly in choke housing with lever hanging down. Connect choke piston lever to intermediate choke shaft with screw. Do not use lubricant of any kind on piston or in cylinder.

17. Adjust Float Level. (Primary and Secondary). With the air horn inverted and air horn gasket in place, measure the distance from

ADJUST TO 1 -13/32

GAGE FROM GASKET

SURFACE TO TOP OF

FLOAT

CENTER FLOAT PONTOONS IN GASKET CUTOUT

ALIGN HOLES IN

GASKET WITH

HOLES IN

AIRHORN CASTING

18. Do not attempt to bend float hanger next to the float pontoon as breakage may occur.

19. Align pontoons to make sure they do not rub side of carburetor bowl. They are aligned correctly when they are parallel and centered in the gasket cut-outs. See

Figure 3-50. Bend float arms to align. Do not attempt to bend pontoons at float arm attaching point.

CENTER FLOAT

PONTOONS IN

GASKET CUTOUT

13. Install thermostat housing on throttle body using a new gasket.

14. Install pump plunger assembly and boot in inverted air horn.

Install power piston assembly and stake securely in air horn. Power_ p i s t o n must be f r e e in any position.

15. Install new air horn gasket.

Install a fuel inlet strainer on inlet side of each needle seat.

Install f l o a t needle seats and gaskets.

16. Install primary and secondary float assembly and torsion springs on the air horn, retaining in place with hinge pins. Make sure torsion springs are installed correctly. See Figure 3-49.

Figure 3-50—Float Alignment the air horn gasket to the top of the float, as shown in Figure 3-49.

20. Adjust Float Drop. (Primary and Secondary).

21. With the air horn held upright, measure the distance from the air horn gasket to the bottom of scribe line on the side of float pontoon, as shown in Figure 3-51.

22. If an adjustment is necessary, bend the tang at the rear of the float arms toward the needle and seat to decrease the setting; away from the needle and seat to increase the setting.

23. If any float setting is changed, always recheck all other adjustments and alignment of that float.

\ BEND FLOAT

ARM TO ADJUST

Figure 3-49—Float Adjustment

24. Install air horn assembly on main body, using care to avoid distortion of float assemblies and making certain that pump piston cup does not have any creases or curled edges when it is inserted in cylinder. Install 13 air horn screws. Tighten three inner screws first for better sealing.

ENGINE FUEL A N D EXHAUST

BEND FLOAT TANG TO ADJUST

4-BARREL ROCHESTER 3 - 4 7

Figure 3-53—Adjusting Fast Idle Cam

MEASURE

FROM GASKET

TO BOTTOM OF

SCRIBE LINE.

ADJUST TO 1 -1/16

Figure 3-51—Float Drop Adjustment

25. Install choke shaft and lever.

Install choke valve with "RP" up and install screws loosely. Align choke valve by working choke shaft endwise while maintaining an upward pressure on choke shaft lever. Tighten and stake choke valve screws. Check for uniform clearance and freedom from sticking, as improper fit or binding may cause hard starting.

26. Install choke rod, and choke lever and collar assembly. Install choke trip lever on end of choke shaft with "RP" out and tighten attaching screw. See Figure 3-47.

27. Install clip on upper end of pump plunger. Install accelerator pump rod in pump lever. Install clip on upper end of pump rod.

3 - 2 1 EXTERNAL ADJUST-

MENT OF

ROCHESTER

4-BARREL

CARBURETOR

GAUGE

2 N D HIGHEST

STEP OF FAST

IDLE CAM

Figure 3-52—Checking Fast Idle

Cam Adjustment

1. Fast Idle Cam Adjustment.

Close throttle so that fast idle screw contacts second highest step of fast idle cam with side of screw against rise to high step of cam, then check clearance between choke valve and air horn dividing wall using .060" gauge.

See Figure 3-52.

2. If choke valve clearance is not correct, bend choke rod as required to obtain this clearance u s i n g Tool J-4552. See Figure 3-53.

3. Choke Unloader Adjustment.

Fully open throttle so that throttle arm contacts unloader tang on fast idle cam, then check clearance between choke valve and air horn dividing wall using .120" gauge. See Figure 3-54.

.120" GAUGE

FULLY

OPEN

THROTTLE

Figure 3-54—Checking Choke

Unloader Adjustment

4. If choke valve clearance is not correct, bend unloader tang as required to obtain s p e c i f i e d clearance using Tool J-5197. See

Figure 3-55.

Figure 3-55—Adjusting Choke Unloader

3 - 4 8 4-BARREL ROCHESTER ENGINE FUEL AND EXHAUST

Figure 3-56—Checking Secondary

Lock-Out Adjustment

Figure 3-58—Checking Secondary

Contour Adjustment

5. Secondary Lock-Out Adjustment. Close choke valve so that secondary throttle lock-out tang is on lock-out step of fast idle cam. Check clearance b e t w e e n tang and step using .015" gauge.

See Figure 3-56.

6. If clearance between tang and lock-out step is not correct, bend tang as required to obtain this c l e a r a n c e using Tool J-6058A.

See Figure 3-57.

7. Secondary Contour Adjustment.

Fully open choke valve 30 that fast idle cam falls to its lowest position. Then open throttle so that secondary lock-out tang follows contour portion of fast idle cam. With choke held wide open, check clearance between lock-out tang and contour portion of cam using .030" g a u g e . S e e Figure 3-58.

8. If clearance between tang and contour is not correct, bend tang as required to obtain this clearance using Tool J-6058A. See

Figure 3-59.

9. If adjustment w a s necessary to correct lock-out tang to contour c l e a r a n c e , the tang to lock-out slot clearance should be rechecked (Steps 5 & 6) to be sure it was not disturbed.

10. Pump P l u n g e r Adjustment.

Push fast idle cam to full down position and back out throttle stop screw u n t i l primary throttle valves can be fully closed. With throttle held closed and pump rod in center hole of lever, measure vertically from under side of pump plunger offset to air horn casting. See Figure 3-60. Measurement should be 1-1/64".

11. Turn throttle stop screw in

(from fully closed throttle posi-

Figure 3-60—Checking Pump

Plunger Adjustment

CHOKE PISTON

PROJECTS 1/32"

PUSH

O N CHOKE PISTON

CHOKE VALVE

HELD CLOSED

Figure 3-61—Checking Choke

Piston Adjustment tion) one turn which will provide an initial slow idle speed adjustment. Install intermediate choke rod and spring clip.

12. Choke P i s t o n Adjustment.

With choke valve h e l d tightly

Figure 3-57—Adjusting Secondary

Lock-Out

Figure 3-59—Adjusting

Secondary Contour

Figure 3-62—Adjusting Choke Piston

ENGINE FUEL AND EXHAUST 4-BARREL ROCHESTER 3 - 4 9 closed, and with choke piston pushed lightly toward its cylinder

(to take up any linkage slack), check to see that choke piston is projecting from cylinder 1/32".

See Figure 3-61. If adjustment is required, bend intermediate choke rod using Tool J-5197. See Figure 3-62.

13. Choke mechanism must be absolutely free in any position; mechanism is free if choke will fall open from its own weight.

Install choke baffle plate. Install choke cover and gasket. Rotate c o u n t e r c l o c k w i s e until index marks align and choke valve is just closed, then tighten screws and retainers. See paragraph 3-8.

14. Fast Idle Speed Adjustment.

Make fast idle speed adjustment on car with engine at normal operating temperature and transmission in drive. Set fast idle screw on lowest step of fast idle cam and adjust fast idle screw until engine speed is 600 RPM.

3 - 5 0 4-BARREL CARTER ENGINE FUEL AND EXHAUST

SECTION 3 - G

CARTER 4-BARREL CARBURETOR

CONTENTS OF SECTION 3-G

Paragraph Subject

3-22 Description and Operation of

Carter 4-Barrel Carburetor.

3-23 Disassembly, Cleaning,

Inspection of Carter 4-Barrel

Carburetor

Page

3-50

3-54

Paragraph Subject Page

3-24

3-25

Assembly and Internal

Adjustment of Carter

4-Barrel Carburetor

External Adjustment of

Carter 4-Barrel Carburetor . . .

3-55

3-56

3 - 2 2 DESCRIPTION

AND OPERATION

OF CARTER

4-BARREL

CARBURETOR a. General Description

The Carter Model AFB carburetor is a 4-barrel downdraft type which provides the advantages of a compound installation of two

2-barrel carburetors in one compact unit. See Figure 3-63. See paragraph 3-1 (c) for the specifications of this carburetor.

The primary section covers the

2-barrelled forward half of the carburetor assembly. This s e c tion is essentially a complete 2barrel carburetor containing a low speed s y s t e m , high speed system, power system and accelerating system. This section also includes the automatic choke mechanism.

The secondary section covers the

This section contains its own high speed system. It has a separate set of throttle valves and a set of auxiliary valves which are located in the barrels above the throttle valves.

The primary throttle valves are operated by the accelerator pedal and the connecting throttle linkage. The secondary t h r o t t l e valves are operated by the primary throttle valve shaft through delayed action linkage which permits a predetermined opening of the primary valves before the secondary valves start to open.

Action of the linkage then causes both sets of throttle valves to reach the wide open position at the same time.

bowl for use by the low-speed, high-speed, pump and choke circuits.

There are two separate float circuits. Each float circuit supplies fuel to a primary low-speed circuit and a primary and secondary high-speed c i r c u i t . See Figure 3-64.

Setting the floats to specifications assures an adequate supply of fuel in the bowls for all operating conditions . S p e c i a l consideration should be given to be sure the floats do not bind in their hinge pin brackets or drag against inner walls of bowl.

The intake needle seats are installed at an angle to provide the

Figure 3-63—Carter AFB

Carburetor Assembly b. Operation of

Float Systems

The purpose of the float system is to maintain an adequate supply of fuel at the proper level in the Figure 3-64—Float Circuits

ENGINE FUEL A N D EXHAUST 4-BARREL CARTER 3 - 5 1 best possible seating action of the intake needles.

Intake needles and seats are carefully matched during manufacture. Do not use the left needle in the right seat or vice versa.

To avoid unnecessary bending, both floats should be reinstalled in their original positions and then adjusted.

The bowls are vented to the inside of the air horn and also to atmosphere. A connecting vent passage in the air horn effects a balance of the air pressure between the two bowls. Bowl vents are calibrated to provide proper air pressure above the fuel at all times.

c. Operation of Low

Speed Systems

F u e l for i d l e and early part t h r o t t l e operation is metered through the low speed system.

The low speed system is located on the primary side only. See

Figure 3-65.

Gasoline enters the idle wells through the main metering jets.

The low speed jets measure the amount of fuel for idle and early part throttle operation. The air by-pass p a s s a g e economizers and idle air bleeds are carefully calibrated and serve to break up the liquid fuel and mix it with air

MAIN 1

METERING

JET

ECONOMIZER

IDLE ADJUSTING

SCREW PORT

LOW-SPEED JET

Figure 3-65—Low Speed Circuit

AIR PASSAGE

TO OUTLET BELOW

THROTTLE VALVES

Figure 3-66—Thermostat?c

Valve Assembly as it moves through the passages to the idle ports and idle adjustment screw ports. Turning the idle adjustment s c r e w s toward their seats reduces the quantity of fuel mixture supplied by the idle circuit.

The idle ports are slot shaped.

As the throttle valves are opened, more of the idle ports are uncovered allowing a greater quantity of the gasoline and a i r mixture to enter the carburetor bores. The secondary throttle valves remain seated at idle.

The low speed jets, air bleed, economizer and by-pass bushings are pressed in place in the venturi assemblies. Do not remove in servicing. If replacement is necessary, use a new venturi assembly. To insure proper alignment of the low speed mixture passage, each primary venturi assembly is designed so it can be installed on one side only.

To assist in quick hot engine starting, fuel vapor accumulated in the primary and secondary bores is vented to atmosphere through v e n t passages a b o v e throttle valves.

To combat engine stalling during warm-up on cool humid d a y s , caused by "carburetor icing", e x h a u s t gases a r e directed against a steel baffle plate that contacts the carburetor mounting flange. The heat transferred helps eliminate ice formation at the throttle valve edges and idle ports.

To compensate for loss of engine

RPM while idling under very hot operating conditions, a thermostatic valve assembly is installed in the web between the right and left secondary venturi. When the temperature rises beyond a certain point, the calibrated thermostatic s p r i n g opens the valve.

This allows additional air to flow through a special passage to an outlet below the secondary throttle valves. At normal operating temperatures, the valve should be closed. The thermostatic valve cannot be adjusted or repaired; therefore, a faulty valve must be replaced. See Figure 3-66.

d. Operation of High

Speed Systems

Fuel for all except early part throttle and for all full throttle operation is supplied through the high speed system. See Figure

3-67.

ATMOSPHERIC

VENT PASSAGE

TC STEP-UP

PISTON

NTI-PERCOLATO

D HIGH SPEED

AIR BLEED TUBE

MAIN VENT

TUBE

VACUUM

PASSAGE

STEP-UP PISTON

AND SPRING

Figure 3-67—Primary High

Speed Circuit

3 - 5 2 4-BARREL CARTER ENGINE FUEL AND EXHAUST

The position of the step-up rod in the primary main metering jet controls the amount of fuel admitted to the n o z z l e s . The position of the step-up rod is controlled by a manifold vacuum piston.

During normal part throttle operation, manifold vacuum pulls the step-up piston and rod assembly down, holding the larger diameter of the step-up rod in the primary main metering jet.

This is true when the vacuum under the piston is strong enough to overcome the tension of the step-up piston spring. Fuel is then metered around the larger diameter of the step-up rod in the jet.

Under any operating condition, when the tension of the spring overcomes the pull of vacuum under the piston, the step-up rod will move up so its smaller diameter or power step is in the jet.

This allows additional fuel to be metered through the jet. The step-up rod does not require adjustment.

Fuel for the high-speed circuit of the secondary is metered at the main metering jets (no step-up rods used). See Figure 3-68.

Initial discharge ports are incorporated to supplement starting of the fuel flow in the secondary high-speed circuit. These ports are located next to the venturi struts. When the auxiliary valves start.to open, the vacuum on the initial discharge ports pulls fuel from the main vent tube well through passages that rise above the fuel level in the bowl. Air bleeds serve to break-up the liquid fuel and mix it with air as it moves through the passages to the initial discharge ports where it is discharged into the air stream.

As the auxiliary valves continue to open, and t h e secondary nozzles start delivering fuel, less fuel flows from the initial discharge ports.

AIR BLEED-,

HIGH SPEED

AIR BLEED *|

1 VI i pNITIAL 1

IDISCHARGES-

IPORT ~ t

I MAIN H

• VENT—B

I TUBE •

MAIN METERING_\

JET

SECONDARY SIDE PRIMARY SIDE |

^ |

NOZZLE

• mT~ VALVE

1 <

H B . AUXILIARY

5)1

Figure 3-68—Secondary High

Speed Circuit

The main vent tubes on primary and secondary sides mix air drawn through the high speed air bleed with the f u e l before it passes out of the nozzles.

Air bleeds in the primary nozzle passage plugs cause the air fuel mixture to closely follow the requirements of the engine. Also, their position at the junction of the nozzle passage and the main vent tube serves to break the flow of fuel from the high speed circuit quickly as the throttle is closed upon deceleration.

A clogged air bleed or main vent tube may cause excessively rich mixtures. The high speed bleed and main vent tubes are permanently installed. If replacement is necessary, use a new venturi assembly.

The high speed bleeds also act as anti-percolator vents when a hot engine is stopped or at idling speed. This will help vent fuel vapor pressure in the high speed and idle well before it is sufficient to push fuel out of the nozzles and into the i n t a k e manifold.

Engines operated at part throttle on level road use a mixture of maximum leanness. The mixture for greatest power and acceleration is somewhat richer, and is furnished by the power and accelerating systems described later.

The high speed systems in the primary section control the flow of fuel during the intermediate or part throttle range of operation and up to approximately 85 MPH.

The secondary throttle valves remain closed until the primary valves have opened approximately

50-55 degrees, after which they are opened proportionately so that all valves reach the wide open position at the same time. While the secondary valves are closed, the Auxiliary valves located above them a r e held closed by the weights on the auxiliary valve shaft lever (Figure 3-76); therefore there is not sufficient air flow through the barrels to operate the high speed systems in the secondary section.

When t h e secondary t h r o t t l e valves are open and the engine speed is at least 1400-1600 RPM, the resulting air flow through the secondary barrels starts to open the auxiliary valves because their supporting shaft is located offcenter in the barrels. When the auxiliary valves are open the high speed systems in the secondary section also supply fuel to the engine.

e. Operation of the

Power System

For maximum power or high speed operation above approximately 85 MPH, a richer mixture is required than that necessary for normal throttle opening. The r i c h e r mixture is s u p p l i e d through the high speed systems in the primary section through vacuum control of the step-up rods.

Each power circuit consists of a vacuum piston located in a cylinder connected to manifold vacuum and a spring which tends to push the piston upward against m a n i f o l d vacuum. See Figure

3-69.

Under part throttle operation, manifold vacuum is sufficient to

ENGINE FUEL AND EXHAUST 4-BARREL CARTER 3 - 5 3

STEP-UP PISTON AND SPRING

VENTS TO

STEP-UP

PISTONS

HIGH-SPEED AIR

BLEED TUBES insure smooth acceleration. When the throttle valves are opened a predetermined amount, the pump plunger bottoms in the cylinder e l i m i n a t i n g f u r t h e r pump discharge.

Be sure the pump plunger cup is in good condition and the intake and discharge checks and pump jet are free of lint, gum or other foreign matter. The pump intake check is a one piece assembly located in an angular passage at the base of the pump assembly.

The intake check is serviced only as a complete assembly.

g. Operation of

Choke System hold the piston and rod down against the tension of the spring, so that the large diameter of the rod is in the metering jet for economy. When the throttle valve is opened to a point where additional fuel is required for satisfactory o p e r a t i o n , m a n i f o l d vacuum decreases sufficiently so that the piston spring moves the piston and rod upward to the small rod diameter to give the required richer mixture for power. As soon as the demand is passed manifold vacuum again moves the piston and rod down.

is seated at this time to prevent air from being drawn into the cylinder. When the throttle is opened, the pump plunger moves downward forcing fuel out through the discharge passage, past the discharge check, and out of the pump jets. When the plunger moves downward, the intake check is closed, preventing fuel from being forced back into the bowl. See

Figure 3-70.

At higher car speeds, pump discharge is no longer necessary to f. Operation of

Figure 3-69—Power Circuit

Accelerating System

The accelerating pump circuit, located in the primary side, provides a measured amount of fuel necessary to insure smooth engine operation on acceleration at lower car speeds.

When the throttle is closed, the pump plunger moves upward in its cylinder and fuel is drawn into the pump cylinder through the intake check. The discharge check

PUMP SET

DISCHARGE

CHECK

Figure 3-70—Pump Circuit

The choke circuit, located in the primary side, provides the correct mixture necessary for quick cold engine starting and during engine warm-up.

When the engine is cold, tension of the thermostatic coil holds the choke valve closed. When the engine is started, a i r v e l o c i t y against the offset choke valve causes the valve to open slightly against the thermostatic coil tension. Intake manifold vacuum applied to the choke piston also tends to pull the choke valve open.

The choke valve assumes a position, where tension of the thermostatic coil is balanced, by the pull of vacuum on the piston, and force of air velocity on the offset valve.

When the engine starts, slots located in the sides of the choke piston cylinder are uncovered, allowing intake manifold vacuum to draw warm air through the climatic control housing. This air is h e a t e d in a t u b e running t h r o u g h the exhaust manifold.

Clean, filtered air is used to operate the choke thermostatic coil.

Air is taken from the air horn of the carburetor, down a pipe to the right exhaust manifold. The flow of warm air heats the thermostatic coil and causes it to lose some of its tension. The

3 - 5 4 4-BARREL CARTER ENGINE FUEL AND EXHAUST thermostatic coil loses its tension gradually, until the choke valve r e a c h e s the full-open position.

If the engine is accelerated during the warm-up period, the corresponding drop in manifold vacuum allows the thermostatic coil to m o m e n t a r i l y partially close the choke, p r o v i d i n g a richer mixture.

During the warm-up period, it is necessary to provide a fast idle speed to prevent engine stalling.

This is accomplished by a fast idle cam connected to the choke linkage. The fast idle adjusting screw on the t h r o t t l e lever contacts the fast idle cam and prevents the throttle valves from returning to a normal warm engine idle p o s i t i o n , while the choke is in operation. See Figure 3-71.

If during the starting period the engine becomes flooded, the choke valve may be opened manually to clean out excessive fuel in the intake manifold. This is accomplished by depressing the accelerator pedal to the floor mat.

The unloader projection on the throttle lever contacts the fast idle cam which rotates and partially opens the choke valve.

The secondary section does not have a choke valve. In order to prevent air entering the carburetor through the secondary side d u r i n g the e n g i n e warm-up period, it is necessary to lock

FAST I D I f l D l

LEFT

SIDE

RIGHT

FAST I D L E 5 J >

CAM "^»

V FAST IDLE

SCREW

• I CHOKE n ROD feBj^SJON

UlTCHOKE

PISTON

Figure 3-71—Choke Linkage the secondary throttle valves in the closed position. This is accomplished by engagement of a lock-out arm with a locking tang on the secondary v a l v e shaft lever. See Figure 3-71.

With the choke valve in wide open position the lock-out arm rests in a lowered position, clear of the secondary valve shaft lever. As the choke valve closes it rotates the fast idle cam trip lever, allowing the lock-out arm to rise.

As soon as the choke valve is closed a few degrees from wide open position, the notch in the lock-out arm lies in the line of travel of the locking tang on the secondary valve shaft lever, thereby preventing the shaft and valves from turning.

The choke fast idle linkage permits the choke valve to float in that it can close a few degrees, if necessary, should the engine falter while running on fast idle during the warm-up period. When the e n g i n e starts, manifold vacuum applied to the choke piston pulls the choke valve partially open. Should the engine falter, the choke piston will sense the condition because of the reduction in vacuum and allow the tension of the thermostatic coil to partially close the choke, providing a slightly richer mixture to smooth out the engine's performance. This feature of allowing the choke valve to close partially while the fast idle screw is in contact with the cam helps prevent stalling during the warmup period. The choke valve is allowed to come open during the warm-up period if the car is left running on fast idle while warming up.

3 - 2 3 DISASSEMBLY,

CLEANING

INSPECTION OF

CARTER 4-BARREL

CARBURETOR

1. Remove pin spring from upper end of choke rod and disconnect

I COVER i T

L A T E

RETAINER

SPRING

PISTON

STEP-UP

ROD

SPRING

Figure 3-72—Step-Up Rod and

Related Parts rod from choke shaft lever. Reinstall pin spring on choke rod for safe keeping.

2. Remove retainer and spring from upper end of pump rod and disconnect rod from pump arm.

Reinstall spring and retainer on pump rod.

3. Remove screws holding two step-up piston cover plates to air horn. Remove cover plates and remove each step-up piston, rod, and rod retainer spring as an assembly. Then remove two step-up piston springs. See Figure 3-72.

4. Remove screw from end of choke shaft and remove outer lever and washer. Then remove inner lever and fast idle rod from carburetor as an assembly. Remove choke valve attaching screws. Remove choke valve and shaft.

5. Remove fuel inlet fitting and gasket. R e m o v e all air horn screws and lock washers, noting location of attached cable clip.

Remove air horn and gasket from main body, lifting straight up to avoid damaging floats or pump plunger.

6. Remove float lever pins and floats. R e m o v e float needles, needle seats, and gaskets. Keep float system parts separated so that they may be reinstalled in original location with a minimum amount of adjusting.

ENGINE FUEL AND EXHAUST 4-BARREL CARTER 3 - 5 5

7. Remove pin spring from pump link. Remove link and reinstall pin spring. Remove pump plunger assembly from air horn. Remove air horn gasket.

8. Remove l o w e r pump spring from main body. Remove thermostatic coil and housing assembly, gasket, and b a f f l e plate from choke piston housing. Remove screw from end of choke piston housing shaft and remove washer.

Then remove choke piston, lever, link and pin assembly.

9. Remove piston housing from main body. Remove small round gasket from piston housing. Remove choke shaft, lever, and rod assembly from piston housing.

10. Remove idle mixture adjustment screws and springs.

11. Remove thermostatic valve and gasket. See Figure 3-66.

12. Remove both secondary venturi assemblies and gaskets. Remove auxiliary valve assembly.

Remove both primary venturi assemblies and gaskets. Notice that each venturi assembly is different and can be assembled in only one location. Notice also that primary venturi assembly gaskets are different from secondary gaskets.

13. Remove pump jet housing and gasket. Remove pump discharge check needle.

14. Remove all four metering jets. Notice that the primary jets have larger orifices than the secondary jets. This is because step-up rods are used only in the primary jets.

15. Remove pump intake ball check assembly.

Unless passages in main body appear to be clogged with carbon or gum to such an extent that penetration of cleaning solution is doubtful, it is seldom necessary to remove passage plugs.

For normal cleaning and inspection, it is not n e c e s s a r y to remove primary or secondary throttle valves and their connecting linkage. However, if throttle linkage is worn or damaged, service replacement parts are available.

3 - 2 4 ASSEMBLY AND

INTERNAL

ADJUSTMENT OF

CARTER 4-BARREL

CARBURETOR

During assembly of carburetor use all new gaskets and any additional new parts found to be necessary d u r i n g inspection.

Calibrated p a r t s must be as specified for carburetor CODE number which is stamped in edge of mounting flange at rear center.

1. Place main body in upright position on bench or mounting fixture. Install p r i m a r y and secondary m e t e r i n g jets and tighten securely. NOTE: The primary jets are the two having the larger orifices and are installed in the holes nearest the center of the main body below step-up rod holes in air horn.

2. Install pump discharge check needle point down. Install pump jet housing and gasket. Install pump intake ball check assembly.

3. Install t h e r m o s t a t i c valve using new g a s k e t . See Figure 3-66.

4. Install auxiliary valve assembly with screw heads down. Then install secondary and primary venturi assemblies, using new gaskets. NOTE: If a primary venturi assembly does not fit in place flush with top of main body, it belongs on other side.

5. Install idle mixture adjustment screws. Seat lightly and back out

3/4 turn, which w i l l provide an average initial adjustment.

6. Install choke piston housing shaft, lever and rod assembly in piston housing with lever and rod pointing away from heat pipe connector. Install small round rubber gasket in housing recess, then install piston housing on main body using three self tapping screws. Install choke piston, pin, link and lever assembly in piston housing. Install piston lever on flats of shaft in such a way that inner and outer levers are pointing in same general direction.

Then install screw.

7. Place pump plunger assembly in position in air horn and install pump link. Install pin spring in upper end of link. Invert air horn and install new air horn gasket.

8. Install float needle seats and gaskets. Install float needles, floats, and lever pins, making sure they are installed in original locations.

9. Align Float - Sight down side of float to determine if side is parallel with outer edge of air horn. If a d j u s t m e n t is necessary, bend float lever by applying pressure to end of float with fingers w h i l e supporting float lever with thumb. See Figure 3-73.

Remove any excess clearance between arms of float lever and lugs on air horn by bending float lever arms. Arms should also be parallel to inner surfaces of lugs. After aligning, each float must operate freely.

10. Adjust Float Level. With air horn inverted and air horn gasket in place, check clearance between

Si

Fiji

K V

^MINIMUM f iWITHOUT

THESE SL

MUST BE

IRFACES

PARALLEL"~nn

CLEARANC

BINDING i l l

Figure 3-73—Float Alignment

3 - 5 6 4-BARREL CARTER ENGINE FUEL AND EXHAUST

Figure 3-74—Checking Float Level each float (at outer end) and air horn gasket using 7/32" gauge or a 7/32" drill. See Figure 3-74.

To adjust, bend float lever. After any a d j u s t m e n t , recheck float alignment.

11. Adjust Float Drop. With air horn held in upright position, measure vertical distance from air horn gasket to outer end of each float using a scale. Bend float arm tang as required to obtain 3/4" measurement. See

Figure 3-75.

12. Place lower pump spring in pump well (opposite choke piston housing). Install air horn assembly on main body, using care to avoid distortion of floats. Install air horn screws and tighten evenly. (Two longer screws go in middle holes.) Check auxiliary valve assembly by opening from above. Auxiliary valves must be perfectly free in any position.

13. Install choke shaft in air horn with attached lever toward choke piston h o u s i n g . Install choke valve with markings up and install screws loosely. Align choke valve by working choke shaft endwise w h i l e maintaining an upward pressure on choke shaft lever. Tighten and stake choke valve screws. Check for uniform clearance and f r e e d o m from sticking, as improper fit or binding may c a u s e hard starting.

Mechanism is free if choke valve will fall open from its own weight.

14. Install assembled fast idle rod and choke lever by first engaging fast idle rod in fast idle cam. Then place lever over end of choke shaft so that it points toward accelerator pump with choke closed.

15. Install two step-up piston springs. Install each assembled retainer spring. Carefully push down on each step-up piston and rod until rod enters metering jet.

Use care to avoid bending stepup rods. Then i n s t a l l cover plates, holding plates down while tightening screws.

16. Install upper end of pump rod in pump arm. Install spring and retainer on rod, making sure that bronze washer is on opposite side of pump arm from spring.

17. Install upper end of choke rod in choke shaft lever, using pin spring on rod.

• 105" GAUGE

Figure 3-76—Choke Piston Adjustment

3-76. If adjustment is required, place Tool J-5197 on lower section of choke rod and bend as necessary.

2. Install baffle plate in choke piston housing. Install thermostatic coil and housing assembly with gasket. Rotate clockwise until index m a r k s align and choke valve is just closed, then tighten screws and retainers.

3. Adjust Pump. Push fast idle cam aside and back out throttle stop screw until throttle valves seat in throttle bores. With pump rod in center hole, measure from air horn to top of plunger shaft with scale. Use proper gauge to measure 7/16" in center hole for all single 4-barrel carburetors,

1/2" in center hole for all front dual 4-barrel carburetors, or

1/2" in inner hole for all rear dual 4-barrel carburetors. See

Figure 3-77. Bend pump rod at

.VMEASURE HERE

* USING 3 ' 4 GAUGE

Figure 3-75—Checking Float Drop

3 - 2 5 EXTERNAL

ADJUSTMENT OF

CARTER 4-BARREL

CARBURETOR

1. Adjust Choke Piston Linkage.

Inside choke piston bore on left side, about 1/2 inch down, is a small slot. Insert 1/8 inch bent end of .026" wire gauge into upper end of slot; then close choke valve by pressing on piston lever in choke housing until piston stops against gauge. Check opening between upper edge of choke valve and inner wall of air horn using

.105" Wire Gauge. See Figure

Figure 3-77—Pump Adjustment

4-BARREL CARTER 3 - 5 7 ENGINE FUEL AND EXHAUST

^ ^ i * CHOKE

mmbr FULLY

I • CLOSED

1 : BEND HERE

7 3 1 AS REQUIRED

5 5

j .

5 1 9 7

•P

Cf*FAST IDLE CAM i & L ^ INDEX MUST ALIGN

^^WITH CENTER OF

FAST IDLE SCREW

Figure 3-78—Fast Idle Cam Adjustment lower angle as required to obtain measurement using Tool J-4552.

Turn throttle stop screw in (from fully closed throttle position) 3/4 turn which should p r o v i d e an initial idle adjustment.

4. Adjust Fast Idle Cam Position.

With c h o k e valve held fully closed, open throttle slightly to allow fast idle cam to spring to a neutral position. Now index mark on fast idle cam must align with center of fast idle screw. If mark does not align, bend fast idle rod using Tool J-5197 as required to make mark align. See

Figure 3-78.

NOTE: With choke fully closed and index mark aligned, lug on fast idle cam must clear stop on throttle body.

5. Adjust Unloader. Hold throttle wide open and check clearance between upper edge of choke valve and inner wall of air horn using the 7/32" gauge or a 7/32" drill.

Bend unloader tang on throttle shaft lever as required to obtain its.

ADJUST BY BENDING

SECONDARY POSITIVE \

CLOSING SHOE J V ^ - 1 PRIMARY POSITIVE gPfMCLOSINGSHOE

^ ^ - .020" GAUGE

Figure 3-80—Closing Shoe Adjustment this clearance using pliers. See

Figure 3-79.

6. Adjust Closing Shoe. Hold choke open and rotate primary throttle lever through full range.

Check clearance between positive closing shoes on primary and secondary throttle l e v e r s at closest p o s i t i o n using .020" gauge. Bend secondary closing shoe as required to obtain this clearance using pliers. See Figure 3-80.

7. Adjust Throttle Opening. At wide open t h r o t t l e , primary throttle valves should be vertical.

Secondary throttle valves should be a few degrees from vertical.

Upper edge of secondary valves should just c o n t a c t auxiliary valves when both are wide open.

If necessary, bend wide open stop lug.

Primary and secondary throttle valves should reach wide open throttle at the same time. To synchronize, bend secondary operating rod. See Figure 3-81.

The pick-up lever located on the primary throttle shaft has two points of contact with the loose lever on the primary shaft. Caution should be taken that the pickup lever contacts the loose lever at both points at the same time.

See Figure 3-81. If they do not make this c o n t a c t , bend pickup l e v e r to o b t a i n proper engagement.

8. Adjust S e c o n d a r y Throttle

Lock-Out. Open primary throttle valves slightly to clear fast idle cam and manually open and close choke valve. Lock-out tang on secondary throttle should freely engage in notch of lock-out dog while barely missing edge of notch. If n e c e s s a r y to adjust, bend tang on secondary throttle lever using Tool J-6058-A. See

Figure 3-82.

Install carburetor on car. Make final idle speed and mixture adjustments on car in normal manner. See paragraph 3-8.

* Adjust Fast Idle. Make adjustment on car with engine operating at normal temperature and transmission in drive as follows:

(a) Position fast idle cam so that fast idle screw is resting on low step of fast idle cam with edge of screw aligned with starting edge of cam.

(b) Adjust fast idle screw so that engine runs 600 RPM.

7 / 3 2 " GAUGE

TO ADJUST, BEND

UNLOADER TANG

HOLD THRO

FULLY OPEN f""8fP

Figure 3-79—Unloader Adjustment

OPERATING

ROD

SECONDARY

THROTTLE LEVER

Figure 3-81—Secondary Throttle

Opening Adjustment

LOCK-OUT

ARM

Figure 3-82—Secondary Throttle

Lock-Out Adjustment

3 - 5 8 4-BARREL CARTER ENGINE FUEL AND EXHAUST

SECTION 3-H

CARTER DUAL 4-BARREL CARBURETORS

CONTENTS OF SECTION 3-H

Paragraph Subject Page

3-26 Description and Operation of Carter

Dual 4-Barrel Carburetors 6-58

3-27 Servicing Carter Dual 4-Barrel

Carburetors 3-58

Paragraph Subject Page

3-28 Throttle Linkage Adjustments - Dual

4-Barrel Carburetors 3-58

3-29 Idle Speed and Mixture Adjustments-

Dual 4-Barrel Carburetors 3-60

3 - 2 6 DESCRIPTION AND

OPERATION OF

CARTER DUAL

4-BARREL

CARBURETORS

The Carter Model AFB 4-barrel carburetors used in the 425 cubic inch engine dual 4-barrel option are very s i m i l a r to single

4-barrel Carter carburetors. To aid in description, the carburetors will be referred to as front and rear carburetors. Each carburetor, of course, has a primary section (consisting of the

2-barrelled forward half) and a secondary section (consisting of the 2-barrelled rearward half).

Although fuel for idling is supplied by the primary section of both carburetors, fuel for all other operation except for hard acceleration or extreme high speeds is provided by the primary section of the rear carburetor only. Only the rear carburetor is equipped with an automatic choke and a clean air system for the choke. The rear carburetor also provides connections for the positive crankcase ventilator and the distributor vacuum advance unit.

The front carburetor (primary section) has fixed idle orifices.

Only the rear carburetor (primary section) has idle mixture adjusting needles and an idle speed adjustment. This speed adjustment is of the idle by-pass type; all throttle valves are closed tight, so all air flow at idle is metered by a single brass air adjustment screw in a bypass channel.

Operation of the dual carburetor system from idle to wide open is as follows: As the accelerator pedal is gradually depressed, the primary of the rear carburetor starts to open. When it is approximately half open, the primary of the f r o n t carburetor starts to open. Next the secondary of the rear carburetor starts to open, and last, the secondary of the front carburetor starts to open. Each of the four sections opens at such a rate that all throttle valves reach the wide open position at the same time.

3 - 2 7 SERVICING CARTER

DUAL 4-BARREL

CARBURETORS

The disassembly, cleaning, inspection and assembly procedures are the same as in Section 3-G.

The internal and external carburetor adjustments are also made in a similar manner, but some of the dimensions differ from those for the single 4-barrel Carter.

For dual 4-barrel specifications, see page 3-2.

3 - 2 8 THROTTLE LINKAGE

ADJUSTMENTS-

DUAL 4-BARREL

CARBURETORS a. Throttle Linkage

Adjustments

1. Move rear carburetor throttle lever to wide open position, making sure that nothing prevents lever from actually contacting carburetor casting.

2. Unsnap front end of rear throttle rod assembly from throttle lever. While another man presses accelerator pedal firmly against floor mat, hold rear throttle in wide open position and adjust rear throttle rod length so that its socket aligns with the ball on the throttle lever. Then shorten rear throttle rod two turns and snap socket on throttle lever ball.

3. With both carburetors held at closed throttle, adjust turnbuckle until it just contacts trunnion of front carburetor, then back-off turnbuckle one turn and tighten lock nut. See Figure 3-83.

4. With both carburetors held at wide open throttle, adjust bolt until it just contacts trunnion of front carburetor. (Bolt is selflocking. )

5.5200 (49)

5.4400 (46-48)

FRONT OF DASH

—(46-48 LEVER ASM. SHOWN)

OMIT WHEN SYNCHROMESH

TRANSMISSION IS SPECIFIED.

I —WITH PRIMARY AND SECONDARY CARBURETORS AT CLOSED

THROTTLE ADJUST TURNBUCKLE TO .030 CLEARANCE

WITH THE TRUNNION. LOCK JAM NUT.

2 - W I T H PRIMARY CARBURETOR AT WIDE OPEN THROTTLE

ADJUST BOLT UNTIL SECONDARY CARBURETOR IS AT

WIDE OPEN THROTTLE.

CAUTION:DO NOT ADJUST THE BOLT SO THE SECONDARY

CARBURETOR PREVENTS THE PRIMARY CARBURETOR

FROM REACHING WIDE OPEN THROTTLE.-

LEVER PART OF REAR

CARBURETOR ASM.

LEVER PART OF FRONT

CARBURETOR ASM.

BOLT

VIEW A

TRUNNION

ROD ASM.-REAR (49)

ROD ASM.- REAR (46-48)

ROD A S M . - FRONT

Figure 3-83—Throttle Control Information - Dual 4-Barrel

n

70 m

> z m

c

3 - 6 0 4-BARREL CARTER ENGINE FUEL AND EXHAUST b. Transmission Detent

Switch Adjustment

(Automatic Transmission

Cars)

With rear carburetor held at wide open throttle, adjust detent (downshift) switch plunger so that it is approximately .050" inch from bottom.

c. Dash Pot Adjustment

(Automatic Transmission

Cars)

1. Loosen dash pot lock nut.

2. While holding rear carburetor fully closed, rotate dash pot until plunger j u s t touches throttle lever. Make a reference mark on dash pot, then rotate it 5 turns toward throttle lever (depressing plunger).

3. Retighten lock nut.

3 - 2 9 IDLE SPEED AND

MIXTURE ADJUST-

MENTS—DUAL

4-BARREL

CARBURETORS

The positive crankcase ventilator valve should be checked as described in paragraph 3-7 before making idle adjustments, as this valve noticeably affects the airfuel ratio at idle. Adjust idle speed and mixture as follows:

1. Remove air cleaner. Connect a tachometer from distributor terminal of coil to ground.

2. Start engine and run it at fast idle until upper radiator tank is hot and choke valve is wide open.

3. On automatic transmission cars, place a block in front of a front wheel and apply parking brake firmly, then shift transmission into drive.

4. Make sure that all throttle valves close fully, then set idle speed at 500 RPM by turning brass air adjustment screw in rear carburetor.

5. Turn idle mixture needles alternately to obtain highest tachometer reading.

6. Each time an improved mixture setting increases the idle speed, the air adjustment screw must be turned inward to decrease the idle speed to 500 RPM.

Since this is strictly an air adjustment, this throws-off the idle mixture. For this reason, always adjust idle mixture needles last.

7. Press a finger on the brass valve of each idle compensator to see if idle speed drops because compensator was open. If speed drops, readjust idle, making sure compensator remains closed.

CLUTCH, S-M TRANSMISSIONS 45000 CLUTCH 4 - 1

GROUP 4

CLUTCH, S-M TRANSMISSIONS

SECTIONS IN GROUP 4

Section

4-A

4-B

4-C

Subject

45000 Clutch

46000 Clutch

3-Speed Synchromesh—45000 .

Page

4-1

4-8

4-19

Section

4-D

4-E

Subject

3-Speed Synchromesh—46000

4-Speed Synchromesh—46000

Page

4-35

4-50

SECTION 4-A

45000 CLUTCH

CONTENTS OF SECTION 4-A

Page Paragraph Paragraph Subject Subject Page

4-1 Clutch Specifications 4-1 4-4

4-2 Description of Clutch 4-2

4-3 Clutch Adjustments 4-3 4-5

Removal, Lubrication, Inspection and Installation of Clutch 4-3

Clutch Trouble Diagnosis 4-6

4 - 1 CLUTCH

SPECIFICATIONS a. Tightening Specifications

Part Location

Thread

Size

Bolt Special

Stud

Bolt

Clutch Cover to Flywheel 3/8-16 x 1

Clutch Release Fork Ball 3/16-16

Transmission to Flywheel Housing 1/2-13 x 1 1/2

Flywheel Housing to Cylinder Block 3/8-16 x 1 1/4

Torque

Ft.-Lbs.

30-40

35-45

45-60

30-40 b. Clutch Specifications

Type Single Plate Dry Disc

Pedal Pressure 2 8 - 3 0 lbs.

Pedal Lash 5/8" to 7/8"

Driven Plate Diameter 10 13/32"

Driven Plate Facings Woven Asbestos

Number of Facings 2

Facing Attachment Riveted

Facing Area (Sq. in.) 106.81

Vibration Damping 6 Springs

4 - 2 45000 CLUTCH

DIAPHRAGM SPRING

COVER

CLUTCH, S-M TRANSMISSIONS

F O

RETRACTING SPRING

FLYWHEEL

DOWEL PIN

PILOT BUSHING

Figure 4 - 1 — Standard Clutch

4 - 2 CLUTCH DESCRIPTION

All 45000 synchromesh cars are equipped with a single plate dry disc clutch, using a diaphragm spring assembly. See Figure 4-1.

THROWOUT BEARING

PRESSURE

PLATE

PRESSURE PLATE

PIVOT POINT

CLUTCH FORK a. Release

Depressing the clutch pedal causes movement of the clutch fork in the direction shown in

Figure 4-2. Actual operation of the linkage in this operation is explained in paragraph C below.

The clutch fork, pivoting on a ball stud, acts upon the throw out bearing. The bearing in turn, forces the tangs of the diaphragm spring in the direction shown in Figure

4-2. The diaphragm spring, being retained in the clutch cover by 9 rivets and 2 wire rings, is mounted in such a way that the spring can pivot or dish on these rings, again reversing the direc-

DRIVEN PLATE

FLYWHEEL

CRANKSHAFT

Figure 4-2—Clutch Releasing Action tion of force. This force is applied directly to the 3 retracting springs which, in turn, pull the pressure plate rearward and out of contact with the driven plate.

b. Clutch Driven Plate

The clutch driven plate assembly is mounted with a free sliding fit on the transmission main drive

CLUTCH, S-M TRANSMISSIONS 45000 CLUTCH 4 - 3 gear and is keyed to the gear by ten splines. The front end of the main drive gear is piloted by a bushing pressed into a recess in the rear end of the engine crankshaft. See Figure 4-1.

The outer area of the driven plate is divided into segments which are formed in low waves to provide springs between the plate facings and thereby cushion engagement of the clutch. A molded facing, grooved to give release, is riveted to each side of every segment of the plate. When the clutch is fully released, the waved segments cause the facings to spread a p p r o x i m a t e l y .045" and the movement of pressure plate provides an additional clearance of approximately .030" to assure full release of driven plate. See

Figure 4-2.

The driven p l a t e assembly is designed to prevent torsional periods of the engine from being transmitted to the transmission gears and causing rattle. This is accomplished by driving the plate hub through torsional coil springs and providing frictional dampening by means of friction between disc and the nuts.

c. Clutch Linkage

The clutch pedal is the suspended type and pivots on a shaft which extends thru a bracket bolted to the cowl. The pedal arm returns against a rubber bumper. See

Figure 4-3.

The clutch pedal rod extends from the clutch pedal arm assembly through the floor pan to connect with the frame side of the equalizer. The equalizer pivots between a ball stud located at the frame and a ball stud located on a bracket l o c a t e d on the transmission.

A rod threaded at one end is attached to the clutch fork operating rod assembly which is attached to the engine side of the clutch equalizer and the other end is attached to the clutch fork.

The threaded end of the rod is provided for clutch adjustment.

See Figure 4-3. Movement of the equalizer assembly is thus transmitted to the clutch fork. Pedal return is provided by a spring between the clutch rod assembly and a bracket mounted on the flywheel housing. See Figure 4-3.

4 - 3 CLUTCH ADJUSTMENT

Pedal lash (free pedal) must be adjusted occasionally to compensate for normal wear of clutch facings. As the driven plate wears thinner, pedal lash decreases.

It is very important to maintain pedal lash at all times. Insufficient pedal lash will cause the throw-out bearing to ride against the diaphragm spring tangs constantly, resulting in abnormal wear of these parts. It may also cause clutch slippage and abnormal wear of the driven plate, flywheel, and pressure plate if pressure on the spring tangs is enough to prevent positive engagement of the clutch.

Check pedal lash (free pedal) by pushing on the pedal pad with the hand. Pedal lash should be approximately 5/8" to 7/8" measured at the pedal pad. (See

Figure 4-3).

Adjust pedal lash as follows:

1. Check pedal at full release position, making sure it contacts rubber stop.

2. Make certain clutch fork is touching fingers on p r e s s u r e plate.

3. Adjust clutch release rod so clevis pin will just assemble into clutch fork.

4. Lengthen release rod 3 full turns. Re-install retainer and pin.

4 - 4 REMOVAL,

LUBRICATION

INSPECTION AND

INSTALLATION

OF CLUTCH a. Removal from Vehicle

1. Remove transmission as outlined in paragraph 4-15.

2. Remove clutch throw-out bearing from the fork.

3. Remove clutch fork return spring. Disconnect clutch fork release rod.

4. Remove flywheel housing.

5. Disconnect clutch fork from ball stud by forcing it toward the center of the vehicle.

6. Mark clutch cover and flywheel with a center punch so that cover can be reinstalled in the s a m e position on flywheel in order to preserve engine balance.

7. Loosen the clutch attaching bolts one turn at a time until diaphragm spring is released.

8. Support pressure plate and cover assembly while removing last bolts, then remove pressure plate, then the driven plate.

NOTE: Use extreme care to keep clutch driven plate CLEAN.

9. If it becomes necessary to disassemble pressure plate, proceed as follows: a. Remove three drive-strap to pressure plate bolts and retracting springs and remove pressure plate from clutch cover.

NOTE: When disassembling, note position of grooves on edge of pressure plate and cover. These marks must be aligned in assembly to maintain balance.

b. The clutch diaphragm spring and two pivet rings are riveted to the clutch cover. Spring, rings and cover should be inspected for excessive wear or damage, and if there is a defect, it is necessary

PEDAL ROD

CLUTCH RELEASE ROD

Figure 4-3—Clutch Linkage

CLUTCH FORK

OPERATING ROD

CLUTCH

EQUALIZER

O

**.* n**

CLUTCH, S-M TRANSMISSIONS 45000 CLUTCH 4 - 5 to replace the complete cover assembly.

b. Lubrication of Clutch

1. Very sparingly apply wheel bearing lubricant in pilot bushing in crankshaft.

NOTE: If too much lubricant is used, it will run out on face of flywheel when hot and ruin the driven plate facings.

2. Make sure that splines in the driven plate hub are clean and apply a light coat of wheel bearing lubricant. Apply a light coat of wheel bearing lubricant on transmission drive gear splines.

Slide driven plate over transmission drive gear several times.

Remove driven plate and wipe off all excess lubricant pushed-up by hub of plate.

NOTE: Driven plate facings must be kept clean and dry.

3. Fill groove in throw-out bearing with wheel bearing lubricant.

See Figure 4-5. Make sure transmission front bearing retainer is clean and apply a light coat of wheel bearing lubricant. Slide throw-out bearing over transmission retainer several times.

Remove throw-out bearing and wipe off all excess lubricant pushed up by hub of bearing.

4. Clean and apply wheel bearing lubricant to ball stud in flywheel housing and to the seat in clutch fork.

5. Check clutch pilot bearing for excessive wear or damage. If r e placement is necessary, remove bearing with J-1448. For installation use Driver J-1522.

NOTE: Very s p a r i n g l y apply wheel bearing lubricant in pilot bushing. If too much lubricant is used, it will run out on face of flywheel when hot and ruin the driven plate facings.

c. Inspection ot Clutch

Wash all metal parts of clutch, except release bearing and driven plate, in suitable cleaning solution to remove dirt and grease. Soaking release bearing in cleaning solution would permit solution to seep into bearing and destroy the lubricant. Soaking driven plate in cleaning solution would damage the facings.

1. Flywheel and Pressure Plate.

Examine friction surfaces of flywheel and pressure p l a t e for s c o r i n g or roughness. Slight roughness may be smoothed with fine emery cloth, but if surface is deeply scored or grooved the part should be replaced.

2. Clutch Driven Plate. Inspect driven plate for condition of facings, loose rivets, broken or very loose torsional springs, and flattened cushion springs.

If facings are worn down near rivets or are oily, the plate assembly should be replaced. A very slight amount of oil on clutch facings will cause clutch grab and chatter. A large amount of oil on facings will cause slippage. Removal of oil by solvents or by buffing is not practical since oil will continue to bleed from facing material when hot.

When oil is found on driven plate facings, e x a m i n e transmission drainback hole, pilot bushing, engine rear main bearing and other points of oil leakage.

Test the fit of driven plate hub on transmission main drive gear for an easy sliding fit.

3. Bearings. Inspect clutch r e lease bearing for scoring or excessive wear on front contact face. Test for roughness of balls and races by pressing and turning front race slowly. Inspect main drive gear pilot bushing in crankshaft. If bushing is rough or worn it should be replaced.

Regardless of whether the old

1. If the pressure plate was disassembled, follow Steps a and b.

a. Install the pressure plate in the cover assembly, lining up the groove on the edge of the pressure plate with the groove on the edge of the cover.

FRONT FACING

(FLYWHEEL SIDE

Figure 4-4—Checking Driven Plate

For Run-Out plate or a new one is to be installed, the plate s h o u l d be checked for run-out. This check can be made by sliding the driven plate, front side first, over the transmission main drive gear until it is tight on the spline, then setting up a dial indicator to bear against the plate facing as shown in Figure 4-4. W h i l e holding firmly against front end of main drive gear to take up play in main drive gear bearing, slowly rotate driven plate and observe the amount of run-out shown by indicator. If run-out of front facing exceeds .025", the plate should not be used since it is not practical to correct excessive run-out by bending.

d. Installation of Clutch b. Install pressure plate retracting springs and drive-strap to pressure plate bolts and lock washers and tighten to 18-25 ft.

lbs. torque. The clutch is now ready to be installed.

4 - 6 45000 CLUTCH CLUTCH, S-M TRANSMISSIONS

2. Install the pressure plate and driven plate. Support both assemblies with a spare main drive gear.

NOTE: Be sure to align marks on clutch cover with the mark made of the f l y w h e e l on disassembly.

3. Install all bolts so that clutch is drawn in place square with flywheel. Each bolt must be drawn one turn at a time to avoid bending the c l u t c h cover flange.

Torque bolts to 30-40 ft. lbs.

4. Lubricate the ball stud and clutch fork with wheel bearing lubricant and install clutch fork.

NOTE: Check and insure that

COAT THIS GROOVE

- P A C K THIS RECESS

Figure 4-5—Throw-Out Bearing

Lubrication fork retaining spring is tight on pivot ball stud.

5. Install flywheel housing.

CAUTION: Insure that dowel pins are in place in crankcase.

6. Lubricate the recess on the inside of the throw-out bearing collar. See Figure 4-5.

CAUTION: Be careful not to use too much lubricant.

7. Install throw-out bearing assembly and hook up all clutch linkage.

NOTE: Make certain clutch fork is seated in throw-out bearing.

(See Figures 4-1 and 4-2.)

8. Install transmission as outlined in paragraph 4-15.

4 - 5 4 5 0 0 0 CLUTCH TROUBLE DIAGNOSIS

SYMPTOM AND PROBABLE CAUSE PROBABLE REMEDY

FAILS TO RELEASE (PEDAL PRESSED TO FLOOR-SHIFT LEVER

DOES NOT MOVE FREELY IN AND OUT OF REVERSE GEAR) a. Improper linkage adjustment b. Improper pedal travel c. Loose linkage d. Faulty pilot bearing e. Faulty driven disc f. Fork off ball stud g. Clutch disc hub binding on clutch gear spline a. Adjust linkage b. Adjust linkage c. Replace bushings d. Replace bearing e. Replace disc f. Install properly and lubricate fingers at throw-out bearing g. Lubricate if worn replace

SLIPPING a. Improper adjustment (no lash) b. Oil soaked driven disc c. Worn facing or facing torn from disc d. Warped pressure plate or flywheel e. Weak diaphragm spring f. Driven plate not seated in g. Driven plate overheated a. Adjust linkage b. Install new disc and correct oil leak at its

source

c. Replace disc d. Replace same e. Replace cover assembly f. Make 20-50 normal starts g. Allow to cool—Check lash

CLUTCH, S-M TRANSMISSIONS 45000 CLUTCH 4 - 7

4 - 5 45000 CLUTCH TROUBLE DIAGNOSIS (Cont'd.)

SYMPTOM AND PROBABLE CAUSE

PROBABLE REMEDY a.

Install new disc b .

Replace transmission clutch gear

Tighten or replace mountings d.

Replace pressure plate or flywheel e.

Sand off if superficial, replace burned or heat checked parts

RATTLING-TRANSMISSION CLICK a. Weak retracting springs b. Throw-out fork loose on ball stud or in bearing groove c. Oil in driven plate damper d. Driven plate damper spring failure a.

Replace springs b .

Check ball stud and retaining spring and replace if necessary c.

Replace driven disc d.

Replace driven disc

THROW-OUT BEARING NOISE WITH CLUTCH FULLY ENGAGED a. Improper adjustment b. Throw-out bearing binding on transmission bearing retainer c. Insufficient tension between clutch fork spring and ball stud d. Fork improperly installed e. Weak linkage return spring a.

b .

Adjust linkage

Clean, relubricate, check for burrs, nicks, etc.

Replace fork

Install properly

Replace spring

NOISY a. Worn throw-out bearing b. Fork off ball stud (Heavy clicking) a.

b .

Replace bearing

Install properly and lubricate fork fingers at bearing

PEDAL STAYS ON FLOOR WHEN DISENGAGED a. Bind in linkage b. Springs weak in pressure plate c. Weak pedal return spring a.

Lubricate and free up linkage b .

Replace c.

Replace

HIGH PEDAL EFFORT a. Bind in linkage b. Driven plate worn a.

b .

Lubricate and free up linkage

Replace driven plate

4 - 8 46000 CLUTCH CLUTCH, S-M TRANSMISSION

SECTION 4-B

46000 CLUTCH

CONTENTS OF SECTION 4-B

Paragraph Subject Page Paragraph Subject Page

4-6 Clutch Specifications 4-8 4-10 Inspection of Clutch 4-15

4-7 Description of Clutch 4-9 4-11 Alignment of Flywheel

4-8 Clutch Adjustment 4-10 Housing 4-16

4-9 Removal, Lubrication and 4-12 46000 Series Clutch

Installation of Clutch 4-13 Trouble Diagnosis 4-17

4 - 6 CLUTCH SPECIFICATIONS a. Tightening Specifications

Part Location

Bolt Spec. Clutch Cover to Flywheel

Bolt Flywheel Housing to Clyinder Block . . . .

Spec. Ball Clutch Equalizer Ball to Release Shaft . . .

Bolt Rear Mounting Pad to Transmission . . . .

Stud Clutch Equalizer to Bracket to Frame . . .

Bolt Transmission to Flywheel Housing

Thread

Size

5/16-18

3/8 -16

7/16-20

7/16-14

1/2 -13

7/16-14

Torque

Ft. Lbs.

25-35

45-60

60-85

50-60

20-30

40-45 b. Clutch Specifications

Clutch Type Single Plate-Dry Disc

Clutch Pedal Pressure 28-32 Lbs.

Clutch Pedal Lash 7/8" - 1 1/8"

Driven Plate Diameter 11" x 6 1/2"

Driven Plate Facings -

Type and Number Woven Molded, 2

Attachment to Plate Rivets

Facing Thickness 135 + .002"

Total Effective Area (sq. in.) 123.7

Max. Allowable Run-out at Rear Face of Plate 025"

Clutch Springs -

Type and Number Coil, 9

Total Pressure (lbs.) 2043

Spring Pressure (lbs.) @ Length 9 Springs 227 + 5 lbs. @ 1.736

Free Length Approx. 2 5/8"

Press. Plate Driving Lug Clearance in Cover 005" - .008"

Height, Inner Ends of Release Levers to Flywheel 2.062

Max. Allowable Variation 030"

CLUTCH, S-M TRANSMISSION 46000 CLUTCH 4 - 9

4 - 7 DESCRIPTION OF

CLUTCH

A single plate, dry disc clutch is used in Models equipped with synchromesh transmissions. The clutch is of conventional design with coil type clutch springs and three release levers. The release levers are adjustable.

a. Clutch Assembly

The clutch cover is bolted to the flywheel and three lugs on the pressure plate engage slots in the cover to transmit torque to the plate. Eight clutch springs are located between the cover and the pressure plate. The three clutch release levers are located so that their inner ends are in position to be engaged by the clutch release bearing. The levers pivot on fulcrums bolted to the clutch cover and in the three pressure plate lugs. See Figure 4-7. Between the pressure plate cover and pressure plate lugs there are bronze wear plates. See Figure

4-6.

The outer ends of the release levers are weighted so that at higher engine speeds where slipping is liable to occur, centrifugal force causes more pressure to be applied on the pressure plate. The faster the clutch revolves, the greater the pressure exerted against the clutch plate, thereby increasing the torque transmitting ability of the clutch. This additional pressure allows the use of a clutch which requires lower foot pressure at the pedal for normal clutch operation.

When the clutch is in the engaged position, the release levers are clear of the release bearing and the clutch springs cause the pressure plate to clamp the driven plate against the flywheel with sufficient force to transmit power of the engine without slippage.

The power drive is from flywheel to clutch cover, cover to pressure

When the clutch is disengaged, the clutch release bearing presses forward on the inner ends of the release levers which pivot and force the pressure plate rearward against the pressure of clutch springs. The pressure plate is moved rearward far enough to free the driven plate. See Figure 4-7.

Figure 4-6—Clutch Wear Plates plate, and from pressure plate and flywheel to driven plate.

b. Clutch Driven Plate

The clutch driven plate assembly is mounted with a free sliding fit on the transmission main drive gear and is keyed to the gear by ten splines. The front end of the main drive gear is piloted by a bushing pressed into a recess in the rear end of the engine crankshaft. See Figure 4-7.

The outer area of the driven plate is divided into segments which are formed in low waves to provide springs between the plate facings and thereby cushion engagement of the clutch. A molded facing, grooved to give release, is riveted to each side of every segment of the plate. When the clutch is fully released, the waved segments cause the facings to spread approximately .045" and the movement of pressure plate provides an additional clearance of approximately .030" to assure full release of driven plate. See

Figure 4-8.

The driven plate assembly is designed to prevent torsional periods of the engine from being transmitted to the transmission gears and causing rattle. This is accomplished by driving the plate hub through torsional coil springs and providing frictional dampening by means of molded friction washers.

c. Clutch Linkage

The clutch pedal is of the suspended type and pivots on a shaft which extends through the clutch pedal bracket. The clutch pedal returns against a non-adjustable p e d a l s t o p on the b r a c k e t assembly.

The pedal rod extends through the floor pan to connect the pedal linkage to the clutch equalizer.

4 - 1 0 46000 CLUTCH CLUTCH, S-M TRANSMISSION

CLUTCH RELEASE -

CLUTCH RELEASE

YOKE

FLYWHEEL

BUSHING

SHAFT

PRESSURE

PLATE

DRIVEN

MEMBER

TORSIONAL

SPRING

PILOT

SOCKET HEAD

CAP SCREWS

HOUSING (UPPER)

CLUTCH COVER

CENTRIFUGAL

WEIGHT

RELEASE

LEVER

DRIVE

GEAR

FRONT

BEARING

- BEARING

RETAINER

THROW-OUT

BEARING

WOODRUFF KEY

CLUTCH SPRING

HOUSING (LOWER) throw-out bearing when the clutch pedal is depressed. A U-shaped spring riveted to the throw-out bearing holds the throw-out bearing in contact with the clutch release yoke. The clutch release rod length must be adjusted to provide clearance between the throw-out bearing and the clutch release levers.

The throw-out bearing is mounted over the front bearing retainer which retains the transmission main drive gear bearing. The throw-out bearing is filled with lifetime lubricant in production and no further lubrication is required. Lightly lubricate inside diameter of throw-out bearing with wheel bearing lubricant or a heavy grease before installing.

4 - 8 CLUTCH ADJUSTMENT

Pedal lash (free pedal) must be adjusted occasionally to compensate for normal wear of clutch facings. As the driven plate wears thinner, pedal lash decreases.

It is very important to maintain pedal lash at all. times. Insufficient pedal lash will cause the throw-out bearing to ride against the release levers all of the time, resulting in abnormal wear of these parts. It may also cause clutch slippage and abnormal

Figure 4-7—Clutch and Flywheel Assembly

The equalizer pivots between a ball stud located at the upper flywheel housing at one end and the frame at the other.

A heavy overcenter spring i s compressed between an eye-bolt, which is anchored through the cowl at one end, and the clutch linkage at the other.

The upper clutch release rod is fastened to the clutch release lever (see Figure 4-9). The lower end of the release rod is fastened to the clutch equalizer with a clevis and retainer. Clutch adjustment is obtained on the upper clutch release rod.

The clutch release shaft pivots in the upper flywheel housing (see

Figure 4-10). The clutch release shaft is retained in the upper flywheel housing by the clutch release fork and clutch equalizer

(see Figure 4-10).

The clutch release yoke is positioned to push forward on the

FACING

Figure 4-8—-Driven Plate - Transmission

Side

CLUTCH, S-M TRANSMISSION 46000 CLUTCH 4 - 1 1

DRIVEN

PLATE

PRESSURE

PLATE

THROW-OUT

BEARING

CONE POINT

CAP SCREW

SOCKET HEAD

CAP SCREW

CLUTCH RELEASE

YOKE

Figure 4-10—Clutch Information Assembly

WELCH

PLUG

CLUTCH RELEASE

SHAFT

n n

CLUTCH, S-M TRANSMISSION 46000 CLUTCH 4 - 1 3 wear of the driven plate, flywheel, and pressure plate if pressure on the release levers is enough to prevent positive engagement of the clutch.

Check pedal lash (free pedal) by pushing on the pedal pad with the hand. Pedal lash should be approximately 7/8" to 1-1/8" measured at the pedal pad.

Adjust pedal lash as follows:

1. With clutch pedal at full release position contacting pedal bumper stop and load removed from overcenter spring, adjust turnbuckle to obtain zero lash at the clutch pedal. Lengthen rod assembly by turning turnbuckle

1-1/2 turns to give 7/8 to 1-1/8" lash at the pedal pad. Tighten locknut to 48-120 in. lbs. and overcenter eye b o l t to 72-108 in. lbs.

2. Re-install clevis pin and spring retainer.

4 - 9 REMOVAL, LUBRICA-

TION AND INSTALLA-

TION OF CLUTCH a. Removal of Clutch

1. Remove propeller shaft from front companion flange.

2. Remove transmission as described in paragraph 4-15.

3. Remove clutch equalizer shaft.

4. Remove ball stud from clutch release shaft.

5. Remove clutch release lever.

6. Remove clutch release seal

(see Figure 4-10).

7. Remove nylon bushing (see

Figure 4-10).

8. Remove socket head cap screw on clutch release shaft. From same hole remove second socket head (cone point).

9. Pull clutch release shaft out approximately three (3) inches.

Slide release yoke, woodruff key, throw-out and return spring bearing off end of release shaft. Remove release shaft.

10. Mark clutch cover and flywheel with a center punch so that cover can be reinstalled in the same position on flywheel in order to preserve engine balance.

11. Loosen each clutch cover bolt one turn at a time in order to r e lieve c l u t c h spring pressure evenly and thereby avoid distortion of the cover. Metal spacers

(such as 1/4" nuts) placed between release levers and inner edge of clutch cover will aid r e move and later reinstallation by holding clutch springs partially compressed.

12. Support pressure plate and cover assembly while removing last bolts then remove the cover assembly and driven plate.

b. Lubrication of Clutch

Lubrication of the clutch is r e quired only when the clutch is removed from the car.

NOTE: Before c l u t c h release shaft is installed apply a small amount of wheel bearing lubricant where right side of clutch release shaft pilots in flywheel housing.

1. Very sparingly a p p l y wheel bearing lubricant in pilot bushing in crankshaft. If too much lubricant is used, it will run out on face of flywheel when hot and ruin driven plate facings. Make sure that surface of flywheel is clean and dry.

2. Make sure that splines in driven plate hub are clean and apply a light coat of wheel bearing lubricant. Apply a l i g h t coat of wheel bearing lubricant on transmission drive gear splines.

Slide driven plate over transmission drive gear several times.

Remove driven plate and wipe off all excess lubricant pushed-up by hub of plate. Driven plate facings must be kept clean and dry.

3. Coat diameter of throw-out bearing with wheel bearing lubricant. Make sure transmission front bearing retainer sleeve is clean and apply a light coat of wheel bearing lubricant. Slide throw-out bearing over transmission retainer several times. Remove throw-out bearing and wipe off all excess lubricant pushed up by hub of bearing.

4. If c l u t c h p r e s s u r e plate driving lugs are dry, brush a little Lubriplate in between clutch cover and driving lugs, also between driving l u g s and r e l e a s e levers. Wipe off any excess lubricant.

c. Checking Release Lever

Height

Correct release lever height- is essential to insure complete release of the clutch and also to allow smooth, positive engagement of the clutch. Before reinstalling a clutch pressure plate and cover assembly, release lever height should be checked as follows:

1. Mount clutch assembly for checking by placing Adjusting

Gauge J-1036 on a spare flywheel and then placing clutch assembly over gauge so that release levers a r e directly a b o v e machined bosses of gauge. See Figure 4-11.

NOTE: Thickness of gauge at machined bosses is .295"; height of gauge at hub is 2-1/16".

2. Install cover bolts and tighten each a turn at a time until all are uniformly tight.

3. Zero dial indicator by mounting d i a l indicator on Support

J-1013. See Figure 4-11. Then set support on flat surface, press indicator down against surface until indicator hand turns approximately one revolution, and tighten indicator to support. Now set indicator face to zero.

4 - 1 4 46000 CLUTCH CLUTCH, S-M TRANSMISSION

SUPPORT

J-1013

assembly the car.

during installation on

5. Turn clutch assembly over so that pressure plate side is up and adjusting screw buttons are contacting a solid surface.

6. Stake each adjusting screw to release lever by peening release lever material i n t o adjusting screw slot at both sides. A blunt screwdriver which nearly fills the slot may be used.

e. Installation of Clutch

1. Place driven plate on pressure plate with raised torsional spring part projecting into center of pressure plate, then place driven plate and pressure plate assembly in position against flywheel. Be sure to align marks on clutch cover with marks on flywheel.

Install cover bolts and lockwashers, but do not tighten bolts yet.

each other.

Figure 4-11—Checking Release Lever Height

4. To measure release l e v e r height, carefully place support and indicator on hub of gauge so that indicator stem bears on inner end of each release lever in turn. Indicator hand must turn one revolution and then read within plus or minus .031". Also, a l l three levers must read within .031" of

5. If release lever heights are fiot within these specifications, adjust levers as described in subparagraph below.

d. Adjusting Release

Lever Height

When any release lever height varies over .031" from the height of the gauge hub, or when the highest and lowest release lever are not within .031" of each other, release lever height must be adjusted.

1. Check tightness of three release lever yoke bolts by tightening to 25 foot pounds.

2. Check release lever height as described in subparagraph above.

If any one lever is not within specifications, it is recommended that all three levers be adjusted.

2. Insert a spare main drive gear through hub of driven plate and into pilot bushing. Tighten each clutch cover bolt one turn at a time to draw cover down evenly and avoid distortion of cover.

While tightening cover bolts, move main driven gear from side to side to center driven plate with pilot bushing. If plate is not properly centered, it will be very difficult to slide transmission into place. Make sure all cover bolts are tightened securely.

3. Turn each adjusting screw up or down as required to give a dial indicator reading of zero. (Any free movement or "play" should be removed by holding lever downward.)

3. Remove three spacers from between clutch cover and release levers, if used.

4. Remove clutch assembly from spare flywheel by loosening cover bolts a turn at a time until metal spacers are pinched b e t w e e n clutch levers and inner edge of clutch cover. A string or wire fastened to each spacer will keep it from dropping inside the clutch

4. Install clutch release shaft part way into upper flywheel housing and install woodruff key into shaft.

5. Slide clutch release yoke and clutch return spring onto shaft and slide s h a f t into p l a c e .

CAUTION: Make sure release

CLUTCH, S-M TRANSMISSION 46000 CLUTCH 4 - 1 5 yoke is installed so cone pointed cap screw can be installed into counter bore on shaft. (See Figure 4-10).

Install clutch release yoke over woodruff key. Install cone point socket head cap screw first.

Install second socket head cap screw in same hole. (See Figure 4-10).

7. Install nylon bushing

8. Install clutch release seal.

9. Install clutch release lever.

10. Install ball stud to clutch release shaft.

11. Install clutch equalizer shaft.

12. Install clutch release r o d with retainer pin. Adjust clutch pedal lash as described in paragraph 4-6.

13. Install transmission as described in paragraph 4-13. Be sure to use guide pins to avoid damage to clutch driven plate.

sure that car owner is advised of this requirement.

4 - 1 0 INSPECTION OF

CLUTCH

Wash all metal parts of clutch, except release bearing and driven plate, in suitable cleaning solution to remove dirt and grease.

Soaking release bearing in cleaning solution would permit solution to seep into bearing and destroy t h e lubricant. Soaking d r i v e n plate in cleaning solution would damage the facings.

1. Flywheel and Pressure Plate.

Examine friction surfaces of flywheel and pressure plate for scoring and roughness. S l i g h t roughness may be smoothed with fine emery cloth, but if surface is deeply scored or grooved the part should be replaced.

2. Clutch Cover. Inspect clutch cover for cracks or distortion.

Check clearance between pressure plate driving lugs and edges of slots in cover, using feeler gauges. The clearance should be

.005" to .008"; excessive clearance may cause rattle when engine is intermittently accelerated with clutch disengaged.

will continue to bleed from facing material when hot.

When oil is found on driven plate facings, e x a m i n e transmission drainback hole, pilot bushing, engine rear main bearing and other points of oil leakage.

Test the fit of driven plate hub on transmission main drive gear; an easy sliding fit should exist. Regardless of whether the old plate or a new one is to be installed, the plate should be checked for run-out. This check can be made by sliding the driven plate, front side first, over the transmission main drive gear until it is tight on the spline, then setting up a dial indicator to bear against the plate facing as shown in Figure

4-12. While holding firmly against front end of main drive gear to take up play in main drive gear bearing, slowly rotate driven plate and observe the amount of run-out shown by indicator. If run-out of front facing exceeds .025" the plate should not be used since it is not practical to correct excessive run-out by bending.

4. Bearings. Inspect clutch release bearing for scoring or excessive wear on front contact

14. I n s t a l l f l y w h e e l l o w e r housing.

- "I—Mil •

15. Road test car for clutch performance. Under no circumstance should the clutch be harshly used immediately after installation of a new driven plate, flywheel, or pressure plate. Sudden engagement of clutch with engine running at abnormal speed, or continual slipping of clutch, may permanently injure driven plate facings and may cause scoring of flywheel and pressure plate. When these parts are new they must be given moderate use for several days until nicely burnished. Be

3. Clutch Driven Plate. Inspect driven plate for condition of facings, loose rivets, broken or very loose torsional springs, and flattened cushion springs. See Figure 4-8.

' u ' I

FRONT FACING H

" (FLYWHEEL S I D E ) | | mm

TDIAL

•INDICATOR:

TSET i

Figure 4-12—Checking Driven Plate for Run-Out

4 - 1 6 46000 CLUTCH CLUTCH, S-M TRANSMISSION face. Test for roughness of balls and races by pressing and turning front race slowly. Inspect main drive gear pilot bushing in crankshaft. If bushing is rough or worn it should be replaced.

4 - 1 1 ALIGNMENT OF

FLYWHEEL UPPER

HOUSING of housing and the pilot bushing in rear end of crankshaft may cause the transmission to be noisy or to slip out of high gear.

To insure correct alignment in production, the pilot hole is bored in the housing after it is assembled to the cylinder crankcase. T h e flywheel h o u s i n g furnished for service is completely machined, but it must be checked f o r alignment a f t e r installation.

must be in an upright position, dowel pins must be installed, and all housing bolts must be tight.

a. Checking Alignment of

Flywheel Upper Housing

1. Remove transmission (par.

4-15) and clutch, leaving flywheel in place.

The flywheel upper housing which joins the synchromesh transmission to the engine crankcase is attached to the crankcase by bolts, with two straight dowels to maintain alignment.

Misalignment between the pilot hole which receives the main drive gear bearing in rear wall

DIAL INDICATOR

If an existing housing is suspected of being out of alignment it may be checked after removal of the transmission and clutch assemblies. If a new housing or cylinder crankcase is b e i n g installed, alignment should be checked before the flywheel, clutch and transmission are installed. When checking alignment the engine

2. A t t a c h Indicator S u p p o r t

J-4710-1 to flywheel with two flywheel bolts. Mount dial indicator and hole attachment on pilot as shown in Figure 4-15. Adjust ball end of hole attachment to bear against side of pilot hole in flywheel housing.

SLEEVE

3. Turn flywheel very slowly and note total run-out of pilot hole as shown by dial indicator. If total indicator reading is .005" or less, flywheel housing alignment is satisfactory. If run-out exceeds

.005", correction must be made as follows:

HOLE ATTACHMENT

b. Correction of Flywheel

Upper Housing Misalignment

SUPPORT

J 4710-1

1. Remove flywheel upper housing and d o w e l p i n s f r o m crankcase.

Figure 4-13—Checking Alignment of Housing at Pilot Hole

2. Drill out bolt holes in flywheel housing with a 1/2" drill.

3. Install flywheel housing without dowel pins, and leave bolts just loose enough to permit shifting of housing by tapping with lead hammer.

4. Install dial indicator as shown in Figure 4-13, and check run-out at pilot hole in housing.

CLUTCH, S-M TRANSMISSIONS 46000 CLUTCH 4 - 1 7

5. Shift housing by tapping with lead hammer as required to bring run-out at pilot hole within .003" indicator reading. Tighten housing bolts and re-check run-out.

6. Using Special Reamer J 2548-3 and Ratchet Wrench J 808-6, ream the dowel holes and install two oversize dowel pins J 808- 5.

7. Mount dial indicator to bear against rear face of flywheel housing at a radius of 2 1/2", as shown in Figure 4-14.

8. Turn crankshaft and note runout of housing rear face, making sure that end thrust of crankshaft is all one way while making this check. If total indicator reading exceeds .003", check for dirt or burrs between h o u s i n g a n d crankcase.

9. If no dirt or burrs are present, cement paper shims of proper thickness to crankcase in position required to g i v e an indicator reading of .003" or less, when all bolts are securely tightened.

10. Install transmission.

clutch a n d

IAL INDICATOR

UPPORT

4710-1

SLEEVE KMO-30-K

Figure 4-14—Checking Run-Out of Rear Face of Housing

4 - 1 2 4 6 0 0 0 SERIES CLUTCH TROUBLE DIAGNOSIS

SYMPTOM AND PROBABLE CAUSE PROBABLE REMEDY

FAILS TO RELEASE (PEDAL PRESSED TO FLOOR-SHIFT LEVER

DOES NOT MOVE FREELY IN AND OUT OF REVERSE GEAR) a. Improper linkage adjustment b. Improper pedal travel c. Loose linkage d. Faulty pilot bearing e. Faulty driven disc f. Fork off ball stud g. Clutch disc hub binding on clutch gear spline a. Adjust linkage b. Trim bumper stop and adjust linkage c. Replace bushings d. Replace bearing e. Replace disc f. Install properly and lubricate fingers at throw-out bearing g. Repair or replace clutch gear

SLIPPING a. Improper adjustment (no lash) a. Adjust linkage

4 - 1 8 46000 CLUTCH CLUTCH, S-M TRANSMISSIONS

SYMPTOM AND PROBABLE CAUSE b. Oil soaked driven disc c. Worn facing or facing torn from disc d. Warped pressure plate or flywheel e. Weak coil spring f. Driven plate not seated in g. Driven plate overheated

PROBABLE REMEDY b. Install new disc and correct oil leak at its source c. Replace disc d. Replace same e. Replace cover assembly f. Make 20-50 normal starts g. Allow to cool—Check lash

GRABBING a. Oil on facing or burned or glazed facings b. Worn splines on clutch gear c. Loose engine mountings d. Warped pressure plate or flywheel e. Burned or smeared resin on flywheel or pressure plate a. Install new disc b. Replace transmission clutch gear c. Tighten or replace mountings d. Replace pressure plate or flywheel e. Sand off if superficial, replace burned or heat checked parts

RATTLING-TRANSMISSION CLICK a. Throw-out fork loose on ball stud or in bearing groove b. Oil in driven plate damper c. Driven plate damper spring failure a. Check ball stud and retaining spring and replace if necessary b. Replace driven disc c. Replace driven disc

THROW-OUT BEARING "NOISE WITH CLUTCH a. Improper adjustment

FULLY ENGAGED a. Adjust linkage b. Throw-out bearing binding on transmission bearing retainer b. Clean, relubricate, check for burrs, nicks, etc.

c. Replace fork c. Insufficient tension between clutch fork spring and ball stud d. Fork improperly installed e. Weak linkage return spring d. Install properly e. Replace spring

NOISY a. Worn throw-out bearing b. Fork off ball stud (Heavy clicking) a. Replace bearing b. Install properly and lubricate fork fingers at bearing

PEDAL STAYS ON FLOOR WHEN DISENGAGED a. Bind in linkage b. Springs weak in pressure plate c. Over center spring too tight a. Lubricate and free up linkage b. Replace c. Loosen

HIGH PEDAL EFFORT a. Bind in linkage b. Driven plate worn a. Lubricate and free up linkage b. Replace driven plate

CLUTCH, S-M TRANSMISSIONS 45000 SYNCHROMESH 4 - 1 9

SECTION 4-C

3-SPEED SYNCHROMESH—45000

CONTENTS OF-SECTION 4-C

Paragraph Subject Page Paragraph Subject

4-13 Transmission Specifications 4-19 4-16 Disassembly of Transmission . . . .

4-14 Transmission Description 4-19 4-17 Transmission Assembly

4-15 Removal and Installation of 4-18 4400 Series 3-Speed Synchromesh

Transmission 4-23 Trouble Diagnosis

NOTE: 3-Speed synchromesh transmission is standard on 45 Series Cars.

Page

4-24

4-29

4-31

4 - 1 3 S-M TRANSMISSION SPECIFICATIONS

a. Bolt Tightening Specifications

Location

Thread-

Size

Side Cover Retaining Bolt (Use with 5/16 heavy lock washer) 5/16-18 x 7/8

Clutch Gear Bearing Retainer Bolt (Use with 5/16 internal tooth lock washer) . . . 5/16-18 x 3/4

Transmission Rear Extension Retaining Bolt (Use with 7/16 external tooth lock washer). 7/16-14 x 1 1/8

Torque

Ft. Lbs.

15-18

10-12

40-45 b. Transmission Specifications

Type 3-Speed Manual Shift Synchromesh

Mounting Unit with Engine

Lubricant

Type SAE 90 Transmission Multi-Purpose

Capacity 2 Pints

Type of Gearing • All Helical

Synchronization 2nd and 3rd Gears

Constant Mesh Gears 2nd Gear

Sliding Gears 1st and Reverse Gears

Gear Ratios

1st 2.58:1

2nd 1.48:1

3rd 1.00:1

Reverse 2.58:1

Gear Shifting Remote, on Steering Column c. Speedometer Gears

Speedometer Driving Gear (on Mainshaft) Press Fit

4 - 1 4 S-M TRANSMISSION

DESCRIPTION

The synchromesh transmission is solidly bolted to the rear face of the upper flywheel housing, forming a unit assembly with the engine. The clutch gear bearing retainer projects into a bore in the flywheel housing, serving as a pilot to center the transmission with the engine crankshaft.

a. Transmission Gears and

Shafts for a snap ring that fits between the transmission case and the front bearing retainer to hold the bearing and clutch gear in place.

The clutch gear extends through the clutch driven plate into an oil impregnated bronze bushing in the rear of the engine crankshaft. The rear of the clutch gear is supported by a ball bearing in the front of the transmission case.

The inner race of the bearing is a press fit on the clutch gear shaft The outer race is grooved

The front end of the mainshaft is piloted in a double set of roller bearings set into the hollow end of the clutch gear, while the rear end is supported by the transmission rear bearing and is a slip fit in the front end of the transmission rear extension. The outer

4 - 2 0 45000 SYNCHROMESH CLUTCH, S-M TRANSMISSIONS race is grooved for a snap ring which retains the race in the rear extension. The inner race is a press fit on the mainshaft. The bearing is prevented from moving forward by the second speed gear thrust washer, and retained at the rear by a snap ring fitted into a groove on the mainshaft.

The countergear is carried on roller bearings at both ends, while thrust is taken on washers located between each end of the gear and the case.

A hole in the hub of the countergear permits lubricant to reach the bearings and thrust washers.

The reverse idler gear is carried on ball indented bronze bushings. Forward thrust of the gear is taken on a washer located between the front of the gear and the case, while rearward thrust is taken on a radial needle bearing and a washer located between the rear of the gear and the case.

The reverse idler gear shaft is held in position by a pin passing through the case into the rear end of the shaft.

The second gear is mounted on the mainshaft in such a position that it is constantly in mesh with the countergear. The gear is free to rotate on the mainshaft except when engaged by the synchronizing assembly during second speed operation.

The first-reverse sliding gear is splined to the second-third speed clutch so that it can be moved forward to engage the countergear for first speed or rearward to engage the reverse idler for reverse.

b. Gear Shifting and

Synchronization

1. Gear Shifting - Shifter forks extending through the transmission side cover constitute the gear change mechanism. The forward lever moves the clutch sleeve forward or rearward to provide synchronized 2nd and 3rd speeds.

The rear lever moves the sliding ring gear forward or rearward to engage the countergear for 1st and reverse speeds. A shift interlock prevents both levers from moving at the same time. One lever must be in neutral position before the other will function.

2. Synchronization c. Speedometer Gears

The speedometer driving gear is a press fit on the mainshaft. Normally, when changing rear axle ratios it is unnecessary to change the driving gear. However, with certain ratios, changing the driving gear becomes necessary. See

Figure 4-27.

The driven gear and shaft is held in the rear extension by a fitting, lockplate, lock washer, and bolt.

An "O" ring provides a seal between the driven gear assembly and the rear extension.

Gear shift synchronization is provided in 2nd and 3rd speeds by a clutch sleeve with one synchronizing ring at each end. The front ring is positioned over the drive splines of the main drive gear.

The rear ring is positioned over the splines of the second speed gear. 4 lugs on the rings fit into slots in their respective gears, causing the rings to rotate when the gear rotates. This arrangement allows the ring to slide on the gear. An energizing spring, positioned in a groove on the gear, provides resistance to this movement. As the clutch sleeve is slid forward or rearward, the beveled outer diameter of the ring contacts the beveled inner diameter of the clutch sleeve. The ring, which is rotating at the same speed as the gear, causes the sleeve to rotate at the same s p e e d the g e a r is rotating.

Further movement of the sleeve forces the lugs of the synchronizing ring over the energizing spring on the gear. This resistance to movement of the ring, causes a more positive contact between the sleeve and the ring.

Thus, the sleeve and ring rotate at the same speed. Still further movement of the sleeve allows the internal drive splines of the sleeve to mesh with the external drive splines of the gear. This provides a positive engagement of the sleeve with the gear. Since the clutch sleeve is splined to the mainshaft, the gear is "locked" to the mainshaft.

d. Power Flow Thru

Transmission

1. First Gear - M e c h a n i c a l

Action - The shifter fork slides the ring gear into contact with the middle gear on the countergear. The countergear is in constant mesh with the main drive gear.

First Gear - P o w e r Flow -

Torque is i m p a r t e d to the countergear by the main drive gear. It is then transferred to the ring gear on the clutch sleeve by the middle gear on the countergear. The ring gear is splined to the clutch sleeve which, in turn, is splined to the mainshaft.

2. Second Gear - M e c h a n i c a l

Action - The ring gear is moved back to the neutral position and the clutch sleeve is moved rearward to engage the front part of the second speed gear. The second speed gear is in constant m e s h with the rear of the countergear.

Second Gear - Power Flow -

Torque imparted to the countershaft by the main drive gear is transmitted to the second speed gear. The second speed gear, now splined to the clutch sleeve, transmits torque to the mainshaft through the clutch sleeve.

V

1. Clutch Gear Bearing Retainer

2. Clutch Gear Bearing

3. Clutch Gear

4. Energizing Spring

6. Reverse Idler Gear

7. Second and Third Speed Clutch

Figure 4-16A—Transmission Cross-Section (Side View)

8. First and Reverse Sliding Gear

10. Second Speed Gear

11. Thrust Washer

12. Case Extension

13. Main Rear Bearing

15. Mainshaft

18. Front Pilot Bearing Rollers

19. Thrust Washer

20. Thrust Washer

21. Rear Pilot Bearing Rollers

22. Synchronizer Ring

36. Snap Ring

37. Countershaft

38. Thrust Washer

39. Roller Bearing

40. Countergear

41. Transmission Case

42. Roller Thrust Washer n

O m en

1 2 3 4 5 6 7 8 8A 9 10 11 12 13 14

\ \ \ \ \ \ | | \ \ 1 \ / / 1 /

| | g 29

1. Clutch Gear Bearing Retainer

2. Clutch Gear Bearing

3. Clutch Gear

4. Energizing Spring

5. Reverse Idler Shaft

6. Reverse Idler Gear

7. Second and Third Speed Clutch

8. First and Reverse Sliding Gear

8a. Thrust Bearing and Washer

Figure 4-16B—Transmission Cross Section (Top View)

9. Reverse Idler Shaft Pin

10. Second Speed Gear

11. Thrust Washer

12. Case Extension

13. Mainshaft Rear Bearing

14. Speedometer Drive Gear

15. Mainshaft

16. Bushing

17. Oil Seal

18. Front Pilot Bearing Rollers

19. Thrust Washer

20. Thrust Washer

21. Rear Pilot Bearing Rollers

22. Synchronizer Ring

23. Second and Third Shifter Fork

24. Second and Third Shifter Shaft

25. Detent Cam

26. Detent Cam Spring

27. " O " Ring Oil Seal

28. Second and Third Shifter Lever

29. First and Reverse Shifter Lever

30. Slide Cover

31. First and Reverse Shifter Fork

32. Interlock Retainer

n

n t o

O

CLUTCH, S-M TRANSMISSIONS

3. 3rd or Direct Gear - Mechanical Action - The clutch sleeve is moved forward to engage the rear of the main drive gear. The ring gear remains in the neutral position. Thus the main drive gear is in contact with the mainshaft through the clutch sleeve.

3rd or Direct Gear - Power Flow

- Torque imparted to the main drive gear is applied directly to the mainshaft through the clutch sleeve.

4. Reverse Gear - Mechanical

Action - The shifter fork slides the ring gear rearward to engage the rear gear on the reverse idler gear. The forward gear of the idler gear is always in constant mesh with the middle gear on the countergear. The clutch sleeve is in the neutral position.

Reverse Gear - Power Flow -

Torque imparted to the main drive gear is applied to the countergear. The middle gear on the counter, being in mesh with the idler gear, transmits the torque to the idler gear. The idler gear, in turn, is in mesh with the ring gear and t r a n s m i t s torque to it and the clutch sleeve to which the ring gear is splined.

The clutch sleeve then turns the mainshaft.

4 - 1 5 REMOVAL AND

INSTALLATION OF

TRANSMISSION

a. Removal From Vehicle

1. D r a i n l u b r i c a n t f r o m transmission.

2. Disconnect the speedometer cable from speedometer driven gear fitting and disconnect shift control rods and equalizer from the shifter l e v e r s at the transmission.

3. Remove propeller shaft as outlined in Group 6. Support rear of engine and remove transmission mounting block-to-support (cross

45000 SYNCHROMESH 4 - 2 3

FIRST GEAR RATIO 2.58 TO 1

SECOND GEAR RATIO 1.48 TO

THIRD GEAR RATIO 1 TO 1

REVERSE GEAR RATIO 2.58 TO 1

Figure 4-17—Transmission Power Flow

4 - 2 4 45000 SYNGHROMESH CLUTCH, S-M TRANSMISSIONS member) bolts and washers. Remove support-to-frame bolts and w a s h e r s and remove support.

4. Remove the 2 top transmission to clutch housing cap screws and insert 2 transmission guide pins,

Tool J-1126, in these holes.

5. Remove the 2 lower transmission to clutch housing cap screws.

6. Slide the transmission straight back on guide pins until the clutch gear is free of splines in the clutch disc.

7. Remove transmission f r o m under the body.

b. Installation in Vehicle

1. Install guide pin, Tool J-1126, in upper right transmission to clutch housing bolt hole for alignment and place transmission on guide pin. Rotate transmission as necessary and start clutch gear shaft into clutch disc and slide transmission forward.

2. Install the two lower transmission mounting bolts and lock washers and tighten securely. Remove guide pin and install upper mounting Dolts and lock washers.

Torque to 45-60 ft. lbs.

3. Position the transmission support under transmission mounting b r a c k e t . Install transmission support and .support-to-mounting block bolts and washers.

4. Install propeller shaft as outlined in Group 6.

6. Remove speedometer driven gear and add 1/2 pint of transmission lubricant to housing.

Install speedometer driven gear.

7. Connect speedometer cable to driven gear and tighten securely.

8. F i l l t r a n s m i s s i o n with lubricant.

c. Transmission Alignment

If transmission slips out of high gear, particularly at 50 MPH and above, and all other probable c a u s e s outlined in paragraph

4-23 have been eliminated, the alignment of the engine crankshaft pilot, clutch housing bore, and the transmission should be checked.

A s p e c i a l todl, on which is mounted a dial indicator, is necessary to check the transmission rear bearing bore alignment. This tool may be made from a new or good used clutch gear which has a good bearing surface on the crankshaft pilot and f r o n t main bearing. The splines on the clutch gear shaft should be ground in so the shaft may be rotated in the clutch disc hub without interference when assembled in the car. Weld a piece of 1/4

rod, 8" long, in the mainshaft pilot bore. Assemble a good bearing on the shaft and secure it with a clutch gear bearing nut.

1. Remove the transmission from the c a r and c o m p l e t e l y disassemble.

2. Install the case extension on the c a s e and t i g h t e n the extension-to-case bolts securely.

on the transmission mounting in the normal position.

8. With the dial indicator, check the readings of the rear bearing bore at the 12, 3, 6, and 9 o'clock positions.

9. I n s t a l l temporary s l o t t e d shims between the transmission case and the clutch housing in the quantities and at the bolt locations as necessary to bring misalignment at the transmission rear bearing bore to a maximum of .010" indicator reading in either the horizontal or vertical plane.

NOTE: INSTALLATION OF A

.002

SHIM BETWEEN THE

TRANSMISSION CASE AND THE

CLUTCH HOUSING AT TWO

BOLT LOCATIONS OPPOSITE

TO THE HIGH INDICATOR

READING WILL CHANGE THE

TRANSMISSION REAR BORE

READING APPROXIMATELY

.003" to .004

10. After the position and quantity of shims has been determined and recorded, transmission case and extension may be removed.

3. Install the special tool with the dial indicator in the transmission case, with the face of the indicator and the tracing finger to the rear of the transmission.

Secure in place with a clutch gear bearing retainer.

4. Rotate the gear and make final adjustment of the indicator with the tracing finger to the rear of the case and in the center of the rear bearing bore in the case extension.

5. A s s e m b l e the transmission case to the clutch housing and tighten the four transmission mounting bolts securely.

6. Install transmission support and s u p p o r t - t o - transmission mounting block bolts.

7. Remove the jack or other support from under the engine and let the weight of the engine rest

4 - 1 6 DISASSEMBLY OF

TRANSMISSION a. Major Disassembly

1. Remove the capscrews from the transmission side cover. Remove the side cover and gasket.

2. R e m o v e e x t e n s i o n - t o t r a n s m i s s i o n case bolts and lock washers. Pull extension and mainshaft assembly from transmission case, leaving second and third speed clutch assembly and first-reverse ring gear in the case. Do not force the mainshaft.

If necessary, rotate the second third speed clutch slightly to aid removal. See Figure 4-20.

CLUTCH, S-M TRANSMISSIONS

45000 SYNCHROMESH 4 - 2 5

Figure 4-18—Exploded View of 3-Speed Synchromesh Transmission

1. Clutch Gear Bearing Retainer

2. Bearing Retainer Gasket

3. Bearing Nut and Oil Slinger

4. Bearing Snap Ring

5. Clutch Gear Bearing

6. Clutch Gear

7. Energizing Spring

8. Front Pilot Bearing Roller

9. Thrust Washer

10. Thrust Washer

11. Rear Pilot Bearing Rollers

12. Transmission Case

13. Synchronizer

14. Snap Ring

15. Second and Third Speed Clutch

16. First and Reverse Sliding Gear

17. Mainshaft

18. Second Speed Gear

19. Thrust Washer

20. Mainshaft Rear Bearing

21. Snap Ring

22. Speedometer Drive Gear

23. Case Extension Gasket

24. Rear Bearing Snap Ring

25. Case Extension

26. First and Reverse Shifter Lever" O " Ring

27. Second and Third Shifter Lever" O " Ring

28. Thrust Washer

28a. Thrust Bearing

28b. Thrust Bearing Washer

29. Reverse Idler Gear

30. Reverse Idler Shaft Pin

31. Reverse Idler Shaft

32. Countershaft

33. Countergear and Roller Thrust

Washers

34. Bearing Roller

35. Countergear

Shifter Interlock Retainer Stud Nut

Shifter Interlock Retainer Stud Nut lock

Shifter Interlock Retainer

Second and Third Shifter Fork

First and Reverse Shifter Fork

Shifter Interlock Shaft

First and Reverse Shifter Lever (Inner)

Shifter Fork Spacer

Shifter Fork Washer

Shifter Fork Retainer

Second and Third Shifter Lever (Inner)

Detent Cam Retainer

First and Reverse Detent Cam

Detent Cam Spring

Second and Third Detent Cam

Side Cover

First and Reverse Shifter Lever (Outer)

Second and Third Shifter Lever (Outer)

4 - 2 6 45000 SYNCHROMESH

CLUTCH GEAR

BEARING RETAINER

CLUTCH, S-M TRANSMISSIONS

TRANSMISSION

CASE

EXTENSION

SIDE COVER

Figure 4-19—Transmission Identification

3. Slide the first-reverse sliding gear off the clutch sleeve, and remove through the side cover opening.

MAINSHAFT&

EXTENSION

NOTE: Mark the first-reverse sliding gear and the clutch sleeve so they can be reassembled in the same position.

4. Remove the clutch assembly from the clutch gear and then r e m o v e through the side cover opening.

5. R e m o v e the p i l o t bearing rollers from clutch gear.

6. Remove the four clutch gear bearing retainer s c r e w s and washers. Remove retainer and gasket.

7. Using Tool J-5777, remove the countershaft. Leaving the tool in place, lower the countergear to the bottom of the case. See Figure 4-21.

NOTE: It is necessary to lower the countergear in order to provide clearance for clutch gear removal.

8. Remove clutch gear bearing snap ring. See Figure 4-22.

SNAP RING

CLUfChf

GEAR

BEARING

CLUTCH &

FIRST-REVERSE

RING GEAR

CASE

Fiaure 4-20—Mainshaft Removal Figure 4-21—Removing Countershaft

Figure 4-22—Clutch Gear Snap

Ring Removal

CLUTCH, S-M TRANSMISSIONS

J MOVE BEARING

BACK INTO CASE

45000 SYNCHROMESH 4 - 2 7

Figure 4-23—Clutch Gear

Bearing Removal

9. Tap the end of the clutch gear with a soft hammer, moving the bearing and gear assembly back into the case. Remove the assembly through the rear of the case.

See Figure 4-23.

10. Remove the countergear assembly through the rear of the case.

11. Using a drift pin, drive the idler shaft lock pin into the shaft.

12. Drive the idler gear shaft out of the case, being careful not to turn the shaft. See Figure 4-24.

CAUTION: Do not allow the idler shaft to rotate causing the lock pin to drop down. Damage to the washers could result.

13. Carefully remove the idler gear, thrust washer, thrust bearing, and bearing washer.

Figure 4-25—Mainshaft Removal

14. To remove mainshaft from extension, expand the bearing snap ring and tap the rear of the mainshaft with a soft hammer.

Remove the complete mainshaft assembly from the extension. See

Figure 4-25.

b. Mainshaft Repair

1. Remove speedometer d r i v e gear with plates. See Figure 4-26.

2. Remove bearing to mainshaft snap ring. Press bearing off shaft.

3. Remove second speed gear thrust washer and second speed gear.

4. Inspect and replace worn or damaged parts.

5. Lubricate bore of second speed gear, and install on mainshaft.

6. Install bearing. Make sure the g r o o v e in O.D. of bearing is toward second speed gear.

7. Install correct size snap ring.

Determine size by using ring that gives no more than .004

of end play between bearing and shaft.

REAR BEARING

Figure 4-26—Removing Speedometer

Driving Gear

8. Start speedometer drive gear on shaft with chamfered I.D. of gear toward bearing. Press gear on shaft until forward face of gear is 7/8" from face of bearing. See Figure 4-27.

c. Clutch Gear Bearing

Repair

1. Place the clutch gear in a vise with soft jaws, and remove the bearing retainer nut and o i l slinger using Tool J-0933. See

Figure 4-28.

2. Install gear and bearing in transmission case. Next, install snap ring on bearing.

3. Using a soft hammer, remove the bearing from the shaft by tapping the clutch gear shaft back into the case.

4. Remove the bearing from the c a s e by tapping with a soft hammer.

5. After cleaning and inspecting all parts, replace any that are damaged or excessively worn.

SPEEDOMETER

DRIVE GEAR

SECOND SPEED GEAR

Figure 4-24—Idler Shaft Removal

ENERGIZING

SPRING

SNAP RING

THRUST WASHER

Figure 4-27—Mainshaft Identification

4 - 2 8 45000 SYNCHROMESH CLUTCH, S-M TRANSMISSIONS

Figure 4-28—Removing Retainer Nut and Oil Slinger

6. Replace the bearing on the clutch gear shaft with the snap ring groove to the front.

7. Using Tool J-0933, install the bearing retainer nut and o i l slinger. Tighten enough to permit free movfc.nent of the bearing. Lock in place by staking into hole with a center punch. Care must be taken not to damage the shaft threads.

d. Clutch Sleeve and

Synchronizer Rings

1. Remove the first-reverse sliding g e a r from the c l u t c h assembly.

2. Turn the synchronizer ring in the clutch sleeve until the ends of the synchronizer ring retainer can be seen through the slot in the clutch sleeve.

3. Using Tool J-0932, expand the retainer into the counterbore in

CLUTCH

SLEEVE

SYNCHRONIZER

RING

Figure 4-29—Removing Synchronizing

Rings

Figure 4-30—Installing Synchronizing

Rings the clutch sleeve. This raises the retainer from the groove in the ring so that the ring may be e a s i l y slipped out. See Figure 4-29.

4. Check the synchronizing rings for wear or looseness in the clutch sleeve. If rings are damaged in any way, it will be necessary to replace the clutch sleeve and both synchronizer rings.

5. Place each synchronizer retainer in its respective ring.

Check for any rocking or excessive looseness. Excessive rocking w i l l not p e r m i t proper synchronization. R e p l a c e any worn or damaged parts.

6. Install the ring retainers in the counterbores in the ends of the clutch sleeve.

7. Insert Tool J-0932 in the opening in the clutch sleeve. Expand

ENERGIZING SPRING

LOCATE OFFSET END OF SPRING BETWEEN

3RD AND 4TH TEETH OF EITHER BANK OF TEETH

Figure 4-31— Energizing Ring Location the retainer with the fingers just enough to catch the tips of the tool jaws. Then open the jaws of the tool enough to expand the retainer back into the counterbore and allow the ring to slip in the sleeve. Install both rings in this manner.

CAUTION: Make s u r e the retainers are seated in the groove all the way around the ring, so that the ring can turn freely. See

Figure 4-30.

8. Install the first-reverse sliding gear on the clutch sleeve.

e. Synchronizer Energizing

Springs

1. It will be noticed upon examining these springs that one of the ends is slightly offset. Each spring must be assembled in its groove in the clutch gear and second speed gear. The offset or locking end must be between the third and fourth teeth in either bank of teeth. See Figure 4-31.

2. Under n o r m a l operation it should never be necessary to replace the energizing springs.

However, should an energizing s p r i n g be removed f o r any reason, a new spring should be used for replacement.

f. Side Cover Repair

1. Bend taps on the shifter shaft nut retainers downward and remove nuts, nut retainers, and shifter shaft retainer.

2. Remove detent cam spring.

3. Remove cam retaining ring and cams.

4. Using a soft hammer, remove the s h i f t e r shaft and fork assemblies.

5. Remove interlock shaft.

6. Clean all parts and inspect for damage or excessive wear. Check the "O" rings at the ends of the shifter shafts for wear. Replace any parts required.

CLUTCH, S-M TRANSMISSIONS 45000 SYNCHROMESH 4 - 2 9

7. Install interlock shaft.

8. Lubricate the shifter shafts with transmission oil. Align the shaft of the lst-reverse shaft in the hole and tap in place with a soft hammer. Position interlock so as to clear shaft.

9. Repeat above procedure with the 2nd-3rd shifter shaft and fork assembly.

10. Install the detent cams with the lst-reverse cam on top of the 2nd-3rd detent cam. Retain with the special retaining ring.

11. Install detent cam spring.

12. Install shifter shaft retainer, nut retainers and nuts. Torque to 3-5 ft. lbs.

4. Coat a new idler shaft lock pin with Permatex No. 2 or its equivalent. Drive it in approximately

1/16" beyond flush with the case.

Peen the hole slightly.

5. Install idler shaft expansion plug in case.

6. Place some cup grease in the roller bearing area on each end of countergear. I n s e r t Tool

J-5777 in countergear. Install 25 roller bearings in each end. Apply grease to bearing thrust washers; place one of each at each end of countergear. See Figure 4-34.

7. Insert countergear (with Tool

J-5777) in transmission case and rest it on bottom of case.

CASE

EXTENSION

J-21424-9

Figure 4-32—Installing Extension

Bushing

8. Place some cup grease in the mainshaft pilot hole in the clutch gear and install the roller bearings. Install the larger group of

14 bearings and then the washer with the small I.D. Next install the washer with the large I.D. and g. Extension Bushing and

Oil Seal

If bushing in rear of extension requires replacement, remove oil seal with the aid of a screwdriver. Using Remover J-21424-9 and Drive Handle J-8592, drive bushing back into the extension.

Using the same tools, install a new bushing in the extension from the rear. Drive it in until the end of the bushing is slightly below counterbore for oil seal. Coat

I.D. of bushing with transmission lubricant and install new oil seal using Tool J-8613.

WRONG ANGLE

4 - 1 7 TRANSMISSION

ASSEMBLY

1. Coat reverse i d l e r thrustwashers and the thrust bearing with grease and install as shown in Figure 4-33. Coat bushings with transmission lubricant.

2. Place gear assembly in position in case with thrust bearing toward rear.

3. Install the idler shaft, making sure the lock pin hole in the shaft lines up with the hole in the case at the same angle. See Figure

4-26.

PROPER ANGLE

Figure 4-33—Reverse Idler Gear

4 - 3 0 45000 SYNCHROMESH

COUNTERGEAR

THRUST WASHER

CLUTCH, S-M TRANSMISSIONS

CLUTCH GEAR

BEARING

RETAINER

COUNTERGEAR BEARINGS

Figure 4-34—Countergear and Bearings Figure 4-36—Clutch Gear Bearing

Retainer O i l Slot then the group roller bearings.

of 24 smaller

9. Insert clutch gear from inside case and using a soft drift, tap the outer race of the clutch gear bearing (back of gear) until the bearing locating ring groove is outside the front of the case.

Drive the assembly straight to prevent damage. See Figure 4-35.

14. After shaft is aligned as described above and as shown in

Figure 4-37, drive shaft into case until the flat on shaft is flush with case.

10. Install snap ring on bearing and tap clutch gear rearward until snap ring is firmly against case.

c o u n t e r g e a r with shaft and tap shaft thru, pushing Tool J-5777 out front of case. Be sure the flat on the end of countershaft is horizontal and to the bottom of the case. See Figure 4-37.

CAUTION: Flat on shaft must be horizontal and at bottom of case in order to allow the rear extension to fitproperly.

11. Install the clutch gear bearing retainer and gasket. Make sure the oil slot in the retainer lines up with the oil slot in the front face of the case. Do not allow the gasket to protrude beyond the edge of the retainer.

See Figure 4-36.

15. Assemble the first-reverse sliding gear on the clutch sleeve noting alignment marks made at disassembly.

Insert this assembly into the side cover opening by tipping the front end of the unit into the opening f i r s t . Align the lug of the synchronizing ring with the slot in the clutch sleeve when positioning the assembly on the clutch gear. See Figure 4-38.

16. Install mainshaft in extension and secure with snap ring.

12. Coat the retainer screws with

Permatex No. 2 or equivalent and install in retainer, u s i n g the special shakeproof w a s h e r s .

Tighten to 12-15 ft. lbs. torque.

ALIGN COUNTERSHAFT

WITH RECESSED FACE

IN THIS POSITION

AND FLUSH WITH

CASE

13. Lubricate and insert countershaft in rear of case. A l i g n

Figure 4-35—Clutch Gear Installation Figure 4-37—Countershaft Alignment

CLUTCH, S-M TRANSMISSIONS 45000 SYNCHROMESH 4 - 3 1

17. Install gasket on transmission case rear face.

to transmission using a new gasket. Coat screws with Permatex No. 2 or equivalent. Torque to 15-18 ft. lbs.

18. Align lugs on synchronizer rings with slot in mainshaft so that the lugs slide in slots on gear. Be sure that the clutch gear roller bearings are still in position. Push the shaft into the clutch sleeve until the extension is tight against the case. See

Figure 4-39.

20. Attach control levers to studs on shifter forks. Torque to 6-9 ft. lbs.

21. Fill transmission with 2 pints of SAE 90 transmission lubricant.

MAINSHAFT &

EXTENSION

CASE

NOTE: Coat the lower extension bolt with Permatex No. 2 or equivalent b e f o r e installation.

Torque to 40-45 ft. lbs.

19. Place transmission gears in neutral and shift forks on side cover in neutral. Install cover

CLUTCH A N D "

RING GEAR

ASSEMBLY

Figure 4-38—Installing Clutch and

Ring Gear

CLUTCH &

FIRST-REVERSE

RING GEAR

Figure 4-39—Mainshaft and Extension

Installation

4 - 1 8 4 5 0 0 0 SERIES 3-SPEED SYNCHROMESH TRANSMISSION TROUBLE DIAGNOSIS

SYMPTOM AND PROBABLE CAUSE

SLIPS OUT OF HIGH GEAR a. Transmission loose in clutch housing.

b. Control rods interfere with clutch throw-out lever.

c. Control linkage does not work freely, binds.

d. Does not fully engage.

e. Damaged mainshaft pilot bearing.

f. Clutch gear bearing retainer broken or loose.

g. Dirt between transmission case and clutch housing causing misalignment.

h. Damaged or worn crankshaft pilot bushing.

PROBABLE REMEDY a. Tighten mounting bolts.

b. Replace or bend levers and rods to eliminate interference.

c. Adjust and free up shift linkage. Torque reactions of engine should not cause the lever on transmission to move. The movement of transmission with respect to body and frame should be transferred to the control linkage.

d. Measure length of engagement pattern on clutching teeth. If less than 7/64", check for bent levers, shifter shafts, detent cam plates, control rods and other shift linkage.

Replace or straighten defective parts.

e. Replace pilot bearing.

f. Tighten or replace clutch gear bearing retainer.

g. Clean mating surface. (Remove burrs etc.)

Check alignment of housing on engine block.

h. Replace crankshaft pilot bushing.

4 - 3 2 45000 SYNCHROMESH CLUTCH, S-M TRANSMISSIONS

SYMPTOM AND PROBABLE CAUSE

SLIPS OUT OF LOW AND/OR REVERSE a. First and/or Reverse gears damaged from operating during partial engagement.

b. Improper mated splines on inside of first and reverse gear and/or external spline on 2nd and 3rd clutch sleeve.

c. Improperly adjusted linkage.

NOISY IN ALL GEARS a. Insufficient lubricant.

b. Worn counter gear bearings.

c. Worn or damaged clutch gear and countershaft drive gear.

d. Damaged clutch gear or mainshaft ball bearings.

e. Damaged speedometer gears.

NOISY IN HIGH GEAR a. Damaged clutch gear bearing.

b. Damaged mainshaft bearing.

c. Damaged speedometer gears.

NOISY IN NEUTRAL WITH ENGINE

RUNNING a. Damaged clutch gear bearing.

b. Damaged mainshaft pilot bearing roller.

NOISY IN ALL REDUCTION GEARS a. Insufficient lubricant.

b. Worn or d a m a g e d clutch g e a r or countergear.

NOISY IN SECOND ONLY a. Damaged or worn second speed constant mesh gears.

b. Worn or damaged c o u n t e r g e a r rear bearings.

PROBABLE REMEDY a. Determine cause, for example, worn shift fork and control lever or rod interference.

Replace worn or bent parts.

b. Replace 2nd or 3rd speed clutch sleeve and/or first, and reverse sliding g e a r .

Possible correction is to change index of gear on clutch sleeve approximately 180° and/or turning the rear side of first and reverse gear to the f r o n t of the transmission.

c. Adjust linkage.

a. Fill to correct level.

b. Replace countergear bearings and shaft.

c. Replace worn or damaged gears.

d. Replace damaged bearings.

e. Replace damaged gears.

a. Replace damaged bearing.

b. Replace damaged bearing.

c. Replace speedometer gears.

a. Replace damaged bearing.

b. Replace damaged bearing roller.

a. Fill to correct level.

b. Replace faulty or damaged gears.

a. Replace damaged gears.

b. Replace countergear bearings and shaft.

CLUTCH, S-M TRANSMISSIONS 45000 SYNCHROMESH 4 - 3 3

SYMPTOM AND PROBABLE CAUSE

NOISY IN LOW AND REVERSE ONLY a. Worn or damaged first and reverse sliding gear.

b. Damaged or worn countergear.

NOISY IN REVERSE ONLY a. Worn or damaged reverse idler gear.

b. Worn reverse idler gear bushings.

c. Damaged or worn reverse countergear.

EXCESSIVE BACKLASH IN SECOND ONLY a. Second speed gear thrust washer worn.

b. Mainshaft rear bearing not properly installea in case.

c. Worn countergear rear bearing.

EXCESSIVE BACKLASH IN ALL REDUCTION

GEARS a. Worn countergear bearings.

b. Excessive end play in countergear.

LEAKS LUBRICANT a. E x c e s s i v e amount of l u b r i c a n t in transmission.

b. Loose or broken clutch gear b e a r i n g retainer.

c. Clutch gear b e a r i n g retainer g a s k e t damaged.

d. Cover loose or gasket damaged.

e. Operating shaft seal leaks.

f. Idler shaft expansion plugs loose.

g. Countershaft loose in case.

h. Lack of sealant on bolts.

i. Worn extension oil seal.

PROBABLE REMEDY a. Replace worn gear.

b. Replace countergear assembly.

a. Replace reverse idler gear.

b. Replace reverse idler gear.

c. Replace countergear assembly.

a. Replace thrust washer.

b. Replace bearing, lock or case as necessary.

c. Replace countergear bearings and shaft.

a. Replace countergear bearings and shaft.

b. Replace countergear thrust washers.

a. Drain to correct level.

b. Tighten or replace retainer.

c. Replace gasket.

d. Tighten cover or replace gasket.

e. Replace operating shaft seal.

f. Replace expansion plugs.

g. Replace case.

h. Coat bolts with sealant.

i. Replace seal.

4 - 3 4 45000 SYNCHROMESH

J-8092

CLUTCH, S-M TRANSMISSIONS

J-21424-9

J-0933-01 J-0932

J-5586

Figure 4-40—3-Speed - Synchromesh

Tools

J-5777

CLUTCH, S-M TRANSMISSIONS 46000 SYNCHROMESH 4 - 3 5

SECTION 4-D

3-SPEED- SYNCHROMESH—46000

Paragraph Subject

CONTENTS OF SECTION 4-D

Page Paragraph Subject Page

4-19 Specifications 4-35 4-22 Disassembly and Assembly . . . .

4-20 Description 4-35 4-23 46000 Series 3-Speed Synchromesh

4-21 Removal and Installation 4-39 Trouble Diagnosis

NOTE: 3-Speed Synchromesh Transmission is Standard on 46 Series C a r s .

4 - 1 9 TRANSMISSION SPECIFICATIONS

a. Tightening Specifications

Thread

Part Location Size

4-40

4-47

Torque

Ft. Lbs.

Bolt Extension Adapter to Case Special 20-30

Bolt Extension to Case (3 Upper Location) 1/2-13 x 1 5/8 35-45

Bolt Extension to Case (2 Lower Location) 7/16-14 x 1 1/8 20-30

Bolt Upper Flywheel Housing to Cylinder Block 7/16-14 x 1 3/4 45-60

Bolt Lower Flywheel Housing to Cylinder Block 5/16-18 x 1/2 15-20

Screw Lower Flywheel Housing to Upper Flywheel Housing 1/4-20 x 5/8 15-20

Nut Shifter Lever to Shifter Shaft 5/16-18 10-15

Bolt Control Housing to Case 5/16-18 x 7/8 15-20

Bolt Main Drive Gear Bearing Retainer to Case 5/16-18 x 3/4 15-20 b. Transmission Specifications

Mounting Unit with Engine

Oil Capacity 3 1/2 Pints

Type of Gearing All Helical

Transmission Ratios

In First 2.490 to 1

In Second 1.587 to 1

In Third 1 to 1

In Reverse 3.154 to 1

4 - 2 0 S-M TRANSMISSION

DESCRIPTION

The synchromesh transmission is solidly bolted to the rear face of the flywheel upper housing, to form a unit assembly with the engine. The transmission drive gear s h a f t extends the clutch driven plate into a bronze bushing seated in the rear end of the engine c r a n k s h a f t . The front bearing retainer projects into a b o r e in the flywheel housing, serving as a pilot to center the transmission with the e n g i n e crankshaft.

a. Transmission Gears and

Shafts

The transmission main drive gear is supported by a ball bearing which is a slip fit in the front wall of the transmission case.

The ball bearing is shielded on the rear side by a slinger washer.

This washer is held tight against a shoulder on the drive gear by the bearing pressed against it.

The bearing is prevented from moving away from the washer by a selective fit snap ring in a groove in the drive gear shaft.

The outer race of the bearing is grooved for a snap ring which fits between the transmission case and the front bearing retainer to hold the bearing and main drive gear in place. See Figure 4-77.

The front end of the transmission main shaft is piloted in the bored rear end of the main drive gear by 14 loose rollers. The rear end of the main shaft is supported by the transmission r e a r bearing which is a slip fit in the rear wall of transmission case. The outer race of the rear b e a r i n g is grooved for a snap ring which fits

SECOND SPEED

SYNCHRONIZING-

RING

SECOND AND THIRD SPEED

CLUTCH ASSEMBLY

THIRD SPEED

SYNCHRONIZING RING

FRONT BEARING

RETAINER

SECOND SPEED

GEAR

FIRST AND

REVERSE GEAR

REAR BEARING

RETAINER

CASE EXTENSION

SPEEDOMETER

DRIVE GEAR

CASE EXTENSION

OIL SEAL

COUNTERSHAFT

BEARING ROLLERS

COUNTERSHAFT

THRUST WASHER

COUNTERSHAFT

BEARING SPACER

COUNTERGEAR

THRUST WASHERS

n

Figure 4-77—Cross Section of 46000 3-Speed Synchromesh Transmission

CLUTCH, S-M TRANSMISSIONS 46000 SYNCHROMESH 4 - 3 7 between the transmission case and the rear bearing retainer.

The inner race of the bearing is retained between a shoulder on the main shaft and a snap ring in a groove in the shaft.

The transmission countergear is supported by a set of 22 needle rollers on each end of the countershaft. The countershaft is held in position by its tight fit in the forward hole and by a lock plate between it and the reverse idler gear shaft. A tubular spacer separates the two sets of rollers and two washer-type spacers are located at the outer ends of each set to hold the rollers in position.

End thrust is taken by a single thrust washer in the front and two thrust washers in the rear.

A hole in the hub of the countergear permits lubricant to reach the bearings and thrust washers.

The reverse idler gear is provided with a bronze bushing and is supported on a shaft which is held stationary a a l o c k plate between it and the countershaft.

End clearance of the gear permits lubricant to reach the bushing. The second speed gear is provided with a bronze bushing and is mounted on the mainshaft in such a position that it is constant mesh with the countergear.

It is held in position b e t w e e n the front shoulder of the firstreverse gear splines and the hub of the synchronizer assembly.

The gear is free to rotate on the mainshaft except when engaged by the synchronizing assembly during second speed operation.

See Figure 4-77.

The first-reverse sliding gear is splined to the mainshaft to the rear of the second speed gear so that it can be moved forward to engage the countergear for first speed or rearward to engage the reverse idler for reverse.

b. Gear Shift and

Synchronization

The synchronizing assembly and the first-reverse gear are actuated by the shift mechanism. The gear s h i f t mechanism is described in Group 4A. The synchronizing assembly is splined to the mainshaft to transmit drive when the assembly is engaged with either the drive gear (third speed) or the second speed gear. The synchronizing assembly includes a hub, sleeve, shift plates, springs and blocking rings which act to synchronize the speed of the gear to be engaged with the speed of the hub during a shift into either second or third speed. As the sleeve moves toward the gear to be engaged, the shift plates press the blocking ring into contact with the gear, after which the springs allow the shift plates to slide out of the detent notches in the sleeve to permit the sleeve to engage the gear quietly and easily.

c. Speedometer Gears

The speedometer driving worm gear is held against a shoulder on the transmission mainshaft by forward pressure of the front companion flange. When changing rear axle ratios it is necessary to change the driven gear, and on some axle ratios it is necessary to change the driven worm gear.

The speedometer driven gear assembly consists of a sleeve, a g e a r and shaft, an "O" ring sleeve seal, a sleeve retainer and bolt. The driven gear sleeve is a slip fit in the rear bearing retainer. The sleeve is held in place by a retainer which fits into a slot in the sleeve and is bolted to the rear bearing retainer. The gears are lubricated by splash f r o m the transmission. The speedometer cable is attached to the sleeve by a threaded sleeve on the cable casing.

retained by a heavy steel washer and bolt. The length of the front companion flange is such that it bottoms against the speedometer drive gear. An oil seal is located in the rear end of the rear bearing retainer with the seal lip contacting the companion flange.

e. Power Flow Through

Transmission

1. In first speed, the first speed sliding gear is slid forward on the mainshaft splines so that it engages its corresponding g e a r on the countergear. See Figure

4-78 to follow the power flow.

2. In second speed, the clutch sleeve is slid rearward on the synchronizer hub so that it first synchronizes the speed of the second gear, then engages the projecting teeth on the second gear. See Figure 4-78.

3. In t h i r d speed, the clutch sleeve is slid forward on the synchronizer hub so that it first synchronizes the speed of the drive gear, then engages the projecting teeth on the drive gear.

See Figure 4-78.

4. In reverse, the first-reverse g e a r is slid rearward on the mainshaft splines so that it engages the reverse idler, which is in constant mesh with a corresponding gear on the countergear. The idler gear reverses the direction of rotation of the complete drive train in the rear of the reverse idler.

f. S-M Transmission Shift

Control Mechanism

Both shift levers are located on the left side of the transmission.

The forward lever controls the second-third shift; the rear lever controls the first-reverse shift.

d. Front Companion Flange

The front companion flange is splined to the rear end of the transmission mainshaft and is

When the second-third shift lever is moved forward by the equalizer lever, a shift shaft with an integral notched cam is rotated to

4 - 3 8 46000 SYNCHROMESH

FIRST GEAR

SECOND GEAR

THIRD GEAR

RATIO 2.490 TO 1

RATIO 1.587 TO

RATIO 1 TO 1

REVERSE 3.154 T O !

Figure 4-78—Transmission Power Flow

CLUTCH, S-M TRANSMISSIONS cause a shift fork to move rearward. This moves the c l u t c h sleeve rearward to first synchronize the speed of the second gear and then to engage the projecting teeth on the second gear. When the second-third lever is moved rearward, the notched cam is rotated in the other direction and the clutch sleeve is moved forward to f i r s t synchronize the speed of the drive gear and then to engage the projecting teeth on the drive gear.

When the first-reverse lever is moved rearward, a shift shaft with an integral notched cam is rotated to cause a shift shoe to move forward. This moves the firstreverse gear forward to engage i t s corresponding part on the countergear. When the firstreverse lever is moved forward, the notched cam is rotated in the other direction and the firstreverse gear is moved rearward to engage the reverse idler gear.

When either shift lever is moved from the center or neutral position, an interlock mechanism located between the second-third shift cam and the first-reverse shift cam prevents the other shift lever from being moved from its neutral position. T h i s prevents the possibility of shifting into two gears at once, which would lockup the transmission.

The interlock mechanism consists of an interlock sleeve, pin, spring and two balls. Each shift shaft cam has three grooves into which the interlock springs pushes the balls; these detents make a definite position for e a c h shift.

Each cam is lower in the center or neutral position and higher each side of the neutral position.

When either cam is shifted out of the neutral position, the interlock sleeve is slid over so that is almost touches the other cam which is in the neutral position. The interlock sleeve therefore prevents this other cam from being shifted out of its neutral position

CLUTCH, S-M TRANSMISSIONS 46000 SYNCHROMESH 4 - 3 9 unless the first cam is returned to neutral.

4 - 2 1 REMOVAL AND

INSTALLATION OF

SYNCHROMESH

TRANSMISSION a. Removal of Transmission

1. If transmission is to be disassembled, d r a i n transmission lubricant. Fill with kerosene and run transmission in neutral about

15 seconds. Drain kerosene.

2. Mark front companion flange and propeller shaft so that these parts can be reassembled in the same relative position. Remove

U-bolts attaching front companion flange to propeller shaft. Slide front propeller shaft rearward as far as p o s s i b l e for working clearance.

3. Disconnect shift linkage from transmission by first removing e q u a l i z e r spring. Slide shift equalizer to full left position to disengage it from 2nd-3rd shift lever, then slide equalizer to right to remove from support pin. Remove transmission 1st-reverse shift lever from shift shaft. By disconnecting shift linkage in this way, shift linkage is not disturbed and s h o u l d not r e q u i r e readjusting.

4. Disconnect speedometer cable from transmission.

5. Loosen all three exhaust pipe joints so that transmission and rear end of engine can be lowered.

6. Disconnect clutch push rod.

7. Remove two bolts attaching transmission mounting pad to transmission s u p p o r t . Leave m o u n t i n g pad b o l t e d to transmission.

8. Place a flat wood block on jack.

Jack under engine pan until transmission mounting pad just clears transmission support.

9. Remove four bolts attaching transmission support to body members. Remove support, then lower jack so that transmission will clear underbody during removal.

10. Remove upper left transmission to flywheel housing bolt and install J-1126 guide pin; remove l o w e r right bolt and install

J-1126.

11. Remove the other two transmission to flywheel housing bolts.

Slide transmission straight back until drive gear shaft is clear of flywheel housing. CAUTION: If weight of transmission is allowed to rest on main drive gear while drive gear splines are in clutch driven plate, driven plate may be damaged.

b. Installation of

Transmission

1. Lightly coat splines on end of main drive gear with Lubriplate for a distance of about 1 inch.

Do not apply an excess that will push off at driven plate hub and get on clutch facings. Fill groove in inner surface of throw-out bearing with wheel b e a r i n g grease.

2. Make certain that front face of transmission case and rear face of flywheel housing are absolutely clean. Install J-1126 guide pin in upper left flywheel housing hole; install guide pin in lower right hole.

3. Shift transmission into 3rd gear. Lift transmission into place on guide pins and slide straight forward, meanwhile fully supporting transmission. Rotate companion f l a n g e as r e q u i r e d to engage drive gear with driven plate splines. CAUTION: If weight of transmission is allowed to rest on main drive gear shaft before shaft e n g a g e s pilot bushing in f l y w h e e l , driven plate may be damaged.

4. Install two transmission to flywheel housing bolts; remove guide pins and install other two bolts.

Tighten all four bolts securely.

5. Raise jack under engine pan so that transmission mounting pad will clear transmission support.

6. Install transmission support, leaving four nuts loose. Lower jack so that transmission rests on support.

7. Install two bolts attaching mounting pad to support, then tighten all six bolts securely.

8. Align exhaust system, if necessary, and tighten three joints.

9. Connect speedometer cable to transmission.

10. Install lst-reverse shift lever on transmission shaft and tighten nut securely. Install shift equalizer by first sliding left end of equalizer over support pin, then engaging right end of equalizer with 2nd-3rd shift lever. Install equalizer spring.

11. Align mark on propeller shaft with mark on front companion flange. Install U-bolts and lock plates. If there is any doubt as to safety of lock plates, use new lock plates. Tighten nuts securely and bend up lock plate tabs. Make sure propeller shaft center bearing insulator is in position in support bracket.

12. Fill transmission with specified gear lubricant.

13. Connect clutch push rod.

14. Check adjustment of s h i f t linkage. See Group 4-A. Check adjustment of clutch linkage.

15. Road test car, checking for proper shifting, correct synchronization, and quiet operation.

c. Transmission Side Cover

Removal and Installation

NOTE: It is not necessary to remove transmission from vehicle for inspection or replace ment of parts in transmission

4 - 4 0 46000 SYNCHROMESH

SIDE COVER

G A S K E T

2 N D . & 3RD.

CONTROL LEVER

CLUTCH, S-M TRANSMISSION

FRONT

/—COMPANION

/ FLANGE

SCREW J

J-9376

/ !/

HOLDER

J 8614-01 w m

-—A ill

PULLER

J-8614 02 J r /

Figure 4-80—Removing Front-

Companion Flange

POPPET BALLS

Figure 4-79—Transmission Side Cover side cover assembly, but the side cover assembly itself must be removed from the transmission case.

a. Removal

1. Remove drain plug at the bottom of transmission and drain lubricant.

2. Remove first-reverse, and second-third s h i f t rods from levers.

3. R e m o v e transmission side cover assembly from transmission case.

4. Remove the outer shifter lever nuts and lock washers and pull levers from shafts.

5. Carefully push the shifter shafts into cover, allowing the detent balls to fall free, then remove both shifter shafts. See

Figure 4-79.

6. Remove interlock sleeve, interlock pin and poppet spring.

See Figure 4-79.

7. Replace necessary parts.

b. Installation

1. Install interlock sleeve and one shifter shaft. Place steel detent into sleeve followed by poppet spring and interlock pin.

2. Start second shifter shaft into position and place second detent ball on poppet spring. Compress ball and spring with screwdriver and push the shifter shaft fully in. See Figure 4-79.

3. With transmission in neutral and shifter forks and levers in place, lower side cover into place.

Install attaching bolts, u s i n g sealer in lower right bolt and tighten evenly.

4 - 2 2 DISASSEMBLY AND

ASSEMBLY OF

3-SPEED

SYNCHROMESH a. Disassembly of

3-Speed Synchromesh

Transmission

1. R e m o v e transmission side cover assembly from transmission case. NOTE: If cover assembly is to be disassembled for inspection or replacement of worn parts, follow procedures 2 through

6, Section 4-21, paragraph c.

2. R e m o v e f r o n t companion flange. Assemble Puller J-8614 as shown in Figure 4-80 and pull companion flange from mainshaft.

3. Remove case extension oil seal. See Figure 4-81.

4. Remove five bolts attaching the case extension to the rear bearing retainer. Tap extension with a soft hammer in a rearward direction to start.

5. Remove speedometer gear with

J-8760 as shown in Figure 4-82.

6. Remove rear bearing retainer to transmission case bolt. See

Figure 4-83.

7. Move rear bearing retainer away from case approximately one-half inch, then remove welch plug in retainer using brass drift.

8. Rotate bearing retainer to expose countershaft and lock key.

See Figure 4-84.

9. From front of transmission

• P ^ CASE EXTENSIONi\

, \

•'•- OIL SEAL 1

Figure 4-81—Extension O i l Seal

Removal

CLUTCH, S-M TRANSMISSION 46000 SYNCHROMESH 4 - 4 1

Figure 4-82—Removing Speedometer

Gear case, drive countershaft to rear, using countershaft b e a r i n g loader J-9573.

10. Drive countershaft all the way out and leave Tool J-9573 in the countergear to retain the needle roller bearings.

11. Drop countergear down in transmission case.

12. Carefully remove the entire mainshaft assembly.

13. R e m o v e bearing s p a c i n g washer and 14 needle roller bearings from inside the main drive gear.

14. Remove four bolts from front bearing retainer and remove retainer and gasket. See Figure

4-85.

15. Remove main drive gear snap ring and washer from main drive g e a r , using Snap Ring Pliers

J-5586. See Figure 4-85.

16. With a soft hammer, tap main drive gear down from front bearing as shown in Figure 4-86.

21. Remove countergear assembly and thrust washers from transmission case.

22. Remove Tool J-9753 from countergear and remove the 80 needle roller bearings, four bearing retaining washers and bearing s p a c e r from i n s i d e the countergear.

23. Remove synchronizing r i n g from front side of 2nd and 3rd speed clutch sleeve. See Figure

4-88.

24. Remove clutch hub retaining snap ring from front end of mainshaft, using snap ring pliers as shown in Figure 4-88.

25. Remove 2nd and 3rd speed clutch sleeve and hub from mainshaft. See Figure 4-88.

26. Remove r e a r synchronizing ring and second speed gear from mainshaft. See Figure 4-88.

27. Remove lst-reverse sliding gear from mainshaft. See Figure

4-88.

28. Spread rear bearing retainer snap ring and with a soft hammer, tap mainshaft out of retainer. See Figure 4-89.

29. Remove the mainshaft rear snap ring. See Figure 4-90.

30. P r e s s rear bearing from mainshaft.

b. Cleaning and Inspection

Transmission Case

Wash the transmission case inside and out with a cleaning sol-

17. From inside case, tap out front bearing and snap ring. See

Figure 4-87.

18. Using a small brass drift, drive reverse idler gear shaft to rear of case until lock key can be removed.

19. Remove lock key and, from rear of case, drive idler gear shaft into case.

20. Remove reverse idler gear and shaft from transmission case.

Figure 4-83—Removing Retainer to

Case Bolt

Figure 4-84—Rear Bearing Retainer

Location vent and inspect for cracks.

Inspect the front face which fits against the clutch housing for burrs and if any are present, dress them off with a fine cut mill file.

Front and Rear Bearings

1. Wash the front and rear bearings thoroughly in a cleaning solvent.

2. Blow out bearing with compressed air.

CAUTION: Do not allow the bearings to spin but turn them slowly by hand. Spinning bearings will damage the races and balls.

3. Make sure the bearings are clean, then lubricate them with light engine oil and check for roughness. Roughness may be determined by slowly turning the outer race by hand.

Bearings, Rollers and Spacers

All main drive gear and countergear bearing rollers should be inspected closely and replaced if they show wear. Inspect countershaft at the same time and replace as necessary. Replace all worn parts.

Gears

Inspect all gears and replace all that are worn or damaged.

4 - 4 2 46000 SYNCHROMESH

FRONT BEARING

RETAINER

M A I N DRIVE GEAR

SNAP RING

M A I N DRIVE GEAR

BEARING SNAP RING

BEARING

CLUTCH, S-M TRANSMISSION

MAINSHAFT FRONT

ROLLER BEARINGS

BEARING

RETAINER

GASKET

M A I N DRIVE GEAR

WASHER

OIL RETAINING

WASHER

BEARING

SPACING

WASHER

Figure 4-85—Main Drive Gear c. Clutch Keys and

Springs Replacement

1. Push the hub from the sliding sleeve. The keys will fall free and the springs may be easily removed.

2. Place the two springs in position (one on each side of hub), so a tanged end of each spring falls into the same keyway in the hub.

Place the keys in position and, holding them in place, slide the hub into the sleeve as shown in

Figure 4-91.

d. Transmission Assembly

Mainshaft Assembly

1. Using J-8853, press on the rear bearing with the snap ring

Figure 4-87—Removing Main Drive

Gear Bearing

Figure 4-86—Removing Main Drive

Gear groove toward the front of the transmission. See Figure 4-92.

Firmly seat bearing against the shoulder on the mainshaft.

2. Install snap ring in groove in mainshaft behind rear bearing.

See Figure 4-93.

NOTE: Always use a new snap

FRONT

SYNCHRONIZING

RING

CLUTCH HUB

CLUTCH KEY SPRING

, REAR SYNCHRONIZING RING

1ST. & REVERSE

SLIDING GEAR

"MAINSHAFT

SNAP RING

2ND. & 3RD. SPEED

CLUTCH SLEEVE

SECOND SPEED GEAR

CLUTCH KEY SPRING

Figure 4-88—Mainshaft Assembly

CLUTCH, S-M TRANSMISSION 46000 SYNCHROMESH 4 - 4 3

CLUTCH KEY CLUTCH KEY SPRING CLUTCH HUB

REAR BEARING

RETAINER

SOFT

HAMMER

Figure 4-89—Spreading Rear Bearing

Snap Ring ring when reassembling transmission and do not expand snap ring further than is necessary for assembly.

3. Install rear bearing retainer.

Spread snap ring in rear bearing retainer to allow snap ring to drop around rear bearing. Press on the end of mainshaft until snap ring engages groove in the rear bearing retainer.

4. Install 1st-reverse s l i d i n g gear on mainshaft. See Figure

4-94.

5. Install second speed gear, hub forward, over front end of mainshaft. See Figure 4-95.

6. Install 2nd-3rd speed clutch sleeve on clutch hub as shown in

Figure 4-96.

7. Place synchronizing ring on rear of sleeve and hub assembly,

CLUTCH KEY

Figure 4-91—Clutch Hub Assembly making sure slots in ring are aligned with clutch keys.

8. Install sleeve, hub, and synchronizing ring a s s e m b l y on mainshaft. See Figure 4-96.

Figure 4-90—Removing Rear Bearing

Snap Ring

Figure 4-93—Installing Rear Bearing

Figure 4-92—Installing Rear Bearing Snap Ring

4 - 4 4 46000 SYNCHROMESH CLUTCH, S-M TRANSMISSION

REVERSE

Figure 4-94—Installing Ist-Reverse

Sliding Gear

9. Secure clutch hub with retaining snap ring. See Figure 4-97.

10. Press speedometer d r i v e gear onto mainshaft, using Press

Plate J-8853. See Figure 4-98.

11. Position the speedometer gear 7-1/2" from the rear of the gear to the rear of mainshaft.

12. C o u n t e r g e a r Assembly -

Steps 12-18.

Figure 4-97—Clutch Hub Snap Ring

13. I n s t a l l countergear.

roller spacer in

Figure 4-98—Speedometer Drive Gear

14. Using heavy grease to retain the rollers, install 20 rollers in either end of the countergear, two .050" s p a c e r s , 20 more rollers, then one .050" spacer.

Install in the other end of countergear, 20 more rollers and another .050" spacer. See Figure

4-99.

15. Place l a r g e bronze thrust washer at front end of countergear, tang facing out so that it will seat in groove at front of case. Retain with heavy grease.

16. Place smaller bronze thrust washer against rear of countergear, tangs facing gear and seated in grooves. Retain with grease.

17. Through rear of case, insert countergear assembly, large gear end toward front of case. Rest countergear assembly on bottom of case.

18. Place steel thrust washer at rear of countergear b e t w e e n bronze thrust washer and case, positioning tang on steel thrust washer in groove in case.

19. Install oil retaining washer on main drive gear, depressed side up. See Figure 4-100.

20. Press bearing onto main drive gear (snap ring groove to front). See Figure 4-101.

Figure 4-95—Installing Second Speed

Gear

CLUTCH SLEEVE

CLUTCH HUB

SPACER

SLEEVE

Figure 4-96—Installing 2nd & 3rd

Speed Clutch Hub & Sleeve Figure 4-99—Countergear

CLUTCH, S-M TRANSMISSION 46000 SYNCHROMESH 4 - 4 5

MAIN

DRIVE GEAR

OIL

RETAINING

WASHER

(DEPRESSED

SIDE UP)

Figure 4-104—Installing Bearing Spacer

Figure- 4-100—Installing Oil Retaining

Washer

21. From inside case, push main drive gear assembly through opening in front of case. Using a soft hammer, tap assembly from rear until bearing attains proper position for installation of snap ring.

22. Install snap ring in groove of bearing and tap front end of shaft until snap ring rests firmly against face of case.

23. Install main drive gear washer against bearing inner race.

See Figure 4-102.

Figure 4-102—Main Drive Gear

Washer Installation

24. Secure main drive gear in place by installing main drive gear snap ring in groove provided in main drive gear. See

Figure 4-103.

25. Install front bearing retainer and gasket, making certain oil groove in retainer is lined up with oil outlet hole in case.

26. Coat bore at rear end of main drive gear with heavy lubricant and insert the 14 needle roller bearings in bore.

27. Install bearing spacing washer. See Figure 4-104.

28. Position reverse idler gear in rear of case, chamfer on teeth toward front and, from rear, start idler gear shaft through case and gear.

29. Place lock key in notch at rear of idler gear shaft, then drive shaft into case until lock key seats against cutout in case and shaft is flush with rear of case.

30. Set transmission on its top side to assist in installing mainshaft assembly.

31. Using h e a v y grease, place gasket in position on front face of rear bearing retainer.

32. Lightly lubricate inner surface of front synchronizing ring and install on hub of main drive gear, positioning one clutch key slot so that it is visible from side opening in case.

OUNTERSHAFT lOCK KEY

Figure 4-103—Installing Main Drive

Figure 4-101—Installing Front Bearing Gear Snap Ring

Figure 4-105—Rotating Rear Bearing

Retainer

4 - 4 6 46000 SYNCHROMESH CLUTCH, S-M TRANSMISSION

J-9573

36. Slide countershaft through countergear, forcing Tool J-9573 out opening at front of case. See

Figure 4-106.

37. Before countershaft is driven fully into place, install lock key

(retain key is countershaft with heavy grease) in notch at rear of shaft, then drive shaft in until lock key seats against cutout in case.

Figure 4-106—Removing J-9573

38. Rotate rear bearing retainer as shown in Figure 4-107 and install welch plug.

Figure 4-109—Installing Case

Extension Oil Seal

34. Turn transmission over so countergear shaft can be installed.

Figure 4-107-lnstalling Welch Plug

33. Carefully install mainshaft through opening in rear of case, making certain front end of mainshaft enters roller bearings at rear of main drive gear and clutch key slot of synchronizing ring lines up with clutch key.

NOTE: When installing mainshaft into transmission, allow approximately 1/2" clearance between transmission case and rear bearing retainer.

35. With rear bearing retainer rotated as shown in Figure 4-105, insert countershaft through exposed shaft opening in rear of case, making certain the shaft passes through both thrust washers before it enters countergear.

NOTE: Rotating main drive gear back and forth will help in aligning countergear thrust washer with shaft opening in case.

39. Align rear bearing retainer with transmission case. With a soft hammer, tap end of mainshaft to seat rear bearing retainer with transmission case.

40. Install retainer to case bolt.

See Figure 4-108.

41. Check both synchronizing rings through side opening in case to insure freedom of movement.

Place clutch in neutral position.

42. With clutch in neutral, install

RETAINER

TO CASE BOLT

Figure 4-108—Retainer to Case Bolt

Figure 4-110—Sealing Case Extension

Attaching Bolt

CLUTCH, S-M TRANSMISSION shift rods. Lower transmission side cover into place. Install attaching bolts and tighten evenly to avoid side cover distortion.

Use suitable sealer when installing the lower right bolt.

43. Install new oil seal in rear bearing retainer, using Seal Installer J-8864. See Figure 4-109.

Lightly c o a t seal with gear lubricant.

Figure 4-111— Installing Front

Companion Flange

46000 SYNCHROMESH 4 - 4 7

44. Install three extension and retainer to case attaching bolts

(torque to 35 to 45 ft. lbs.) and two extension to retainer attaching bolts (torque to 20 to 30 ft.

lbs.). Use a suitable sealer on the lower right attaching bolt as viewed from rear. See Figure

4-110.

45. Install front c o m p a n i o n flange. See Figure 4-111.

4 - 2 3 46000 3-SPEED SYNCHROMESH TRANSMISSION TROUBLE DIAGNOSIS

SYMPTOM AND PROBABLE CAUSE PROBABLE REMEDY

SLIPS OUT OF HIGH GEAR a. Transmission loose in clutch housing.

b. Control rods interfere with clutch throw-out lever.

c. Control linkage does not work freely, binds.

d. Does not fully engage.

e. Damaged mainshaft pilot bearing.

f. Clutch gear bearing retainer broken or loose.

g. Dirt between transmission case and clutch housing causing misalignment.

h. Damaged or worn crankshaft pilot bushing.

a. Tighten mounting bolts.

b. Replace or bend levers and rods to eliminate interference.

d. Measure length of engagement pattern on clutching teeth. If less than 7/64", check for bent levers, shifter shafts, detent cam plates, control rods and other shift linkage.

Replace or straighten defective parts.

e. Replace pilot bearing.

f. Tighten or replace clutch gear bearing retainer.

g. Clean mating surface. (Remove burrs etc.)

Check alignment-flywheel housing on engine block. See paragraph 4-11.

h. Replace crankshaft pilot bushing.

SLIPS OUT OF LOW AND/OR REVERSE a. First and/or Reverse gears damaged from operating during partial engagement.

b. Improper mated or worn splines on inside of first and reverse gear and mainshaft.

c. Improperly adjusted linkage.

a. Determine cause, for example, worn shift fork and control lever or rod interference.

Replace worn or bent parts.

b. Replace first, and reverse sliding gear.

Check splines on mainshaft and how to do.

c. Adjust linkage.

4 - 4 8 46000 SYNCHROMESH CLUTCH, S-M TRANSMISSION

SYMPTOM AND PROBABLE CAUSE

NOISY IN ALL GEARS a. Insufficient lubricant.

b. Worn countergear bearings.

c. Worn or damaged clutch gear and countershaft drive gear.

d. Damaged clutch gear or mainshaft ball bearings.

e. Damaged speedometer gears.

NOISY IN HIGH GEAR a. Damaged clutch gear bearing.

b. Damaged mainshaft bearing.

c. Damaged speedometer gears.

NOISY IN NEUTRAL WITH ENGINE

RUNNING a. Damaged clutch gear bearing, b. Damaged mainshaft pilot bearing roller.

NOISY IN ALL REDUCTION GEARS a. Insufficient lubricant.

b. Worn or d a m a g e d clutch g e a r or countergear.

NOISY IN SECOND ONLY a. Damaged or worn second speed constant mesh gears.

b. Worn or damaged c o u n t e r g e a r rear bearings.

NOISY IN LOW AND REVERSE ONLY a. Worn or damaged first and reverse sliding gear.

b. Damaged or worn countergear.

NOISY IN REVERSE ONLY a. Worn or damaged reverse idler gear.

b. Worn reverse idler gear bushings.

c. Damaged or worn reverse countergear.

PROBABLE REMEDY a. Fill to correct level.

b. Replace countergear bearings and shaft.

c. Replace worn or damaged gears.

d. Replace damaged bearings.

e. Replace damaged gears.

a. Replace damaged bearing.

b. Replace damaged bearing.

c. Replace speedometer gears.

a. Replace damaged bearing, b. Replace damaged bearing roller.

a. Fill to correct level.

b. Replace faulty or damaged gears.

a. Replace damaged gears.

b. Replace countergear bearings and shaft.

a. Replace worn gear.

b. Replace countergear assembly.

a. Replace reverse idler gear.

b. Replace reverse idler gear.

c. Replace countergear assembly.

CLUTCH, S-M TRANSMISSION 46000 SYNCHROMESH 4 - 4 9

SYMPTOM AND PROBABLE CAUSE

EXCESSIVE BACKLASH IN SECOND ONLY a. Second speed gear thrust washer worn.

b. Mainshaft rear bearing not properly installed in case.

c. Worn countergear rear bearing.

EXCESSIVE BACKLASH IN ALL REDUCTION

GEARS a. Worn countergear bearings.

b. Excessive end play in countergear.

LEAKS LUBRICANT a. E x c e s s i v e amount of l u b r i c a n t in transmission.

b. Loose or broken clutch gear b e a r i n g retainer.

c. Clutch gear b e a r i n g retainer g a s k e t damaged.

d. Cover loose or gasket damaged.

e. Operating shaft seal leaks.

f. Idler shaft expansion plugs loose.

g. Countershaft loose in case.

h. Lack of sealant on bolts.

i. Worn extension oil seal.

PROBABLE REMEDY a. Replace thrust washer.

b. Replace bearing, lock or case as necessary.

c. Replace countergear bearings and shaft.

a. Replace countergear bearings and shaft.

b. Replace countergear thrust washers.

a. Drain to correct level.

b. Tighten or replace retainer.

c. Replace gasket.

d. Tighten cover or replace gasket.

e. Replace operating shaft seal.

f. Replace expansion plugs.

g. Replace case.

h. Coat bolts with sealant.

i. Replace seal.

4 - 5 0 46000 4-SPEED TRANSMISSION CLUTCH, S-M TRANSMISSION

SECTION 4-E

4-SPEED SYNCHROMESH TRANSMISSION—46000

CONTENTS OF SECTION 4-E

Paragraph Page Paragragh

4-24 Transmission Specifications 4-50 4-30

4-25 Transmission Description 4-50 4-31

4-26 Side Cover Removal 4-32 and Installation 4-53

4-27 Removal and Installation 4-33 of Transmission 4-53 4-34

4-28 Disassembly of Transmission . . . . 4-55 4-35

4-29 Cleaning and Inspection 4-56 4-36

Page

Reverse Idler Shaft Replacement. . . 4-56

Reverse Shift and Seal 4-56

Clutch Keys and Spring

Replacement 4-58

Assembly 4-58

Counter Gear Assembly 4-59

Transmission Assembly 4-60

4-Speed Trouble Diagnosis 4-62

4 - 2 4 4-SPEED TRANSMISSION SPECIFICATIONS a. Tightening Specifications

Part

Thread

Size

Torque

Ft. Lbs.

Bolt

Nut

Bolt

Front Bearing Retainer to Transmission Case

Side Cover Bolts

Shift Lever to Shaft

Transmission to Flywheel Housing

Flywheel Housing to Engine

5/16-18

1/2 -13

3/8 -16

15-20

12-18

4 5 - 6 0

3 0 - 3 5 b. 4-Speed Synchromesh Transmission Specifications

Mounting Unit with Engine

Oil Capacity, Pints 2 1/2

Type of Gearing All Helical

Transmission Ratios - 46000

Fourth 1.00 to 1

Third 1.31 to 1

Second 1.64 to 1

First 2.20 to 1

Reverse 2.26 to 1

4 - 2 5 4-SPEED

TRANSMISSION

DESCRIPTION

The 4-speed synchromesh transmission is solidly bolted to the rear face of the flywheel upper housing to form a unit assembly with the engine. The transmission main drive gear shaft extends through the clutch driven plate into a bronze bushing seated in the rear end of the engine crankshaft. The front bearing retainer projects into a bore in the flywheel housing, serving as a pilot to center the transmission with the engine crankshaft.

a. Transmission Gears and Shafts

The transmission main drive gear is supported by a ball bearing which is a slip fit in the front wall of the transmission case. The inner race of the bearing is held tight against a shoulder on the drive gear. The outer race of the bearing is grooved for a snap ring which fits between the transmission case and the front bearing retainer to hold the bearing and main drive gear in place. See

Figure 4-112.

The front end of the transmission main shaft is piloted in the bored rear end of the main drive gear by 14 needle rollers. The rear end of the main shaft is supported by a heavy-duty bearing identical to the one which supports the main drive gear. The inner race of the rear bearing is grooved for a snap ring which fits in the rear bearing retainer. The outer race of the bearing is retained by a snap ring in a groove in the shaft.

The transmission countergear is carried on a double row of needle rollers on each end of the countershaft. A tubular spacer separates the four sets of needle r o l l e r s and two washer-type spacers separates each set of needle rollers. Two spacers are located at the outer ends of each set to hold the rollers in position.

THRUST BEARING

THIRD SPEED GEAR

THIRD SPEED

SYNCHRONIZING RING

THIRD & FOURTH SPEED

CLUTCH ASSEMBLY

FOURTH SPEED

SYNCHRONIZING RING

FRONT BEARING RETAINER

— SECOND SPEED GEAR

SECOND SPEED

SYNCHRONIZING RING

FIRST & SECOND SPEED

CLUTCH ASSEMBLY

FIRST SPEED

SYNCHRONIZING RING

REVERSE GEAR

o

>

t o

O

COUNTERSHAFT

BEARING ROLLER

COUNTERSHAFT BEARING

ROLLER SPACER

COUNTERSHAFT GEAR

MAINSHAFT

REVERSE IDLER

GEAR (REAR)

REVERSE IDLER GEAR (FRONT)

TOP VIEW OF REVERSE IDLER GEARS

Figure 4-112— Four Speed Transmission

REVERSE IDLER

SHIFT LOCK PIN z

2 in

3 m

a

i in

4 - 5 2 46000 4-SPEED TRANSMISSION CLUTCH, S-M TRANSMISSION

End thrust is taken on thrust washers located between the ends of the gear and the front and rear of the case.

The two-piece reverse idler gear is carried on bronze bushings while thrust is taken on thrust washers located between the front of the gear and the back of the reverse idler thrust boss and between the rear of the gear and the reverse idler shaft boss in the case extension.

b. Gear Ratios

All four forward gears are provided with synchronizing clutches which can be engaged while the car is in motion. Closely spaced gear ratios of 2.20 (first), 1.64

(second), 1.31 (third) and 1.00

(fourth) provide excellent ratio matching with minimum loss of engine speed at the shift points.

Reverse gear (2.26 ratio) is not synchronized; therefore, vehicle must be brought to a complete stop before engaging reverse gear.

The transmission may be used as an aid in deceleration by downs h i f t i n g in sequence without double clutching or gear clashing, due to all forward speeds being synchronized.

c. Speedometer Gears

The speedometer driving worm gear is .pressed on the transmission main shaft. When changing rear axle ratios it is necessary to change the driven gear, and on some axle ratios it is necessary to change the driving worm gear.

The speedometer driven gear assembly consists of a sleeve, a gear and shaft, and "O" ring sleeve seal, a sleeve retainer and bolt. The driven gear sleeve is a slip fit in the rear extension. The sleeve is held in place by a retainer which fits into a slot in the sleeve and is bolted to the rear bearing retainer. The gears are lubricated by splash f r o m the transmission. The speedometer cable is attached to the sleeve by a threaded sleeve on the cable casing.

d. Front Companion Flange

The front companion flange is splined to the rear end of the transmission mainshaft and is retained by a heavy steel washer and bolt. An oil seal is located in the rear end of the case extension.

e. Shift Linkage

Gear shifting is manual through a floor-type gear shift lever which activates shift control rods connected to the transmission cover shifter levers for first through fourth gears, and to the reverse lever located in the case extension. The shifter lever to the rear of the transmission cover controls the first and second speed gears, while the lever to the front controls the third and fourth speed gears.

and the reverse speed gear is positioned at the rear, away from the reverse idler gear, power will not flow through the mainshaft.

See Figure 4-113.

2. Operation in First

In first speed, the first and second speed clutch (sleeve) is moved rearwards to engage the first speed gear, which is being turned by the countergear. Because the first and second speed clutch

(hub) is splined to the mainshaft, torque is imparted to the mainshaft from the first speed gear through the clutch assembly. See

Figure 4-114.

Figure 4-114—Power Flow in First f. Power Flow Through

Transmission

1. Operation in Neutral

In neutral, with engine clutch engaged, the drive gear turns the countergear. The c o u n t e r g e a r then turns the third, second, first, and reverse idler gears. But, because the third and fourth and first and second speed clutch

(sleeves) are neutrally positioned,

3. Operation in Second

In second speed, the first and second speed clutch (sleeve) is moved forward to engage the second speed gear, which is being turned by the countergear. This engagement of the clutch (sleeve) with the second speed gear imparts torque to the mainshaft because the first and second speed clutch (hub) is splined to the mainshaft. See Figure 4-115.

Figure 4-113—Power Flow in Neutral Figure 4-115—Power Flow in Second

CLUTCH, S-M TRANSMISSION 46000 4-SPEED TRANSMISSION 4 - 5 3

Figure 4-116—Power Flow in Third

4. Operation in Third

In third speed, the first and second speed clutch assumes a neutral position. The third and fourth speed clutch (sleeve) moves rearward to engage the third speed gear, which is being turned by the countergear. Because the third and fourth speed clutch (hub) is splined to the mainshaft, torque is imparted to the mainshaft from the third speed gear through the c l u t c h assembly. See Figure

4-116.

Figure 4-118—Power Flow in Reverse semblies assume a neutral position. The reverse speed gear is moved forward to engage the rear reverse idler gear, which is being turned by the countergear. Because the reverse speed gear is splined to the mainshaft, this engagement causes the mainshaft to turn; however, because power flows from main drive gear to countergear and through reverse idler gear to reverse speed gear, the direction of rotation will be opposite that of the engine. See

Figure 4-118.

Figure 4-119—Transmission Side

Cover Assembly

5. Carefully push the s h i f t e r shafts into cover, allowing the detent balls to fall free, then r e move both shifter shafts.

6. Remove interlock sleeve, interlock pin and poppet spring.

7. Replace necessary parts.

5. Operation in Fourth

In fourth speed, or direct drive, the third and fourth speed clutch

(sleeve) is moved forward to engage the main drive gear and the first and second speed clutch r e mains in a neutral position. This engagement of the main drive gear with the third and fourth speed clutch assembly imparts torque directly to the mainshaft.

See Figure 4-117.

6. Operation in Reverse

In reverse speed, both clutch as-

Figure 4-117—Power Flow in Fourth

4 - 2 6 TRANSMISSION

SIDE COVER

REMOVAL AND

INSTALLATION

NOTE: It is not necessary to remove transmission from vehicle for inspection or replacement of parts in transmission side cover assembly, but the side cover assembly itself must be removed from the transmission case.

a. Removal

1. Remove drain plug at the bottom of transmission and drain lubricant.

2. Disconnect first, second, third and fourth shift rods from levers.

3. Remove t r a n s m i s s i o n side cover assembly from transmission case.

4. Remove the outer shifter lever nuts and lock washers and pull levers from shafts.

b. Installation

1. Install interlock sleeve and one shifter shaft. Place steel detent into sleeve followed by poppet spring and interlock pin.

2. Start second shifter shaft into position and place second detent ball on poppet spring. Compress ball and spring with screwdriver and push the shifter shaft fully in.

3. With transmission in neutral and shifter forks and levers in place, lower side cover into place.

Install attaching bolts, using sealer and lower right bolt (see Figure 4-119), and tighten evenly.

4 - 2 7 REMOVAL AND

INSTALLATION OF

4-SPEED

TRANSMISSION

a. Removal of Transmission

1. If transmission. is to be disassembled, drain transmission lubricant.

4 - 5 4 46000 4-SPEED TRANSMISSION CLUTCH, S-M TRANSMISSION

TRANS. MOUNT

3. Lift transmission into place on guide pins and slide straight forward, meanwhile fully supporting transmission. Rotate companion flange as required to engage drive gear with driven plate splines.

CAUTION: If weight of transmission is allowed to rest on main drive gear shaft before shaft engages pilot bushing in flywheel, driven plate may be damaged.

4. Install two transmission to flywheel housing bolts; remove guide pins and install other two bolts.

Tighten all four bolts securely.

Figure 4-120—Four Speed Transmission Mounting

5. Raise jack under engine pan so that transmission mounting pad will clear transmission support.

2. Mark propeller shaft and front companion flange so that these parts can be reassembled in same relative position.

3. Remove the U-bolts attaching the propeller shaft to front companion flange. Slide p r o p e l l e r shaft rearward as far as possible for working clearance.

4. Remove gear shift knob.

5. Remove floor shift trim Bezel.

6. Disconnect speedometer cable from transmission.

7. Disconnect shift control rods from the shifter levers at the transmission.

8. Loosen all three exhaust pipe joints so that transmission and rear end of engine can be lowered.

9. Remove two bolts attaching transmission m o u n t i n g pad to transmission s u p p o r t . Leave mounting pad bolted to transmission. See Figure 4-120.

10. Place a flat wood block on jack. Place jack under engine pan until transmission mounting pad just clears transmission support.

11. Remove four bolts attaching transmission s u p p o r t to body members. Remove support, then lower jack so that transmission will clear u n d e r b o d y during removal.

12. Remove upper left transmission to flywheel housing bolt and install a J-1126 guide pin; remove lower right bolt and install a guide pin.

13. Remove other two transmission to flywheel housing bolts.

Slide transmission straight back until drive gear shaft is clear of flywheel h o u s i n g , then lower transmission.

CAUTION: If weight of transmission is allowed to rest on main drive g e a r while d r i v e gear splines are in clutch driven plate, driven plate may be damaged.

b. Installation of Transmission

1. Lightly coat splines on end of main drive gear with Lubriplate for a distance of approximately

1 inch. Fill groove in inner surface of throw-out bearing with wheel bearing grease.

2. Make certain that front face of transmission case and rear face of flywheel housing are absolutely clean. Install J-1126 guide pin in lower r i g h t h o l e of flywheel housing.

6. Install transmission s u p p o r t , leaving four nuts loose. Lower jack so that transmission rests on support.

7. Install two b o l t s attaching mounting pad to s u p p o r t then tighten all six bolts securely.

8. Align exhaust system, if necessary, and tighten three ball joints.

9. Connect speedometer cable to transmission.

10. Install shift l i n k a g e to transmission.

11. Adjust shift linkage as described in Group 4-A.

FRONT HOLDER

-COMPANION

FLANGE

Figure 4-121—Removing Front

Companion Flange

CLUTCH, S-M TRANSMISSION 46000 4-SPEED TRANSMISSION 4 - 5 5

Figure 4-122—Removing Reverse Shifter

Shaft Lock Pin

4 - 2 8 DISASSEMBLY OF

4-SPEED

TRANSMISSION

1. R e m o v e transmission s i d e cover assembly from transmission case. NOTE: If cover assembly is to be disassembled for inspection or replacement of worn parts, follow procedures 2 through

6, Section 4-36.

Figure 4-124—Removing Speedometer

Gear engages the reverse shift fork from reverse gear.

5. Remove five bolts attaching the case extension to the rear bearing retainer. Tap extension with soft hammer in a rearward direction to start. When the reverse idler shaft is out as far as it will go, move extension to left so reverse fork clears reverse gear and remove extension and gasket.

6. Remove rear bearing snap ring on mainshaft.

7. Remove case e x t e n s i o n oil seal. See (Figure 4-123).

8. Remove the speedometer gear with J-8760 as shown in Figure

4-124.

9. Remove the reverse gear, re-

2. Remove four bolts from front bearing retainer and remove retainer and gasket.

3. Remove f r o n t companion flange. See Figure 4-121.

4. Drive lock pin up from reverse shifter lever boss, as shown in

Figure 4-122, and pull shifter shaft out about 1/8

. This dis-

Figure 4-126—Removing Main

Drive Gear verse idler gear and tanged thrust washer.

10. Remove the self-locking bolt attaching the rear bearing retainer to transmission case. Carefully remove the entire mainshaft assembly.

11. Unload bearing rollers from main d r i v e g e a r and remove fourth speed synchronizer blocking ring.

12. Lift the front half of reverse idler gear and its thrust washer from case.

13. Remove the main drive gear snap ring (see Figure 4-125), and remove spacer washer.

14. With soft hammer, tap main drive gear down from front bearing as shown in Figure 4-126.

Figure 4-123—Removing Extension

Oil Seal

Figure 4-125—Removing Main Drive

Gear Snap Ring

Figure 4-127—Removing Countergear with J-9573

4 - 5 6 46000 4-SPEED TRANSMISSION CLUTCH, S-M TRANSMISSION

15. From inside case, tap out front bearing and snap ring.

4 - 2 9 CLEANING AND

INSPECTION

16. From the front of the case, r e m o v e counte r shaft (Figure

4-127) with J-9573; then remove the countergear and both tanged washers.

17. Remove the 80 rollers, six

.050" spacers and roller spacer from countergear.

a. Transmission Case

Wash the transmission case inside and out w i t h a cleaning solvent and inspect for cracks.

Inspect the front face which fits against the c l u t c h housing for burrs and if any are present, dress them off with a fine cut mill file.

18. Remove mainshaft front snap ring (see Figure 4-128), and slide third and fourth speed clutch assembly, third speed gear and synchronizing ring, second and third speed gear thrust washer (needle roller b e a r i n g ) , second speed gear and second speed synchron i z i n g r i n g f r o m front of mainshaft.

19. Spread rear bearing retainer snap ring and press mainshaft out of retainer. See Figure 4-129.

20. Remove the mainshaft rear snap ring. Support first and second s p e e d clutch assembly as shown in Figure 4-129, and press on rear of mainshaft to remove shaft from rear bearing, first speed gear, and synchromesh ring first and second speed clutch sliding sleeve and f i r s t speed gear bushing.

Figure 4-128—Removing Mainshaft

Front Snap Ring b. Front and Rear Bearings

1. Wash the front and rear thoroughly in a cleaning solvent.

2. Blow out bearing with compressed air.

NOTE: Do not allow the bearings to spin but turn them slowly by hand. Spinning bearings will damage the race and balls.

3. Make sure the bearings are clean; then lubricate them with light engine oil and check them for roughness. Roughness may be determined by slowly turning the outer race by hand.

Figure 4-129—Removing Rear

Bearing Retainer reverse idler shaft lock pin into the boss until it falls into the clearance hole in the shaft. See

Figure 4-132.

2. R e m o v e s h a f t from the case extension.

3. Line up the lock pin hole in the shaft with the hole in the boss.

Install idler shaft and taper pin in place to lock.

c. Bearing Rollers and Spacers

All main drive gear and countergear bearing rollers should be inspected closely and replaced if they show wear. Inspect countershaft at the same time and replace if necessary. Replace all worn parts.

d. Gears

4 - 3 1 REVERSE SHIFT AND

SEAL REPLACEMENT

1. With case extension removed from transmission, the reverse shifter shaft lock pin will already be removed.

2. Remove shift fork.

Inspect all gears and replace all that are worn or damaged.

3. Carefully drive shifter shaft into case extension, allowing ball detent to drop into case. Remove shaft and ball detent spring.

4 - 3 0 REVERSE IDLER

SHAFT REPLACEMENT

1. With case extension removed from the transmission, drive the

4. Place ball detent spring into detent spring hole and start reverse shifter shaft into hole in boss.

CLUTCH, S-M TRANSMISSION 46000 4-SPEED TRANSMISSION 4 - 5 7

1. Bearing Retainer

2. Gasket

3. Selective Fit Snap Ring

4. Spacer Washer

5. Bearing Snap Ring

6. Main Drive Gear Bearing

7. Transmission Case

8. Rear Bearing Retainer Gasket

9. Main Drive Gear

10. Bearing Rollers (14)

11. Snap Ring (.086" to .088")

12. Fourth Speed Gear

Synchronizing Ring

13. Third and Fourth Speed

Clutch Sliding Sleeve

14. Third Speed Synchronizing

Ring

15. Third Speed Gear

16. Second and Third Speed

Gear Thrust Washer

(Needle Roller Bearing)

17. Second Speed Gear

18. Second Speed Gear

Synchronizing Ring

19. Mainshaft

20. First and Second Speed

Clutch Assembly

21. Clutch Key Spring

22. Clutch Keys

23. Clutch Hub

24. Clutch Key Spring

25. First and Second Speed

Clutch Sliding Sleeve

26. First Speed Gear

Synchronizing Ring

27. First Speed Gear

28. First Speed Gear Bushing

29. First Speed Gear Thrust Washer

30. Rear Bearing Snap Ring

31. Rear Bearing

32. Rear Bearing Retainer

33. Selective Fit Snap Ring

34. Reverse Gear

35. Speedometer Drive Gear

36. Rear Bearing Retainer to

Case Extension Gasket

37. Case Extension

38. Rear Oil Seal

39. Reverse Idler Shaft

40. Reverse Shifter Shaft Lock Pin

41. Reverse Shift Fork

42. Reverse Shifter Shaft and Detent Plate

43. Reverse Shifter Shaft

Ball Detent Spring

44. Reverse Shifter Shaft

Detent Ball

45. Reverse Shifter Shaft

" O " Ring Seal

46. Reverse Shifter Lever

47. Speedometer Driven

Gear and Fitting

48. Retainer and Bolt

49. "O

Ring Seal

50. Tanged Washer

51. Spacer (.050")

52. Bearing Rollers (20)

53. Spacer (2-.050")

54. Bearing Rollers (20)

55. Countergear

56. Countergear Roller Spacer

57. Bearing Rollers (20)

58. Spacers (2-.050")

59. Bearing Rollers (20)

60. Spacer (.050")

61. Tanged Washer

62. Countershaft

63. Countershaft Woodruff Key

64. Reverse Idler Front Thrust

Washer (Flat)

65. Reverse Idler Gear (Front)

66. Reverse idler Gear (Rear)

67. Tanged Thrust Washer

68. Forward Speed Shift Forks

69. First and Second Speed

Gear Shifter Shaft and

Detent Plate

70. Third and Fourth Speed Gear

Shifter Shaft and Detent Plate

71. " O " Ring Seals

72. Gasket

73. Interlock Pin

74. Poppet Spring

75. Detent Balls

76. Interlock Sleeve

77. Transmission Side Cover

78. Third and Fourth Speed

Shifter Lever

79. First and Second Speed

Shifter Lever

Figure 4-130—4-Speed Synchromesh Transmission

4 - 5 8 46000 4-SPEED TRANSMISSION CLUTCH, S-M TRANSMISSION

Figure 4-133—Installing Reverse

Shifter Shaft shaft lock pin into place until the extension has been installed on the transmission.

Figure 4-135—Installing Synchronizing

Ring

1. Push the hub from the sliding sleeve. The keys will fall free and the springs may be easily removed.

Figure 4-131— Removing Mainshaft from

First and Second Speed Clutch Assembly

5. Place detent ball on spring and, holding ball down with a suitable tool (see Figure 4-133), push the shifter shaft into place and turn; the ball drops into place in detent on shaft detent plate.

6. Install shift fork.

NOTE: Do not drive the shifter

4 - 3 2 CLUTCH KEYS AND

SPRINGS

REPLACEMENT

2. Place the two springs in position (one on each side of hub), so a tanged end of each spring falls into the same keyway in the hub. Place the keys in position and, holding them in place, slide the hub into the sleeve.

NOTE: The c l u t c h hubs and sliding sleeves are a selected assembly and should be kept together as originally assembled, but the three keys and two springs may be r e p l a c e d if worn or broken.

4 - 3 3 ASSEMBLY a. Mainshaft Assembly

1. From rear of mainshaft, assemble first and second speed clutch assembly to mainshaft

(sliding clutch sleeve taper toward

Figure 4-132—Removing Reverse Idler

Shaft Lock Pin

Figure 4-134—Installing First Speed

Gear Bushing Using J-8853

Figure 4-136—Installing Rear Bearing

Using J-8853

CLUTCH, S-M TRANSMISSION 46000 4-SPEED TRANSMISSION 4 - 5 9 the rear, hub to the front) and using J-8853, press the first gear b u s h i n g on shaft. See Figure

4-134.

2. Install the first speed gear synchronizing ring so the notches in the ring correspond to the keys in the hub. See Figure 4-135.

3. Install first speed gear (with hub toward the front) and the first speed gear thrust washer. Make certain that the grooves in the washer are facing the first speed gear.

4. Using J-8853, press on the rear bearing with the snap ring groove toward the front of the transmission (see Figure 4-136).

Firmly seat bearing against the shoulder on the mainshaft.

5. Install snap ring in the groove in the mainshaft behind the rear bearing.

NOTE: A l w a y s use new snap rings when reassembling transmission and do not expand the snap ring further than is necessary for assembly.

6. From the front of the mainshaft, install the second speed gear s y n c h r o n i z i n g ring so the notches in the ring correspond to keys in the hub.

7. Install the second speed gear

(with the hub of the gear toward the back of the transmission) and install the second and third speed gear thrust washer (needle roller bearing).

8. Install the third speed gear

(hub to front of transmission) and the third speed gear synchronizing r i n g ( n o t c h e s to f r o n t of transmission).

Figure 4-137—Installing Rear

Bearing Retainer

10. Install snap ring in the groove in mainshaft in front of the third and fourth speed clutch assembly.

NOTE: If there is no end play, check the thickness of the snap ring just installed; it should be

.087

thick. While the snap ring used at this location is NOT selective, it is identical to the selective washers used at the clutch gear and rear bearing locations.

11. Install the rear bearing retainer (see Figure 4-137). Spread the snap ring in the plate to allow the snap ring to drop around the rear bearing and press on the end of the mainshaft until the snap ring engages the groove in the rear bearing.

Figure 4-139—Measuring Speedometer

Drive Gear

12. Install the reverse gear (shift collar to rear).

13. Press speedometer drive gear onto the mainshaft, u s i n g a

J-8853, press plate. (See Figure

4-138). Position the speedometer gear to get a measurement of

4-1/2" from the center of the gear to the flat surface of the rear bearing retainer. (See Figure 4-139).

14. Replace r e a r bearing snap ring on mainshaft.

4 - 3 4 COUNTER GEAR

ASSEMBLY

1. I n s t a l l r o l l e r spacer in countergear.

2. Using heavy grease to retain the rollers, install 20 rollers in

9. Install the t h i r d speed and fourth speed gear clutch assembly

(hub and sliding sleeve) with taper toward the front, making sure that the keys in the hub correspond to the notches in the third speed gear synchronizing ring.

Figure 4-138—Installing Speedometer

Drive Gear

Figure 4-140—Cross Section of

Countergear Assembly

4 - 6 0 46000 4-SPEED TRANSMISSION CLUTCH, S-M TRANSMISSION

Figure 4-141—Installing Main Drive

Gear Bearing either end of the countergear, two .050" spacers, 20 more rollers, then one .050

spacer. Install in the o t h e r end of the countergear, 20 rollers, two .050" spacers, 20 more rollers, and another .050" spacer. (See Figure 4-141).

4 - 3 5 TRANSMISSION

ASSEMBLY

1. Rest the transmission case on its side with the side cover opening toward the assembler. Retainer thrust washers on end of countergear with grease.

Figure 4-143—Checking Countergear

End Play

2. Set countergear in place in b o t t o m of transmission case, making sure that tanged thrust washers are correctly positioned.

Figure 4-145—Bearing Retainer to

Transmission Bolt

3. Press bearing onto main drive gear (snap ring groove to front), using J-5746 (Figure 4-141). Be sure bearing fully seats against shoulder on gear.

4. Install spacer washer and selective fit snap ring in groove on gear stem.

NOTE: The snap ring is available in three thicknesses: .087",

.093", and .099". Use the ring that will produce from zero to

.005" clearance between the rear

Figure 4-142—Installing Countershaft

Figure 4-144-1 nstalling Mainshaft

Assembly

Figure 4-146—Installing Case Extension

Oil Seal

CLUTCH, S-M TRANSMISSION 46000 4-SPEED TRANSMISSION 4 - 6 1

Figure 4-147—Installing Case Extension to Transmission Case face of'the snap ring and the front face of the spacer washer.

5. Install the main drive gear and bearing assembly through the side cover opening and into position in transmission front bore. Tap lightly into place, if necessary, with a plastic hammer. Place snap ring and spacer in groove in front bearing.

6. With the transmission case resting on its front face, move countergear into mesh with main drive gear. Be sure thrust washers remain in place. Install woodruff key into end of countershaft and press shaft (Figure 4-142) until end of shaft is flush with rear face of transmission case.

7. A t t a c h a d i a l indicator as shown in Figure 4-143, and check the end play of the countergear.

End play must not be more than

.025".

8. Install the f o u r t e e n roller bearings into the main drive gear, using heavy grease to hold the bearing in place.

9. Using heavy grease, place gasket in position on front face of rear bearing retainer.

10. Install fourth speed synchronizing ring on main drive gear with the notches toward the rear of the transmission.

11. Position the reverse i d l e r gear thrust washer (untanged) on the machined face of the ear cast for the reverse idler shaft. Position the front reverse idler gear on top of the thrust washer with the hub facing forward rear of the case.

Figure 4-149—Sealing Case Extension

Attaching Bolt

Figure 4-148—Installing Front

Companion Flange

12. Lower the mainshaft assembly into the case, making certain that the notches on the fourth speed synchronizing ring correspond to the keys in the clutch assembly. See Figure 4-144.

13. Install the self-locking bolt attaching rear bearing retainer to transmission case, (see Figure 4-145). Torque to 20 to 30 ft. lbs.

14. From the rear of the case, i n s e r t the rear reverse idler gear, engaging the splines with the portion of the gear, within the case.

15. Using heavy grease, place gasket into position on rear face of rear bearing retainer.

16. Using heavy grease, install the remaining thrust washer into place on the reverse idler shaft, making sure tang on the thrust washer is in the notch in the idler thrust face of the extension.

17. Place the two clutches in neutral position. Pull reverse shifter shaft to left side of extension and rotate shaft to bring reverse shift fork as far forward in extension as possible. Start the extension onto the transmission case (Figure 4-147) while slowly pushing in on the shifter shaft to engage the shift fork with the reverse gear shift collar. When the fork engages, rotate the shifter shaft to move the reverse gear rearward, permitting the extension to slide onto the transmission case.

18. Install new oil seal in rear bearing retainer, using Seal Installer J-8864. See Figure 4-146.

L i g h t l y coat seal with gear lubricant.

19. Install three extension and retainer to case attaching bolts

(torque to 35 to 45 ft. lbs.) and two extension to retainer attaching bolts (torque to 20 to 30 ft.

lbs.). Use suitable sealer on the lower right attaching bolt as viewed from rear. See Figure

4-149.

20. Push or pull reverse shifter shaft to line up groove in the shaft with the holes in the boss and drive in the lock pin. Install shifter lever.

21. Install the main drive gear bearing retainer, gasket and four attaching bolts, using a suitable sealer on bolts. Torque to 15 to

20 ft. lbs.

22. Install a shift fork in each clutch sleeve.

23. Install Front Companion flange (see Figure 4-148).

24. Place both clutches in neutral, install side cover gasket and carefully lower side cover into place. Install attaching bolts and tighten evenly to avoid side cover distortion. Use suitable sealer when installing the lower right bolt.

NOTE: The transmission should

"overshift" slightly in all ranges.

4 - 6 2 46000 4-SPEED TRANSMISSION CLUTCH, S-M TRANSMISSION

4 - 3 6 4 6 0 0 0 SERIES 4-SPEED SYNCHROMESH TRANSMISSION TROUBLE DIAGNOSIS

PROBABLE REMEDY SYMPTOM AND PROBABLE CAUSE

SHIFTS HARD a. Clutch not releasing engine or slow to release.

b. Shift linkage binding or selector not properly adjusted.

a. Adjust or repair clutch.

b. Free up and adjust as required.

SHIFTS HARD ON DOWNSHIFT a. Downshifting at too high an engine speed.

a. Shifting into low gear above 45 MPH and second above 65 MPH causes extra work for synchronizers and will require extra time or more force on lever to complete.

There is also danger of over-speeding the engine if low or second is used at high car speeds.

DISENGAGES FROM GEAR a. Dirt between transmission case and clutch housing.

b. Does not fully engage.

c. Clutching teeth worn or defective and/or clutch hub spline worn.

NOISY a. Gears worn, scored or broken.

b. Bearing dirty, worn.

c. Interference of c l u t c h s l e e v e with countergear.

a. Clean mating surfaces.

b. Check linkage for interference. Adjust or replace damaged shift linkage.

c. Replace gear, clutch sleeve and clutch hub.

a. Replace gears.

b. Flush transmission with kerosene. If noise is still present, replace bearings and examine gears as above.

c. Replace worn shift forks, countergear, and idler gear thrust washers to restore gears and clutch sleeve to proper location. Examine thrust faces on these gears for wear.

Replace if worn excessively.

LEAKS LUBRICANT a. E x c e s s i v e amount of l u b r i c a n t in transmission.

b. Loose or broken clutch gear b e a r i n g retainer.

c. Clutch gear b e a r i n g r e t a i n e r gasket damaged.

a. Drain to correct level.

b. Tighten or replace retainer.

c. Replace gasket.

CLUTCH, S-M TRANSMISSION 46000 4-SPEED TRANSMISSION 4 - 6 3

SYMPTOM AND PROBABLE CAUSE

LEAKS LUBRICANT (Cont'd) d. Cover loose or gasket damaged.

e. Operating snaft seal leaks.

f. Idler shaft expansion plugs loose.

g. Countershaft loose in case.

h. Lack of sealant on bolts.

i. Worn extension oil seal.

EXCESSIVE BACKLASH IN ALL REDUCTION

GEARS a. Worn countergear bearings.

b. Excessive end play in countergear.

NOISY IN ALL REDUCTION GEARS a. Insufficient lubricant.

b. Worn or d a m a g e d clutch g e a r or countergear.

NOISY IN ALL GEARS a. Insufficient lubricant.

b. Worn countergear bearings.

c. Worn or damaged clutch gear and countershaft drive gear.

d. Damaged clutch gear or mainshaft ball bearings.

e. Damaged speedometer gears.

PROBABLE REMEDY d. Tighten cover or replace gasket.

e. Replace operating shaft seal.

f. Replace expansion plugs.

g. Replace case.

h. Coat bolts with sealant.

i. Replace seal.

a. Replace countergear bearings and shaft.

b. Replace countergear thrust washers.

a. Fill to correct level.

b. Replace faulty or damaged gears.

a. Fill to correct level.

b. Replace countergear bearings and shaft.

c. Replace worn or damaged gears.

d. Replace damaged bearings.

e. Replace damaged gears.

NOISY IN HIGH GEAR a. Damaged clutch gear bearing.

b. Damaged mainshaft bearing.

c. Damaged speedometer gears.

a. Replace damaged bearing.

b. Replace damaged bearing.

c. Replace speedometer gears.

NOISY IN NEUTRAL WITH ENGINE RUNNING a. Damaged clutch gear bearing.

b. Damaged mainshaft pilot bearing roller.

a. Replace damaged bearing.

b. Replace damaged bearing roller.

4 - 6 4 46000 4-SPEED TRANSMISSION CLUTCH, S-M TRANSMISSION r COUNTER GEAR

BEARING LOADER

3 SPEED

J-8965

C O M P A N I O N FLANGE

HOLDER A N D REMOVER

J-8614

COUNTER GEAR

BEARING LOADER

4 SPEED

J-9573

SEAL

INSTALLER

J-8864

SNAP RING

PLIERS

J-5586

GUIDE PINS

J-1126

J-9574

CLUTCH PILOT

BEARING PULLER

J-4383

SPEEDOMETER

W O R M GEAR

REMOVER

J-8760

Figure 4-150—Four Speed Synchromesh Tools

SHIFT LINKAGE ADJUSTMENTS 4A-1

GROUP 4 A

4 5 - 4 6 - 4 8 - 4 9 0 0 0 SERIES TRANSMISSION

SHIFT LINKAGE ADJUSTMENT

SECTIONS IN GROUP 4A

Section Subject Page

4A-A 3-Speed Synchromesh Transmission

Linkage Adjustment 45-46 Series

Cars 4A-1

4A-B 4-Speed Synchromesh Transmission

Linkage Adjustment

46 Series 4A-5

4A-C Super Turbine 300 Transmission

Linkage Adjustment 45 Series . . 4A-7

Section Subject

4A-D Super Turbine 400 Transmission

Linkage Adjustment 45-46-48

Series

4A-E Super Turbine 400 Transmission

Console Linkage Adjustment

46 Series

4A-F Super Turbine 400 Transmission

Linkage Adjustment 49 Series.

Page

4A-9

. 4A-11

. 4A-13 i

SECTION 4A-A

3-SPEED SYNCHROMESH TRANSMISSION LINKAGE

ADJUSTMENT 45-46 SERIES CARS

1} PLACE TRANSMISSION LEVERS IN N E U T R A L ; * ^

NEUTRAL POSITION

Figure 4A-1

4A-2

SHIFT LINKAGE ADJUSTMENTS

Loosen shift rod adjusting clamps. NOTE: Make certain rods are free to travel through clamps.

1ST-REVERSE ADJUSTING

CLAMP BOLT

2ND-3RD ADJUSTING

CLAMP BOLT

Figure 4A-2

Install 1/4" round stock (such as shown in view " A " ) into the bearing tab and lst-reverse lever.

2ND-3RD LEVER

SELECTOR PLATE

1ST-REVERSE LEVER

1/4" DIA STOCK

BEARING TAB

USE 1/4" ROUND

STOCK ONLY

(SUCH AS A 1/4" BOLT)

Figure 4 A - 3

SHIR LINKAGE ADJUSTMENTS

4A-3

Place screwdriver between the selector plate and the 2nd-3rd lever until selector plate engages tang on both shift levers.

2ND-3RD LEVER

1ST-REVERSE LEVER

B; > 3 -SELECTOR PLATE

MAKE CERTAIN THESE DISTANCES

ARE EQUAL WHEN SCREWDRIVER

IS INSERTED

Figure 4A-4

5 1 Tighten shift rod adjusting clamps. Torque 17 to 23 ft. lbs. CAUTION: Do not over-torque.

1ST-REVERSE ADJUSTING

CLAMP BOLT

2ND-3RD ADJUSTING

CLAMP BOLT

Figure 4A-5

4A-4

SHIFT LINKAGE ADJUSTMENTS

CHECK CROSS-OVER AS FOLLOWS:

l a . Find the neutral detent in the lst-reverse position and mark the mast jacket.

b. Move shift lever down to the 2nd-3rd position and find the neutral detent position.

Check to see if the two detents line up as shown by the mark made on the mast jacket.

c. If the two detents line up the cross-over is correctly adjusted. If they do not line up then shorten the lst-reverse rod by pulling it through the swivel by no more than 3/16".

REV.

2ND

\ ^

1ST

3RD

Figure 4A-6

SHIFT LINKAGE ADJUSTMENTS

SECTION 4A-B

4-SPEED SYNCHROMESH TRANSMISSION LINKAGE

ADJUSTMENT 46 SERIES

1 } With Transmission in Neutral, Install a V/' \

Dia.Rod as Shown

4A-5

Figure 4A-7

4A-6

2 ] Loosen Shift Rod Adjusting Clamp Bolts

3 ] Tighten Shift Rod Adjusting Clamp Bolts

Torque 17-23 Ft. Lbs. Over-Torqumg

Will Cause Hard Shifting.

SHIFT LINKAGE ADJUSTMENTS

Shift Rod Adjusting

Clamp Bolts

4 1 Remove V / ' Dia.Rod

Figure 4A-8

4th Gear Stop Bolt

After Shift Controls are Adjusted to Neutral

Position, Hold Shift Lever in 4th Gear by Merely

Resting Hand On Shift Lever to Remove all Lash in H

Linkage,Then Turn Stop Bolt Until it Contacts

Shift Lever. Torque Jam Nut to 20-30 Ft. Lbs.

Repeat same Operation for Third Gear

Note: Stop Bolt forThird Gear is Located on

Front Side of Linkage.

Figure 4A-9

SHIFT LINKAGE ADJUSTMENTS

SECTION 4A-C

SUPER TURBINE 300 TRANSMISSION LINKAGE

ADJUSTMENT 45 SERIES

Set Manual Control Lever in Park Position

4A-7

2 } Loosen Shift Rod Adjusting Clamp Bolt

Figure 4A-10

4A-8

3 j Set Transmission Shift Lever in Park range

SHIFT LINKAGE ADJUSTMENTS

Transmission Shift Lever £Jm

Figure 4A-11

TIGHTEN SWIVEL

41CLAMP BOLT.

TORQUE 17-23 FT. LB

Figure 4A-12

SHIFT LINKAGE ADJUSTMENTS

SECTION 4A-D

SUPER TURBINE 4 0 0 TRANSMISSION LINKAGE

ADJUSTMENT 45-46-48 SERIES

4A-9

PLACE SELECTOR

LEVERJNJPARK

9 1

L O O S E N SWIVEL

LAMP B

Figure 4A-13

4A-10

SHIFT LINKAGE ADJUSTMENTS

TRANSMISSION

IN PARK

Figure 4A-14

TIGHTEN SWIVEL

41CLAMP BOLT.

TORQUE 17-23 FT. LB

Figure 4A-15

SHIFT LINKAGE ADJUSTMENTS

SECTION 4A-E

SUPER TURBINE 4 0 0 TRANSMISSION CONSOLE

LINKAGE ADJUSTMENT 46 SERIES

21 LOOSEN ADJUSTING CLAMP BOLT

4A-11

Figure 4A-16

Hiiiiii'' " '"'"

3 1 PLACE TRANSMISSION IN PARK!

p R N D L

Figure 4A-17

4A-12

SHIFT LINKAGE ADJUSTMENTS

ADJUSTING

CLAMP BOLT

4 ) INSTALL 1/4" DIA. ROD AS SHOWN

TIGHTEN ADJUSTING"CtAMP

BOLTS. TORQUE 17-23 FT. LB.

OVER TORQUING WILL CAUSE!

HARD SHIFTING

ADJUSTING CLAMP BOLT

1/4" DIA. ROD

Figure 4A-18

SHIFT LINKAGE ADJUSTMENTS

SECTION 4A-F

SUPER TURBINE 4 0 0 TRANSMISSION

LINKAGE ADJUSTMENT 49 SERIES

4A-13

Figure 4A-19

TRANSMISSION^ PARK

Figure 4A-20

4A-14

ADJUSTIN

CLAMP BOLT

TIGHTEN ADJUSTING

SHIFT LINKAGE ADJUSTMENTS

Figure 4A-21

SUPER TURBINE " 3 0 0 '

DESCRIPTION & OPERATION 5 - 1

GROUP 5

SUPER TURBINE " 3 0 0 "

AUTOMATIC TRANSMISSION

Section

5-A

Subject

Automatic Transmission

Specifications, Description and

Operation

SECTIONS IN GROUP 5

Page Section

5 - 1

Subject

5-B Hydraulic Controls

5-C Automatic Transmission Adjustment on Car

Page

5-17

5-32

SECTION 5-A

43000-44000-45000 SUPER TURBINE "300"AUTOMATIC TRANSMISSION

SPECIFICATIONS DESCRIPTION AND OPERATION

NOTE: All references to V-6 transmission does not apply to 45000 Series cars.

CONTENTS OF SECTION 5-A

Paragraph Subject Page Paragraph

5-1 Automatic Transmission General 5-3

Specifications 5-1

5-2 Automatic Transmission Tightening 5-4

Specifications 5-2

Subject Page

Description of Super Turbine "300"

Automatic Transmission 5-2

Mechanical Operation of Super Turbine

300" Automatic Transmission . . . 5-12

5 - 1 AUTOMATIC TRANSMISSION GENERAL SPECIFICATIONS a. Model Designation

Trans.

Model

Converter

Assembly

Information

Valve

Body

Plate

Reverse

Clutch

Pressure

Plate

Reverse

Clutch

Piston

Reverse

Clutch

Driven

Plate

Reqa.

Drive

Plate

Reqil.

Forward

Clutch

Driven

Plate

Reqa.

Drive

Plate

Reqa.

Forward

Clutch

Piston

Modulator

Can

Assembly

Model Usage

Blue

Dot of

Paint

Blue

Dot of

Paint

Notch

Notch l

F g u r e

S e e

1366133

1357081

8623364

8623365

8623947

1357081

8623364

8623365

8623947

All 300 Cu. In. V-8

Models except Sportwagons

All 300 Cu. In. V-8

Model Sportwagons

L S

Orange

Dot of

Paint

Notch in

Valve

Body

Plate

5-295 1366132 4 4 5 4 1357082

1367031

1367032

All 225 Cu. In. V-6

Model Cars

I b. Transmission Identification Number

A production model number, trans model and model year is stamped on a metal tag, (see Figure 5-IB) or on the low servo cover located on the middle right side of the transmission case. (See Figure 5-1 A)

The production code number is located in a circle on the low servo cover see Figure 5-1A. Since the production identification number furnishes the key to construction and interchangeability of parts in each transmission, the number should be used when selecting replacement parts as listed in the master parts list. The number should always be furnished on product reports, AFA forms, and all correspondence with the factory concerning a particular transmission.

5 - 2 DESCRIPTION & OPERATION SUPER TURBINE " 3 0 0 ' c. General Specifications

Oil Capacity 19 Pints

Oil Capacity indicated between Marks on Gauge Rod 1 Pint

Oil Specification Automatic Transmission Fluid Type A, Suffix A

Planetary Gearing Type Compound

Number of Pinions 3 Short 3 Long

Drain and Refill Mileage Recommendations. Drain pan replace the Filter on MJ and MR Models and Clean Screen on LJ Models 24,000 Mi.

NOTE: Under extreme heavy operation the above should be performed at 12,000 Mi.

If a major overhaul is necessary the strainer or the filter must be replaced.

Adjust Low Band 24,000 Mi.

Under Heavy Operation 12,000 Mi.

5 - 2 AUTOMATIC TRANSMISSION TIGHTENING SPECIFICATIONS

Use a reliable torque wrench to tighten the attaching bolts or nuts of the parts listed below.

NOTE: These specifications are for clean and lubricated threads only. Dry or dirty threads produce increased friction which prevents accurate measurement of tightness.

Part Location

Bolt Case to Cylinder Block

Screw-Tapping Converter Cover Pan to T r a n s m i s s i o n Case . . .

Pipe Fitting Water Cooler Pipes to T r a n s m i s s i o n C a s e . . . .

Nut Nut for Low Band Adjusting Screw

Bolt Pump Body to Pump Cover

Bolt Stator Control Valve Body to T r a n s m i s s i o n Case

Bolt Valve Body Assembly to T r a n s m i s s i o n Case . .

Bolt Solenoid Valve to Valve Body

Bolt Vacuum Modulator to T r a n s m i s s i o n Case . . . .

Bolt Pump Assembly to T r a n s m i s s i o n Case

Bolt R e a r Bearing Retainer to Transmission Case . .

Bolt-Special Oil Pan to T r a n s m i s s i o n Case

Bolt Speedo Sleeve Retainer to Bearing Retainer . . .

Bolt Governor Cover to T r a n s m i s s i o n Case

MODEL

YEAR

PRODUCTION

DAY BUILT

YEAR TRANS.

< MODEL

PRODUCTION

DAY BUILT

Figure 5-1—Transmission Model Identification

B

Thread

Size

3/8 -16

1/4 -20

1/4 -18

7/16-20

5/16-18

1/4 -20

5/16-18

3/8 -16

5/16-18

5 - 3 DESCRIPTION OF

SUPER TURBINE

" 3 0 0 " AUTOMATIC

TRANSMISSION

The Super Turbine "300" automatic transmission is a combination torque converter, two speed planetary g e a r e d transmission.

Torque multiplication is obtained hydraulically through the converter, and mechanically through a compound planetary gear set. The gear set, in combination with the torque converter, provides a high starting r a t i o for acceleration from a stop, up steep grades, etc.

The torque converter provides

4orque multiplication for performance and e x c e p t i o n a l l y

Torque

Ft.-Lbs.

30-40

8-12

25-35

20-30

16-24

8-12

16-24

25-35

8-12

5-10

8-12

.STATOR

.OVERRUNNING CLUTCH

STATOR SHAFT

O

03 z

Figure 5-3—Stator and Stator Shaft

% •

>H' x

TURBINE

Figure 5-4—Converter Turbine

O

•

CO s

n

3 o i

5 - 6 DESCRIPTION & OPERATION SUPER TURBINE "300' smooth operation. It functions as a fluid coupling at normal road load conditions and at higher speeds. Description of transmission is divided into six (6) basic sections: (1) Torque Converter,

(2) Oil Pump, (3) Planetary Gear

Set and Controls, (4) Reverse

Clutch, (5) Governor, (6) V a l v e

Body.

1 . Torque Converter

The torque converter is connected to the engine flywheel and serves as a hydraulic coupling through which engine torque is transmitted to the input shaft. The torque converter steps up or multiplies engine torque whenever operating c o n d i t i o n s demand greater torque than the engine alone can supply. The torque converter consists of three (3) basic sections: (a) Converter Pump,

(b) Variable Pitch Stator, (c) Converter Turbine.

a. Converter Pump

The f u n c t i o n of the converter pump is to convert engine torque into an energy transmitting flow of oil to drive the converter turbine into which the oil is projected. The c o n v e r t e r pump operates as a centrifugal pump, picking up oil as its center and discharging the oil at its rim.

However, the converter is shaped to discharge the oil parallel to its axis in the form of a spinning hollow cylinder. See Figure 5-2.

b. Variable Pitch Stator

The variable pitch stator is located between the converter turbine and the converter pump, and is supported by the stator shaft.

The stator is equipped with a free wheel clutch assembly. When the clutch assembly is held stationary, it changes the direction of oil flow from the turbine to the proper angle for smooth entrance into the converter pump. As the turbine approaches pump speed the direction of oil flow changes until it no longer opposes pump rotation. The stator then free wheels so that it will not interfere with the flow of oil between the turbine and converter pump. For normal operation in Drive range the stator blades are set at low angle. For increased acceleration and performance, torque may be obtained by setting the stator blades at high angle. See Figure

5-3.

c. Converter Turbine

The function of the converter turbine is to absorb energy from the oil projected into it by the pump and convert the energy into torque and transmit that torque to the input shaft. See Figure 5-4.

clutch determines whether the output shaft rotates forward or backward. See Figure 5-6.

a. Forward Clutch

The forward clutch assembly consists of a drum, piston, springs, piston seals, and a clutch pack.

These parts are retained inside the drum by the low sun gear and flange assembly and retainer ring. When oil pressure is applied to the piston, the clutch plates are pressed together connecting the clutch drum to the input shaft through the clutch hub.

This engagement of the clutch causes the low sun gear to rotate with the input shaft. See Figure

5-7.

2. Oil Pump b. Low Band

A positive displacement internalexternal gear type oil pump is used to supply oil to fill the converter, for engagement of forward and reverse clutches for application and release of the low band and to circulate oil for lubrication and heat transfer. See

Figure 5-5.

The low band is a double-wrap steel band faced with a bonded lining which surrounds the forward clutch drum. The band is hydraulically applied by the low servo piston, and released by spring pressure. See Figure 5-7.

4. Reverse Clutch

3. Planetry Gear Set and

Controls

The planetary gear set consists of an input sun gear, low sun gear, short and long pinions, a reverse ring gear and a planet carrier. The input sun gear is splined to the input shaft. The low sun gear, which is part oi the forward clutch assembly, may revolve freely until the low band is applied. The input sun gear is in mesh with three (3) long pinions and the long pinions are in mesh with three (3) short pinions.

The short pinions are in mesh with the low sun gear and reverse ring gear. The input sun gear and short pinions always rotate in the same direction. Application of either the low band or the reverse

The reverse clutch assembly consists of a piston, inner and outer seal, cushion spring, coil springs, clutch pack, and pressure plate.

These parts are retained inside the case by a retaining snap ring.

When oil pressure is applied to the piston, the clutch plates are pressed together holding the reverse ring gear stationary. This engagement of the clutch causes reverse rotation of the output shaft. See Figure 5-8.

5. Governor

The governor is l o c a t e d to the rear of the transmission case on the left side and is driven off the output shaft. The purpose of the governor is to generate a speed

LOW BAND

.FORWARD CLUTCH DRUM

PISTON

CLUTCH PACK

SPRING

LOW SUN GEAR

AND FLANGE ASSEM.

V )

• H

8

Figure 5-7—Forward Clutch and Low Band

n

o o

TO o i o

5 - 1 2 DESCRIPTION & OPERATION SUPER TURBINE " 3 0 0 ' sensitive modulating oil pressure that increases up to a point with output shaft or car speed.

6. Valve Body

The valve body assemblies are bolted to the bottom of the transmission case and are accessible for service by removing the oil pan. The main valve body assembly consists of manual control valve, stator and detent valve, shift valve, modulator limit valve, and high speed downshift timing valve. The stator valve body consists of a stator control valve.

5 - 4 MECHANICAL

OPERATION OF

SUPER TURBINE

" 3 0 0 " AUTOMATIC

TRANSMISSION

1. Operation of Components in Drive Range

With the manual control lever in

Drive range, the transmission is s t a r t e d automatically in Low range. The forward clutch is released and the low band is applied to the outside diameter of the forward clutch drum. With the low band applied, the low sun gear and flange assembly are held stationary. Drive then is from the converter through the input shaft to the input sun gear in the planetary gear set. The input sun gear drives the long planet pinions which in turn drive the short planet pinions. The short pinions are in mesh with the low sun gear. With the low sun gear held stationary by the low band application, the short pinions will walk around the low sun gear. As they walk around the sun gear, they carry with them the planet carrier and the output shaft to which they are attached, at a reduction of 1.76 to 1.

The upshift into Drive range is dependent upon car speed and throttle opening. When the shift occurs, the low band is released and the forward clutch is applied.

Application of the forward clutch locks the planetary system causing it to rotate as a unit. With the clutch applied, the clutch hub which is splined to the input shaft is locked to the low sun gear and flange a s s e m b l y through the clutch plates. The low sun gear is meshed to the short pinions, the short pinions are meshed with the long pinions, and the long pinions are meshed with the input sun gear; the sun gear is also splined to the input shaft. Since both the low sun gear and input sun gear are now locked to the input shaft, the entire planetary unit will revolve at input shaft speed. See

Figure 5-10.

2. Operation of Components in Manual or Automatic

Low Range

In Low range, the forward clutch is released and the low band is applied to the outside diameter of the forward clutch drum. With the low band applied, the low sun gear and flange assembly is held stationary. Drive then is from the converter through the input shaft to the input sun gear in the planetary gear set. The input sun gear drives the long planet pinions which are in mesh with the low sun gear. Since the low sun gear is held stationary with the low band applied, the short pinions walk around the low sun gear, and as they walk around the sun gear, they carry with them the planet carrier and the output shaft to which they are attached at a reduction of 1.76 to 1. See Figure

5-11.

3. Operation of Components in Reverse Range

When the manual control lever is in Reverse position, the forward clutch and low band are released, and the reverse clutch is applied, holding the ring gear stationary.

Drive is through the input shaft and input sun gear to the long pinions and then to the short pinions. The short pinions mesh with the reverse ring gear which is held stationary by the reverse clutch. The short pinions walk around the inside of the ring gear in a reverse direction, turning the output shaft to which they are attached at a reduction of 1.76 to

1. See Figure 5-12.

4. Operation of Components in Neutral

With the shift control lever in

Neutral position, the output shaft remains stationary. The clutches and low band are released; therefore, there is no reaction member to provide positive drive. All gears are free to spin around their own axis, and no motion is imparted to the planet carrier.

See Figure 5-13.

5. Operation of Components in Park

In Park, all reaction members are released as in Neutral. A positive gear train lock is provided when the parking pawl is engaged with the heavy teeth spaced around the front face of the planetary carrier. The linkage is actuated by direct manual action, but the parking pawl is activated by spring action. If the pawl is in line with a tooth of the planet c a r r i e r , rather than a space between teeth, the linkage remains in the park position with the spring holding p r e s s u r e against the pawl. Slight rotation of the planet carrier will immediately seat the pawl and lock the output shaft to the case. See

Figure 5-13.

DRIVE RANGE

Figure 5-10—Operation of Components in Drive Range

LOW BAND RELEASED

OR WARD CLUTCH APPLIED

REVERSE CLUTCH DISENGAGED

8

O to n

TO o

LOW BAND APPLIED

FORWARD CLUTCH DISENGAGED

REVERSE CLUTCH DISENGAGED

a

3 5

O

LOW SUN GEAR HELD STATIONARY

DRIVE RANGE BEFORE UPSHIFT (AUTOMATIC LOW)

Figure 5-11—Operation of Components in Manual Low or Automatic Low en

8

LOW BAND RELEASED

FORWARD CLUTCH DISENGAGED

REVERSE CLUTCH DISENGAGED to

79 o o m

OPERATION OF COMPONENTS I N NEUTRAL & PARK

Figure 5-13—Operation of Components in Neutral and Park Range

8

z i en

SUPER TURBINE " 3 0 0 ' HYDRAULIC CONTROLS 5 - 1 7

SECTION 5-B

HYDRAULIC CONTROLS

CONTENTS OF SECTION 5-B

Paragraph Subject Page

5-5 Oil Pump and Pressure

Regulator 5-17

5-6 Hydraulic Controls 5-18

Paragraph Subject

5-7 Transmission Assembly Removal and Installation

5-8 Adjustments on Car

Page

5-30

5-31

5 - 5 OIL PUMP AND

PRESSURE

REGULATOR a. Oil Pumps

A positive displacement internalexternal gear type oil pump is used to supply oil to fill the converter, f o r engagement of t h e forward and reverse clutches for application and release of the low band and to accumulate oil for lubrication and heat transfer.

b. Main Pressure Regulator

Valve

The pressure regulator valve located in the pump cover is used as the basic control of hydraulic pressure within the transmission.

1. First Stage Regulation

When the engine is idling or has

EX.

M A I N PRESSURE

REGULATOR VALVE

Figure 5-14—Pressure Regulator Valve

(First Stage Regulation) just been started, oil enters the main pressure regulator valve assembly between the first and second lands and flows through interconnecting drilled holes in the valve to occupy the space between the third land and the oil pump cover. Oil under pressure between the third land and the pump cover moves the valve against its spring to uncover the port which directs oil to the converter and thence to the oil cooler and lubrication systems of the transmission. Figure 5-14 shows the pressure regulator valve in first stage regulator position.

to suction to regulate pressure.

Second state regulation is only necessary d u r i n g operation at high speeds or operations with cold oil.

3. Boost Valve

A boost valve at the spring end of the pressure regulator v a l v e functions to raise line pressure when necessary by adding hydraulic pressure to the spring pressure on the main p r e s s u r e regulator valve.

4. Modulator Boost

2. Second Stage Regulation

As higher engine speeds are attained, the volume of oil leaving the pump increases until the valve moves to the position shown in

Figure 5-15 which opens a port to allow main line oil to escape

With the m a n u a l shift control valve positioned in drive range, oil under pressure varied by operating c o n d i t i o n s (load, car speed, grade, etc.) is directed to the space between the first land of the boost valve and the valve body. Oil under pressure in this space has the same effect as increasing the s p r i n g pressure against the pressure regulator valve, that is, it increases main line oil pressure.

REV.

MOD.

*7 U I ) I

EX.

M A I N PRESSURE

REGULATOR VALVE

J \

Figure 5-15—Pressure Regulator Valve

(Second Stage Regulation)

5. Reverse Boost

With the m a n u a l shift control valve positioned in reverse range, oil under pressure is directed to the space between the first and second lands of the boost valve.

Since the second land is larger than the first, the boost valve bears on the spring end of the pressure regulator valve adding

5 - 1 8 HYDRAULIC CONTROLS SUPER TURBINE "300' to the spring pressure of the valve, thus increasing mainline oil pressure for operation in reverse range.

5-6 HYDRAULIC

CONTROLS

The hydraulic control system consists of the following main components:

Manual Shift Control Valve

Stator Control Valve

Shift Valve and Shift Control

Valve

Vacuum Modulator Valve

Governor Valve

Modulator Limit Valve

Detent Valve

High Speed Downshift Timing

Valve

Coast Downshift Timing Valve a. Manual Shift Control

Valve

The manual shift control valve in the valve body routes oil to the controlling devices that govern operation in D r i v e , Low and

Reverse. In Neutral and Park ranges, the manual control valve cuts off oil pressure to the low servo and forward clutch. See

Figure 5-16. The manual shift control valve is connected by mechanical linkage to the manual control lever on the steering column.

b. Stator Control Valve

The stator control valve is a spring load valve located in the stator control valve body. The function of this valve is to control high or low angle of the stator blades. See Figures 5-17-5-18.

The action of the valve is affected by spring pressure and a solenoid valve. When the stator control valve solenoid is energized the valve plunger is retracted, uncovering an exhaust port through which oil may excape from the spring side of the stator control valve. Oil thus escaping allows oil at converter charging pressure to move the valve aginst its spring. With the stator valve positioned against the valve plug no oil is directed to the front of the stator blade piston and converter charging pressure then moves the piston (connected to the stator blade cranks) to shift the blades to high angle. See Figure 5-17.

c. Shift Valve and Shift

Control Valve oil pressure from the governor and vacuum modulator valve to the s h i f t from automatic low

(manual shift c o n t r o l valve in drive range) to drive range or from d r i v e to automatic low range.

1. Upshift from automatic low range to drive range

As the car is accelerated from a stop the shift valve and shift regulator valve are positioned as shown in Figure 5-20. The shift valve is held against the end of its bore by the force of a spring and the pressure exerted on the end of the shift regulator valve.

With the shift valve thus positioned no oil under pressure is directed to the high clutch piston or spring side of the low servo piston, thus the low band is applied and the transmission is in low range.

The shift valve and shift control valve are housed together in the main valve body. They interpret

When the proper relationship between car s p e e d and throttle opening exists, governor oil pressure against the first land of the shift valve will overcome spring pressure and the force of limited modulator oil pressure against the shift regulator valve and move both valves to the right as shown in Figure 5-21.

STATOR CONTROL VALVE

Figure 5-17—Stator Blades in

High Angle

With the valves thus positioned, oil under pressure is directed to the forward clutch piston and the spring s i d e of the low servo piston.

Figure 5-16—Manual Shift

Control Valve

STATOR CONTROL VALVE

Figure 5-18—Low Angle u r

G O V

^ji_i«

11

1 H

SHIFT VALVE AND

SHIFT CONTROL VALVE la

Figure 5-20—Automatic Low

HYDRAULIC CONTROLS 5 - 1 9 SUPER TURBINE "300'

2. Downshift from drive to low

When detent pressure against the shift regulator valve in combination with the spring reaches a value sufficient to overcome governor valve pressure against the first land of the shift valve, both valves move to the shift valve end of the bore and the transmission is downshifted by exhausting oil under pressure to the high clutch and spring side of the low servo piston. See Figure 5-20.

:GOV.

SHIFT VALVE AND

SHIFT CONTROL VALVE

3. Manual Low

With the manual shift control valve positioned in low (L) range oil under pressure is directed to the space between the shift valve and the shift regulator valve. Oil under pressure in this space moves the shift valve to the end of its bore. With the shift valve thus positioned no oil under pressure is directed to the high clutch piston or spring side of the low servo piston, thus the low band is applied and the transmission is in low range. See Figure 5-22.

Figure 5-22—Manual Low sure) into modulated oil pressures to regulate main line oil pressure at an efficient value.

Main line oil enters the v a l v e between the first and second lands of the valve, flows through the drilled ports to the space between the first land and the valve body.

Here, the oil when it reaches sufficient pressure moves the valve against its spring to regulate the exit oil (called modulator oil).

d. Vacuum Modulator and

Valve

The vacuum modulator and valve assembly is a device to translate load (engine manifold vacuum), barometric pressure (altitude) and speed (governor valve oil pres-

1. Manifold vacuum effect

The modulator valve spring is housed in a sealed container in such a way that engine manifold vacuum may act upon it to reduce the force of the spring against the valve and thus affect modulator oil pressure. Conditions of load or grade that lower manifold vacuum increase modulator oil pressure, while high manifold vacuum decreases modulator pressure.

See Figure 5-23.

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>H 1 FT VALVE A N D

>H 1 FT C O N T R O L VALVE

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2. Altitude or barometric pressure effect

If the car is operated at high altitudes where barometric pressure is reduced the aneroid device in t h e vacuum modulator housing expands and acts against the valve spring to reduce moduFigure 5-21-Up-Shifted

Figure 5-23—Vacuum Modulator and Valve lator oil pressure in proportion to the barometric pressure.

At high altitudes engine output is reduced. Comparable reduction in transmission main line oil pressure is necessary to accomplish s m o o t h s h i f t s u n d e r t h e s e conditions.

3. Governor effect

As car speed increases governor valve oil pressure increases (up to the limit of the valve as described in subpar. e below).

Oil at governor valve pressure bearing on the fourth land of the vacuum modulator valve has the effect of reducing the spring pressure against the valve, thereby reducing modulator oil pressure as governor pressure (car speed) increases.

4. Modulator boost effect

With the manual shift control valve positioned in Low (L) range, oil at main line pressure bears against the second land of the modulator valve which separates the two pieces of the valve and tends to move the valve to the bottom of its bore independent of the valve spring. Thus, modulator oil under pressure is directed to the main line pressure regulator valve to provide an increase in main line oil pressure in low range, regardless of engine vacuum. If driving conditions result in low engine vacuum however, the valve spring will move the two sections of the valve back

5 - 2 0 HYDRAULIC CONTROLS SUPER TURBINE "300' together. Then both the valve spring and the pressure of main line oil against the second land of the valve will regulate modulator oil pressure.

e. Governor Valve to approximately 40 MPH, where it increases at a slower rate.

Regulated oil from the governor valve is channeled to the shift valve, vacuum modulator valve, modulator limit valve, and high speed down shift timing valve.

Governor pressure thus determines or affects shift points, main line oil pressure, and down shift timing.

[-;

L. FEED 1

_ M 1

The governor valve is a pressure regulator valve the output of which is determined by car speed a c t i n g through the centrifugal force of a pair of dual weights; the inner pair of which is spring loaded. See Figure 5-24.

As the car begins to move the weight assemblies move outward to provide a regulating f o r c e against the v a l v e through the springs between the primary and secondary weights. As car speed is further increased, regulating force against the valve is provided by the secondary weights moving outward. At approximately

35 MPH the primary weights have reached the limit of their travel and the force against the valve is then entirely through the secondary weights.

Thus governor valve pressure is determined at very low speeds by the primary weights at intermediate speeds by the springs between the weights and at higher speeds by the secondary weights.

In this manner governor pressure is increased rapidly but smoothly from very low speeds

-—s

• M M * f. Modulator Limit Valve

Figure 5-26—Modulator Limit Valve

(Second Stage)

The modulator limit valve is a p r e s s u r e regulator valve that regulates the point at which a wide open throttle up shift will occur.

The valve regulates limited feed oil (main line pressure) to provide diminishing oil p r e s s u r e bearing against the shift control valve as car speed is increased.

This decrease in oil pressure is accomplished by governor valve pressure bearing on the third land of the valve and acting to diminish s p r i n g pressure as car speed

(governor v a l v e pressure) increases. See Figures 5-25 and

5-26.

g. Detent Valve

The detent valve is a solenoid operated two position valve that provides a downshift at wide open throttle if car speed is low enough.

Electrical contacts on the carburetor linkage energize the detent solenoid as wide open throttle is r e a c h e d . Energization of the solenoid retracts its plunger and allows oil from the center of the valve to flow to exhaust. Main line oil pressure against the first land and end of the valve moves the valve against its spring as shown in Figure 5-27.

The modulator limit valve is in operation only before the upshift during wide open throttle operation with the manual shift control valve in Drive position.

With the valve in this position, ports are opened to allow oil at main line pressure flow to the modulator limit valve and limited modulator oil to flow to the detent port of the shift control valve.

When the solenoid is de-energized the spring loaded plunger seals the port in the valve center. Oil

Figure 5-24—Governor Valve

DETENT VALVE

5 t • ii • ' W I . C I I ^ I D

ENERGIZED

Figure 5-25—Modulator Limit Valve

(First Stage) Figure 5-27—Solenoid Valve Energized

HYDRAULIC CONTROLS 5 - 2 1 SUPER TURBINE " 3 0 0 '

L. FEED

JTI

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1 1 IsOLENOlB

| s | r s JVALVE

IE v — / ~ \ I ~ - / — \ nJTOLENOID

DETENT VALVE DE-ENERGIZED r"

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5-29. With the valve in this position oil for low servo application must pass two orifices as shown. At lower car speeds, governor valve pressure is not sufficient to overcome the spring pressure and low servo application is made through passages containing one orifice as shown in Figure 5-30.

Figure 5-28—Solenoid Valve

De-Energized at main line pressure then occupies the center of the valve and bears against the fifth land of the valve as well as the first land.

The detent v a l v e spring then moves the valve to the position shown in Figure 5-28, shutting off the modulator, detent and limited modulator ports.

h. High Speed Down Shift

Timing Valve

The high speed downshift timing valve is a spring loaded valve located in the main valve body.

Its function is to control the rate of low servo application at high road speeds.

At sufficiently high road speeds governor pressure against the first land of the valve overcomes spring pressure to move the valve to the position shown in Figure i. Coast Down Shift

Tinning Valve

As the car is decelerating with closed t h r o t t l e or very l i g h t throttle (such as when approaching a stop) governor valve pressure diminishes to a point where spring pressure moves the shift valve to the down shift position.

When this occurs, oil is exhausted from the band release chamber of the low servo through the coast down shift timing valve

A rush of oil through the valve moves the ball retainer and ball against light spring pressure off its seat, oil may then escape around t h e ball retainer and spring. This action cushions the initial engagement of the low band. See Figure 5-31.

j. Operation of Hydraulic

Controls in Drive Range

(Part Throttle Upshifted)

During operation in Drive range the manual shift control valve is positioned as shown in Figure

5-32. During part throttle acceleration main line oil is directed to the modulator valve and manual shift control valve. Main line oil entering the manual shift control valve is routed into the drive oil passage and then directed to the governor valve, shift valve, detent valve, high speed down shift timing valve and low servo.

Figure 5-30—High Speed Downshift

Timing Valve Regulated engine vacuum the vacuum modulator tends to keep the valve toward the bottom of its bore.

In this position oil is delivered through a drilled passage in the valve to the space between the first land of the valve and the valve body. Oil under pressure in this area plus governor pressure on the second land of the second modulator valve tends to move the valve against the force of its spring to regulator modulator oil pressure leaving the valve. Modulator oil leaves the modulator valve and is routed to the boost valve, detent valve, modulator limit valve, and to the second land of the shift control

Figure 5-29—High Speed Downshift

Timing Valve

Main line oil being directed to the modulator valve enters between the first and second lands. At low

Figure 5-31—Coast Downshift

Timing Valve

MAINLINE OIL

SUCTION

CONVERTER

GOVERNOR

MODULATOR

LIMITED MODULATOR

REGULATED

LIMITED MODULATOR

DETENT

REVERSE I I rr» n

O z

•< u

TO o r—

HIGH SPEED DOWNSHIFT

TIMING VALVE

MODULATOR LIMIT VALVE

Figure 5-32—Drive Range Upshiffed (Part Throttle)

CODE:

LIMITED FEED

LIMITED MODULATOR

GOVERNOR

MODULATOR

MODULATOR BOOST

DRIVE

EXHAUST

DETENT

HIGH CLUTCH

2ONVERTER

^REVERSE

L. FEED

L. MOD.

GOV.

MOD.

MOD. BST.

DR.

EX.

DET.

HI. CL.

CONV.

REV.

DRIVE RANGE UPSH1FTED

(PART THROTTLE)

-o c o o

SUPER TURBINE "300' HYDRAULIC CONTROLS 5 - 2 3 valve. Modulator pressure applies a force to the space between the first land of the boost valve and the oil pump body causing it to move to the right in Figure 5-32.

As the boost valve moves to the r i g h t it contacts the pressure regulator v a l v e . This hydraulic force combined with n o r m a l spring force on the pressure regulator valve results in higher main line pressure. Also modulator pressure is routed through the detent valve and modulator limit valve to the shift control valve.

When sufficient car speed has been obtained, the governor valve will move allowing drive oil to be directed at regulated pressure to the space between the first land of the shift valve and the valve body and between second and third lands of the modulator valve, between the second and third lands of the modulator limit valve and in the space between the first land of the high speed down shift timing valve and the valve body.

As governor pressure is received b e t w e e n the second and third lands of the modulator valve it will t e n d to m o v e the v a l v e a g a i n s t i t s spring, r e d u c i n g modulator pressure.

When governor pressure reaches a high enough value the shift valve will move to the right allowing drive oil to apply the forward clutch and release the low band.

k. Operation of Hydraulic

Controls in Drive Range

(Full Throttle to Detent

Switch Pitch Only)

During operation in Drive range at full throttle to detent switch pitch only, the stator control solenoid is energized. See Figure

5-33.

Main line oil passes through the pressure regulator valve to the converter and stator c o n t r o l valve. Energization of the stator control solenoid allows oil from the center of the valve to flow to exhaust. Converter oil pressure against the valve body and the first land of the valve moves the valve against its spring until it bottoms in its bore. When the valve reaches the bottom of its bore it will exhaust the stator, switching the blades to high angle.

Main line oil entering the manual shift control valve is routed into the drive oil p a s s a g e and then directed to the governor valve, shift valve, detent valve, high speed down shift timing valve and low servo. Main line oil directed to the modulator valve enters between the first and second lands.

At low engine vacuum, the vacuum modulator tends to keep the valve toward the bottom of its bore. In this position, oil is d e l i v e r e d through a drilled passage in the valve to the space between the first land of the valve and the valve body. Oil pressure in this area plus governor pressure on the second land of the second modulator valve will tend to move the valve against the force of its spring to regulate modulator oil pressure leaving the valve. At the same time, line oil pressure enters the area between the first and second lands of the modulator valve and into the modulator pressure l i n e . Modulator o i l leaves the modulator valve and is routed to the boost valve, detent valve, modulator limit valve, and to the shift control valve.

Modulator pressure a p p l i e s a force to the space between the first land of the boost valve and the oil pump body causing it to move to the right in Figure 5-33.

As the boost valve moves to the right it contacts the pressure regulator valve. This hydraulic f o r c e combined w i t h normal spring force on the pressure regulator valve results in a higher main line pressure. Also limited modulator pressure is r o u t e d through the detent valve and to the modulator limit valve. Limited modulator from t h e modulator limit valve is routed to the shift control valve.

When sufficient speed is obtained, the governor valve will move, allowing drive oil to be directed at reduced pressure to left end of the shift valve and between the second and third lands of the modulator v a l v e , between the second and third lands of the modulator limit valve and at the left end of the high speed down shift timing valve. As governor pressure is received between the second and third lands of the modulator valve it will tend to move the valve to the right, reducing modulator pressure. When governor pressure reaches a high enough value, the shift valve will move to the right allowing drive oil to apply the forward clutch.

I. Operation of Hydraulic.

Controls in Drive Range

(Full Throttle Detent and

Switch Pitch)

During operation in Drive range at full throttle detent and switch pitch, both the stator control valve and detent valve solenoids are energized. The manual shift control valve is positioned as shown in Figure 5-34.

Main line oil passes through the pressure regulator valve to the converter and detent valve. When the stator control valve solenoid is energized it allows oil from the center of the valve to flow to exhaust. Converter oil applying force to the area between the valve body and the first land of the valve moves the valve against its spring pressure to the bottom of its bore.

When the valve reaches the bottom of its bore it will exhaust the stator, switching the pitch to high angle. Converter pressure o i l applies force to the area between the valve body and the first land

MAINLINE OIL

SUCTION

CONVERTER

GOVERNOR

MODULATOR

LIMITED MODULATOR

REGULATED

LIMITED MODULATOR

DETENT

REVERSE

• . : a

HIGH SPEED DOWNSHIFT

TIMING VALVE

MODULATOR LIMIT VALVE

Figure 5-33—Drive Range (Full Throttle to Detent Switch Pitch Only)

CODE:

LIMITED FEED

LIMITED MODULATOR

GOVERNOR

MODULATOR

MODULATOR BOOST

DRIVE

EXHAUST

DETENT

\HIGH CLUTCH

>NVERTER

REVERSE

L- FEED

L. MOD.

GOV.

MOD.

MOD. BST.

DR.

EX.

DET.

Hl, CL.

CONV

REV.

r: ra

DRIVE RANGE UPSHIFTED

(FULL THROTTLE TO DETENT)

SWITCH PITCH ONLY

MAINLINE OIL

SUCTION

CONVERTER

GOVERNOR

MODULATOR

LIMITED MODULATOR

REGULATED

LIMITED MODULATOR

DETENT

REVERSE m

c

E

z faS o

HIGH SPEED DOWNSHIFT

TIMING VALVE

MODULATOR LIMIT VALVE

Figure 5-34—DrIve Range (Full Throttle to Detent and Switch Pitch)

CODE:

LIMITED FEED

LIMITED MODULATOR

GOVERNOR

MODULATOR

MODULATOR BOOST

DRIVE

EXHAUST

DETENT

-J.HIGH CLUTCH

I .^CONVERTER i /REVERSE

I. FEED

L. MOD.

GOV.

MOD.

MOD. BST.

DR.

EX.

DET.

HI. CL.

CONV.

REV.

o

DRIVE RANGE DOWNSHIFTED

(FULL THROTTLE)

DETENT & SWITCH PITCH

> " • •

m

MAINLINE OIL

SUCTION

CONVERTER

GOVERNOR

MODULATOR

LIMITED MODULATOR

HfGULATED

LIMITED MODULATOR

DETENT

REVERSE o

> c

L _ r> n

COAST

DOWNSHIFT',

TIMING

VALVE

HIGH SPEED DOWNSHIFT

TIMING VALVE

MODULATOR LIMIT VALVE

Figure 5-35—Low Range (Closed Throttle Coast)

CODE:

LIMITED FEED

LIMITED MODULATOR

GOVERNOR

MODULATOR

MODULATOR BOOST

DRIVE

EXHAUST

DETENT

}HIGH CLUTCH

CONVERTER

/REVERSE

L. FEED

L. MOD.

GOV.

MOD.

MOD. BST.

DR.

ex.

DET.

HI- CL.

CONV.

REV.

LOW RANGE

(CLOSED THROTTLE, COAST]

G c: e.-o

COAST

DOWNSHIFff

TIMING

VALVE

HIGH SPEED DOWNSHIFT

TIMING VALVE

M A I N L I N E OIL

SUCTION

CONVERTER

GOVERNOR

MODULATOR

LIMITED MODULATOR

REGULATED

LIMITED MODULATOR

DETENT

REVERSE

_ SOLENOID

DE-ENERGIZED

"6 c

E z

MODULATOR LIMIT VALVE

Figure 5-36—Reverse Range (Light Throttle)

CODE:

LIMITED FEED

LIMITED MODULATOR

GOVERNOR

MODULATOR

MODULATOR BOOST

DRIVE

EXHAUST

\ DETENT

JHIGH CLUTCH r

_I§DNVERTER

TREVERSE

ENGINE

MANIFOLD

VACUUM

L. FEED

L. M O D .

GOV.

MOD.

MOD. BST

DR.

£ X .

DET.

HI- CL.

CONV.

REV.

c n

n

REVERSE RANGE

(LIGHT THROTTLE)

M A I N L I N E OIL

SUCTION

CONVERTER

GOVERNOR

MODULATOR

LIMITED MODULATOR

REGULAJED

LIMITED MODULATOR

DETENT

REVERSE

G to f

O g

- i z

;•••',

• • • :

P so

> c

COAST

DOWNSHIFT?

TIMING

VALVE

HIGH SPEED DOWNSHIFT

TIMING VALVE

MODULATOR LIMIT VALVE

Figure 5-37—Neutral Range (Throfrle Closed)

NEUTRAL RANGE

(THROTTLE CLOSED)

CODE:

LIMITED FEED

LIMITED MODULATOR

GOVERNOR

MODULATOR

MODULATOR BOOST

DRIVE

EXHAUST

\DETENT

1IGH CLUTCH

3NVERTER

(EVERSE

L. FEED

L. MOD.

GOV.

M O D .

M O D . BST.

DR.

EX.

DET.

HI. CL.

COMV.

REV.

m c

CD z

SUPER TURBINE "300" HYDRAULIC CONTROLS 5 - 2 9 of the valve keeping it at the bottom of its bore as long as the solenoid is energized.

Energization of the detent solenoid allows oil from the center of the valve to flow to exhaust. Drive oil applying force to the area between the valve body and the first land of the valve moves the valve against its spring pressure to the bottom of its bore.

D u r i n g a full-throttle acceleration main line oil is directed to the modulator valve and manual shift control valve. Main line oil entering the manual shift control valve is routed into the drive oil passage and then directed to the governor valve, shift valve, detent valve, high speed down shift timing valve, and modulator limit valve, and low servo.

Main line oil directed to the modulator valve enters between the first and second lands. At low engine vacuum the vacuum modulator tends to keep the valve toward the bottom of its bore. In this position oil is delivered through a drilled passage in the valve to the space between the first land of the valve and the valve body. Oil pressure in this area plus governor pressure on the second land of the second modulator valve tend to move the valve against the force of its spring to regulate oil pressure leaving the valve.

Modulator pressure applies force to the left end of the boost valve causing it to move to the right.

As the boost valve moves to the right it contacts the pressure regulator valve. This hydraulic force combined with n o r m a l spring force on the pressure regulator valve results in a higher main line pressure. With the detent valve solenoid energized, drive oil pressure will enter into the limited feed line. When limited feed pressure reaches a high enough value and exerts enough force to overcome spring pressure on the modulator limit valve, the valve will regulate governing the limited modulator and detent pressure behind the shift regulator valve.

As higher governor pressure is reached it acts on in the area between the valve body and the first land of the high speed down shift timing valve until governor pressure overcomes spring pressure and moves the valve to the right.

This movement blocks the nonrestricted line, routing the servo apply oil through the restricted orifice. On a down shift this restriction of flow causes, the band apply to be delayed slightly and is thus timed to the forward clutch release for a smooth down shift.

m. Operation of Hydraulic

Controls in Low Range

(Closed Throttle Coast) n. Operation of Hydraulic

Controls in Reverse

Range (Light Throttle)

During operation in R e v e r s e range the manual shift control valve is positioned as shown in

Figure 5-36. During light throttle in reverse, main line oil is directed to the manual shift control valve. Main line oil entering the manual shift control valve is directed to the reverse clutch and between the 1st and 2nd land of the boost valve. Main line pressure applies a force to the 2nd land of the boost valve causing it to move to the right. As the boost valve moves to the right it contacts the pressure regulator valve. This hydraulic force combined with normal spring force on the pressure regulator valve results in a higher main line pressure needed for reverse operation. When the manual shift control valve is in reverse the forward clutch and low servo are exhausted.

During operation in Low range, the manual shift control valve is positioned as shown in Figure

5-35. During a closed throttle coast in low range, main line oil is directed to the modulator valve and manual shift control valve.

Main line oil entering the manual shift control valve is routed into drive oil passage and modulator boost passage. Oil routed in the drive oil passage is directed to the governor valve, shift valve, and detent valve, high speed down shift timing valve and low servo.

Oil routed in the modulator boost passage is directed to the shift valve and vacuum m o d u l a t o r valve.

Modulator boost oil enters the shift valve between the shift valve and the shift control valve, moving the shift valve to the left and holding it in the bottom of its bore thus exhausting the forward clutch. Drive oil directed from the manual shift control valve will apply the low servo.

o. Operation of Hydraulic

Controls in Neutral

Range(Closed Throttle)

During operation in N e u t r a l range, the manual shift control valve is positioned as shown in

Figure 5-37. In neutral operation main line oil entering the manual shift control valve is routed to the vacuum modulator only. In neutral operation the stator control solenoid is energized switching the pitch to high angle.

NOTE: At any c l o s e d throttle condition a switch on the carburetor w i l l energize the stator control solenoid switching the pitch to high angle. By switching the pitch to high angle it will allow higher engine RPM in relation to turbine speed. With the solenoid energized the valve will bottom in its bore allowing the stator to exhaust switching the pitch to high angle.

5 - 3 0 HYDRAULIC CONTROLS SUPER TURBINE " 3 0 0 '

5-7 TRANSMISSION

ASSEMBLY-REMOVAL

AND INSTALLATION

a. Removal

1. Raise car and provide support for front and rear of car.

2. Disconnect front exhaust pipe bolts at the exhaust manifold and at the connection of the intermediate exhaust pipe location

(single exhaust only). On dual exhaust the exhaust pipes need not be removed.

3. Remove p i n i o n flange "\J" bolts and slide propeller shaft toward transmission as far as possible to separate universal joint from pinion flange. Remove propeller shaft from car.

4. Place s u i t a b l e jack under transmission and fasten transmission securely to jack.

5. Remove vacuum line to vacuum modulator h o s e from vacuum modulator.

6. Loosen cooler line nuts and s e p a r a t e cooler l i n e s from transmission.

7. Remove transmission mounting pad to cross member bolts.

8. Remove transmission c r o s s member support to frame rail bolts. Remove cross member.

9. Disconnect speedometer cable.

10. Loosen shift linkage adjusting swivel clamp nut. Remove cotter key, spring, and washer attaching equalizer to outer range selector lever. Remove equalizer.

11. Disconnect transmission filler pipe at engine. Remove filler pipe from transmission.

12. Support engine at oil pan.

13. R e m o v e transmission flywheel cover pan to case tapping screws. Remove flywheel cover pan.

14. Mark flywheel and converter pump for reassembly in same position, and remove three converter pump to flywheel bolts.

15. Remove transmission case to engine block bolts.

CAUTION: Install Tool J-21366 to retain converter.

16. Move transmission rearward to provide clearance between converter pump and crankshaft.

Lower transmission and move to bench.

b. Installation

1. A s s e m b l e transmission to suitable transmission jack and raise transmission into position.

Rotate converter to permit coupling of flywheel and converter with original relationship.

2. Install transmission case to engine block bolts. Torque to

30-40 ft. lbs. Do not overtighten.

3. Install flywheel to converter pump bolts. Torque to 30-40 ft. lbs.

4. I n s t a l l transmission cross member support. Install mounting pad to cross member.

5. Remove transmission jack and engine support.

6. Install transmission flywheel cover pan with tapping screws.

7. Install transmission filler pipe using a new "O" ring.

8. Reconnect speedometer cable.

9. Install propeller shaft. Connect propeller shaft to pinion flange.

10. R e i n s t a l l front exhaust crossover pipe.

11. Install oil cooler lines to transmission.

12. Install vacuum line to vacuum modulator.

13. Fill transmission with oil as follows: a. Add 4 pints of oil.

b. Start engine in neutral. DO

NOT RACE ENGINE. Move manual control lever through each range.

c. Check oil l e v e l , adjust oil level to full mark on dipstick, only when oil is hot.

SWITCH STOP SCREW

IDLE STATOR SWITCH

THROTTLE RETURN SPRING

ATTACHING SCREWS

SCREW "A"

ADJUST IDLE STATOR SWITCH

AS FOLLOWS: ADJUST SWITCH

WITH THROTTLE AT CLOSED

POSITION /ND RETURN SPRING

ATTACHED. WITH ATTACHING

SCREWS LOOSE, ROTATE SWITCH

(IN DIRECTION SHOWN) ABOUT

SCREW "A" UNTIL SWITCH STOP

SCREW BOTTOMS AGAINST CASE.

HOLD SWITCH IN THIS POSITION

AND TIGHTEN ATTACHING SCREWS.

0 ft z

00 c

-H

THROTTLE ROD

CARBURETOR LEVER PIN

WASHER "^ \

RETAINER^

NUT

STATOR AND DETENT SWITCH

ADJUST STATOR AND DETENT SWITCH AS

FOLLOWS WITH CARBURETOR IN WIDE OPEN

POSITION AND SWITCH PLUNGER BOTTOMED,

ADJUST LINK UNTIL IT WILL SLIP OVER

CARBURETOR LEVER PIN, THEN SCREW LINK

INTO PLUNGER 1 1/2 TURNS. INSTALL

WASHER AND RETAINER.

Figure 5-38—Transmission Control Switch Adjustments

> n n

O en

•

5 - 3 2 SERVICE PROCEDURES SUPER TURBINE " 3 0 0 '

SECTION 5-C

TRANSMISSION REMOVAL AND INSTALLATION

DISASSEMBLY AND ASSEMBLY

CONTENTS OF SECTION 5-C

Paragraph Subject Page Paragraph Subject Page

5-9 Disassembly of Transmission to 5-20

Remove Major P a r t s and Units . . 5-32

5-10 Removal of Oil Pan, Oil Strainer 5-21 and Valve Body, Low Servo

Cover and Piston Assembly . . . . 5-32 5-22

5-11 Removal of Oil Pump, Forward

Clutch, and Low Band 5-35 5-23

5-12 Removal of Speedometer Driven

Gear, Rear Bearing Retainer, 5-24

Retainer Oil Seal, Retainer

Bushing and Governor 5-36 5-25

5-13 Removal of Speedometer Drive Gear, and Vacuum Modulator 5-37

5-14 Removal of Planetary Gear Set, 5-26

Reverse Clutch and Parking 5-27

Lock Mechanism 5-38

5-15 Valve Body Disassembly Inspection 5-28 and Reassembly 5-40

5-16 Stator Control Valve Body

Disassembly and Reassembly . . . 5-41

5-17 Low Servo Disassembly and 5-29

Reassembly 5-42 5-30

5-18 Disassembly, Inspection and

Reassembly of Oil Pan 5.42 5-31

5-19 Disassembly, Inspection and 5-32

Reassembly of Forward Clutch . . 5-46 5-33

Speedo Driven Gear Disassembly, and Reassembly 5-50

Disassembly, Inspection and

Reassembly of Governor 5-50

Planet C a r r i e r Disassembly,

Inspection and Reassembly . . . . 5-52

Assembly of Transmission from

Major Units (Parts and Units) . . . 5-56

Installation of Low Servo Assembly,

Low Band and Forward Clutch . . . 5-59

Installation of Oil Pump Guide

Pin, Gasket and Oil Pump

Assembly

6 i

Low Band Adjustment

Installation of Speedometer

Driving Gear 5.^2

Installation of Rear Bearing Retainer

Bushing, Oil Seal, Bearing

Retainer and Speedo Drive

Gear Driven 5-62

Installation of Valve Body 5-63

Installation of Governor and

Vacuum Modulator 5-64

Checking Converter 5-65

Trouble Diagnosis Guide 5-66

Oil P r e s s u r e Checks 5-75

5 - 9 DISASSEMBLY OF

TRANSMISSION TO

REMOVE MAJOR

PARTS AND UNITS

1. Preliminary Instructions a. Before starting disassembly of the transmission it should be thoroughly cleaned externally to avoid getting dirt inside.

b. Place t r a n s m i s s i o n on a

CLEAN work b e n c h and use

CLEAN tools during disassembly.

Provide CLEAN storage space for parts and units removed from transmission. An excellent working arrangement is provided by assembling the transmission to

Holding Fixture J-8763. See Figure 5-100.

c. The transmission c o n t a i n s parts which are ground and highly polished, therefore, parts should be kept separated to avoid nicking and burring surfaces.

d. When disassembling transmission carefully inspect all gaskets at times of removal. The imprint of parts on both sides of an old gasket will show whether a good seal was obtained. A poor imprint indicates a possible source of oil leakage due to gasket condition, looseness of bolts, or uneven surfaces of parts.

e. None of the parts require forcing when disassembling or assembling transmission. Use a rawhide or plastic mallet to separate tight fitting cases - do not use a hard hammer.

5 - 1 0 REMOVAL OF OIL

PAN, OIL STRAINER

AND PIPE, VALVE

BODY, LOW SERVO

COVER AND

PISTON ASSEMBLY a. Removal of Oil Pan

NOTE: Transmission need not be removed from car to perform the following operations Paragraph 5-0. Subparagraph a, b, c and d.

1. If transmission has been removed from car, assemble transmission in Fixture J-8763. See

Figure 5-100.

SUPER TURBINE " 3 0 0 " SERVICE PROCEDURES 5 - 3 3

O i l STRAINER

PIPf TOCASE

Figure 5-103

R g u r e 5

1 0 6

Figure 5-100

4. Remove oil pan and gasket 3. Examine oil strainer or filter

2. With transmission in hori- f r o m transmission. See Fig- to case oil seal. If nicked, torn zontal position p u l l converter ure 5-103. or worn, remove seal. See Figfrom case. See Figure 5-101. ure 5-106.

c. Removal of Valve Body b. Removal of Oil Strainer and Pipe

1. Remove the PF-162 filter on

V-8 models. See Figure 5-104.

FILTER USED

O N V-8 MODELS

ONLY

SOLENOID

CONNECTOR

SOLENOID

SWITCH

Figure 5-101

3. Remove fourteen (14) oil pan attaching b o l t s using a 1/2" socket. See Figure 5-102.

Figure 5-104

2. Remove the oil strainer from model V-6 transmissions. See

Figure 5-105.

Figure 5-107

1. Disconnect solenoid connector from solenoid switch. See Figure 5-107.

OIL STRAINER

USED ON V-6

MODELS ONLY

Figure 5-102 Figure 5-105 Figure 5-108

5 - 3 4 SERVICE PROCEDURES SUPER TURBINE " 3 0 0 '

5. Remove two (2) solenoid to stator control valve body retaining bolts with 7/16" wrench.

Remove stator control solenoid gasket. See Figure 5-112.

8. Remove eleven (11) valve body to case bolts only using a 1/2" socket. Do not remove v a l v e body. See Figure 5-115.

SPRING & DETENT

ASSEMBLY

Figure 5-110

2. Remove detent solenoid wire f r o m c o n n e c t o r . See Figure 5-108.

3. Remove solenoid switch from case. Inspect switch " O " ring.

If nicked, torn or worn replace.

See Figure 5-110.

Figure 5-113

6. Remove spring detent assembly bolt with a 1/2" socket. Remove s p r i n g detent assembly from v a l v e body. See Figure 5-113.

Figure 5-116

9. Remove manual control valve link by rotating valve body in a counterclockwise direction to remove link from Park lock and range selector inner valve. See

Figure 5-116.

Figure 5-111

4. With a grease pencil mark stator control solenoid with an "S".

This " S " will identify stator control solenoid for reassembly. See

Figure 5-111.

Figure 5-114

7. Remove seven (7) bolts retaining stator control valve body to transmission case using a 1/2" socket. Remove stator control valve body. See Figure 5-114.

Figure 5-117

10. Remove manual control valve and link from valve body assembly. Remove valve body. See Figure 5-117.

VALVE BODY PLATE

Figure 5-112 Figure 5-115 Figure 5-118

SUPER TURBINE "300'

11. Remove valve body plate. See

Figure 5-118.

12. On V-6 m o d e l s note the identification notch. See Figure

5-120.

1. Release tension on low band adjusting screw retaining nut. Release t e n s i o n on low band by turning adjusting s c r e w in a counterclockwise direction. Use a

7/32" Allen Wrench. See Figure 5-122.

SERVICE PROCEDURES 5 - 3 5

LOW SERV

COVER

Figure 5-125

Figure 5-120

. V A L V E BODY

TO CASE GASKE

Figure 5-121

13. Remove valve body plate to case gasket. See Figure 5-121.

Figure 5-123

2. Remove low servo cover snap ring. Use Tool J-21495 to compress servo cover so snap ring can be r e m o v e d . See Fig-

5-123.

NOTE: Use thumb pressure only to tighten screw on Tool J-21495.

Figure 5-126

If nicked, torn or worn discard.

See Figure 5-125.

5. Remove low s e r v o piston assembly from case. See Figure 5-126.

NOTE: When r e m o v i n g low servo cover take extreme care not to disturb low band apply strut.

d. Removal of Low Servo

Cover and Piston

Assembly

Figure 5-122

Figure 5-124

5 - 1 1 REMOVAL OF OIL

PUMP, FORWARD

CLUTCH, AND

LOW BAND 3. Remove tool J-21495-1 from case. Remove low servo cover.

NOTE: If necessary aid removal w i t h s c r e w d r i v e r . See Figure 5-124.

a. Removal of Oil Pump

NOTE: If low servo cover has to be replaced make certain all model information is stamped on new cover.

4. Inspect low servo cover seal.

1. With transmission in vertical position, remove eight (8) pump attaching bolts with "O" ring seals, then install Slide Hammers J-7004 into threaded holes in pump. Using slide hammers, loosen pump from case. Remove pump and gasket from case. See

Figure 5-127.

5 - 3 6 SERVICE PROCEDURES SUPER TURBINE " 3 0 0 '

Figure 5-127 b. Removal of Forward

Clutch

Figure 5-130 c. Removal of Low Band

Figure 5-132

1. With transmission in horizontal position, remove speedometer d r i v e n gear s l e e v e retainer with a 1/2" wrench. See

Figure 5-133.

Figure 5-128

1. Remove input s h a f t f r o m forward clutch drum. See Figure 5-128.

Figure 5-131

1. Remove low band and struts from inside the case. See Figure 5-131.

2. Remove low band adjusting screw. See Figure 5-132.

Figure 5-133

2. Remove speedometer d r i v e n gear sleeve. See Figure 5-134.

Figure 5-129

2. Examine input shaft oil rings.

If nicked or worn, remove rings.

See Figure 5-129.

3. Remove forward clutch assembly by pulling straight out of case.

Make certain low band has been released before attempting to remove forward clutch. See Figure 5-130.

5 - 1 2 REMOVE SPEED-

OMETER DRIVEN

GEAR, REAR

BEARING RETAINER,

RETAINER OIL SEAL

RETAINER BUSHING,

AND GOVERNOR a. Removal of Speedometer

Driven Gear

NOTE: Transmission need not be removed from the car to perform the following operations, paragraphs 5-12 and 5-13.

Figure 5-134 b. Removal of Rear

Bearing Retainer

1. Remove four (4) rear bearing retaining bolts with a 9/16"

SUPER TURBINE " 3 0 0 " SERVICE PROCEDURES 5 - 3 7

REAR BEARING

RETAINER

1. Inspect and if necessary remove output shaft to rear bearing r e t a i n e r oil seal. S e e Figure 5-137.

d. Removal of Rear Bearing

Retainer Bushing

NOTCH IN REAR

BEARING RETAINER

Figure 5-141 socket. Remove rear bearing retainer from case. See Figure 5-135.

Figure 5-135

REAR BEARING

RETAINER

BUSHING

5 - 1 3 SPEEDOMETER

DRIVE GEAR AND

VACUUM

MODULATOR

Figure 5-136

2. Remove rear bearing retainer oil seal. See Figure 5-136.

Figure 5-138

1. Inspect and if necessary replace rear bearing retainer bushing. Place screwdriver in notch in rear bearing retainer, then tap screwdriver w i t h hammer to collapse bushing. See Figure 5-138.

e. Removal of Governor a. Removal of Speedometer

Driving Gear

J-21427

SPEEDOMETER

DRIVING GEAR c. Removal of Rear Bearing

Retainer Oil Seal

Figure 5-142

SCREWDRIVER

Figure 5-137

PUT SHAFT

EAR BEARING

INER

EAL

Figure 5-140

1. Place transmission in Park range, then remove speedometer driving gear with J-9578. See

Figure 5-142.

2. When removing speedometer driving gear on extended wagons use slide hammer bolts in conjunction with detail J-9578.

1. R e m o v e three (3) attaching bolts retaining governor cover to case using a 1/2" socket. Remove cover and gasket. See Figure 5-140.'

2. With a twisting motion slide governor assembly out of its bore in case. See Figure 5-141.

b. Removal of the Vacuum

Modulator Assembly

1. Remove vacuum modulator r e tainer bolt and retainer using a

1/2" socket. Remove vacuum modulator and valve assembly.

See Figure 5-143.

5 - 3 8 SERVICE PROCEDURES

SUPER TURBINE " 3 0 0 '

Figure 5-143

2. Inspect and if necessary remove vacuum modulator to case oil seal. See Figure 5-144.

VACUUM MODULATOR

TO CASE SEAL

Figure 5-148

2. Lift reverse clutch pressure plate from transmission case.

See Figure 5-150.

Figure 5-144

Figure 5-146

3. Remove needle bearing and two

(2) bearing races from rear of planet carrier. See Figure 5-147.

Figure 5-150

3. Remove reverse clutch pack from transmission case. See Figure 5-151.

5 - 1 4 REMOVAL OF

PLANETARY GEAR

SET, REVERSE

CLUTCH AND

PARKING LOCK

MECHANISM a. Removal of Planetary

Gear Set

Figure 5-147

1. Remove planet carrier assembly from case, using care not to aamage case bushing. See Figure 5-145.

2. Remove reverse ring gear from case. See Figure 5-146.

b. Removal of Reverse

Clutch

Figure 5-151

1. Place transmission in vertical position and remove reverse clutch pack snap ring with screwdriver. See Figure 5-148.

4. Remove reverse clutch cushion spring. See Figure 5-152.

5. To remove reverse piston, center Tool J-21420-1 on reverse

SUPER TURBINE " 3 0 0 '

Figure 5-154 Figure 5-157

SERVICE PROCEDURES 5 - 3 9

REVERSE CLUTCH

CUSHION SPRING

Figure 5-152 piston return seat. Install Flat

Plate J-21420-2 over threaded shaft at rear of case. Tighten wing nut to compress piston return seat; then remove snap ring with Pliers J-5586. See Figure

5-153.

REVERSE

PISTON

SEAT

Figure 5-155

7. Place transmission in a horizontal position and r e m o v e reverse clutch piston with compressed air. As air is applied to the rear surface of the piston, it will pop out far enough so it can be removed. Insert air nozzle to rear of case as shown in figure.

See Figure 5-155.

8. Examine reverse clutch piston outer seal. If nicked, torn or worn, remove seal. See Figure

5-156.

9. Examine reverse clutch piston inner seal. If nicked, t o r n or worn, remove seal. See Figure

5-157.

c. Removal of Range

Selector Lever and Shaft, and Parking Lock Actuator

Figure 5-158

1. Remove two (2) parking lock bracket bolts with 1/2" socket.

Remove parking lock bracket. See

Figure 5-158.

-J-21420-1

Figure 5-153

6. Remove Tool J-21420-2 being careful that piston return seat does not c a t c h in snap ring groove. Lift off piston return seat and remove seventeen (17) piston return springs. See Figure 5-154.

.REVERSE CLUTCH PISTON

OUTER SEAL

Figure 5-156

Figure 5-160

2. Remove range selector shaft retainer. See Figure 5-160.

3. With a 9/16" wrench f u l l y loosen nut that retains outer range selector lever to inner park lock and range selector lever.

See Figure 5-161.

4. Slide o u t e r range selector lever out of case. Remove nut,

5 - 4 0 SERVICE PROCEDURES SUPER TURBINE " 3 0 0 '

Figure 5-161 Figure 5-164 inner park lock and range selector lever. See Figure 5-162.

7. Examine outer shift lever oil seal. If nicked, t o r n or worn, replace seal. See Figure 5-165.

5 - 1 5 VALVE BODY

DISASSEMBLY

INSPECTION AND

REASSEMBLY a. Disassembly

NOTE: Transmission need not be removed from the car to perform the following operations.

Paragraphs 5-15, 5-16 and 5-17.

GASKET

^ S O L E N O I D VALVE

BOLTS

Figure 5-167

1. Remove two (2) bolts attaching stator and detent solenoid valve.

Remove the solenoid valve, gasket, spring and stator and detent valve. See Figure 5-167.

NOTE: Notice cutout notch on solenoid valve gasket.

Figure 5-162

5. Remove retaining ring which holds inner park lock and range selector to park lock assembly.

See Figure 5-163.

Figure 5-165 d. Removal of Case Bushing

RETAINER RING

PARK LOCK

ACTUATOR

ASSEMBLY

INNER PARK LOCK

A N D RANGE

SELECTOR LEVER

RETAINI

Figure 5-166

Figure 5-163

6. Slide parking lock pawl shaft out of parking lock pawl. Remove parking lock pawl and spring. See

Figure 5-164.

1. Inspect case bushing for nicks, scoring or excessive wear. If damaged, replace as follows:

Place screwdriver in notch in case, then tap screwdriver with hammer to collapse bushing. See

Figure 5-166.

Figure 5-168

2. Depress s h i f t control valve sleeve and remove retaining pin by turning valve body over so pin will fall free. Remove shift control valve sleeve, shift control valve, spring, washer, and shift valve. See Figure 5-168.

3. Depress m o d u l a t o r l i m i t spring with Tool J-21547-1. Turn

SUPER TURBINE " 3 0 0 ' SERVICE PROCEDURES 5 - 4 1

-GASKET

" ^ S O L E N O I D VALVE

BOLTS SPRIN(

RETAINING PIN

Figure 5-175

Figure 5-172

Figure 5-170 c. Reassembly of Valve Body valve body over and retaining pin 1. Install high speed down shift will fall free. Remove spring and timing- valve and sorine:. Depress valve from body. See F i g u r e spring with J-21547 and install

5-170. retaining pin. See Figure 5-172.

NOTE: Modulator limit spring is under moderate pressure. Care should be exercised in removal.

with thumb and install retaining pin. See Figure 5-174.

4. Install detent valve and spring.

Install gasket to solenoid with notch facing bottom of valve body.

Install solenoid to v a l v e body using two 7/16" bolts. See Figure 5-175.

MODULATOR

LIMIT VALVE

5 - 1 6 STATOR CONTROL

VALVE BODY

DISASSEMBLY AND

REASSEMBLY a. Disassembly

RETAINING PIN

Figure 5-173

RETAINING PIN>

Figure 5-171

4. Depress high speed down shift timing valve plug and remove pin by turning valve body over so pin will fall free. See Figure 5-171.

2. Install modulator limit valve, and spring into bore of valve body. With aid of Tool J-21547 compress spring and install retaining pin. See Figure 5-173.

3. Install s h i f t valve, washer, spring, shift control valve and shift control valve sleeve. Depress shift control valve sleeve b. Inspection

1. Thoroughly clean all valves and valve body in solvent. Inspect valves and valve body for evidence of wear or damage due to foreign material. Dry v a l v e body and valves with clean air blast.

2. Test each valve in its bore.

All valves must move freely of their own weight.

SPRING

SHIFT VALVE

-RETAINING PIN

SHIFT CONTROL VALVE

Figure 5-174

SPRING

Figure 5-176

1. Compress stator control valve plug. Turn valve body over and retaining pin will fall free. Remove plug, spring and valve from body. See Figure 5-176.

b. Reassembly

2. Install stator control valve, spring and plug into bore of valve

5 - 4 2 SERVICE PROCEDURES SUPER TURBINE " 3 0 0 "

1. Assemble the inner anc* outer return springs into the piston.

Install spring retainer. See Figure 5-180. Install this assembly into the ram press as shown in

Figure 5-180.

SPRING.

Figure 5-177 ram very slowly. See Figure

5-178.

body. Compress plug and install retaining pin. See Figure 5-177.

5 - 1 7 LOW SERVO

DISASSEMBLY AND

REASSEMBLY

a. Disassembly

Figure 5-181

LOW SERVO

PISTON SEAL

Figure 5-179

3. After hydraulic ram has been released remove piston low servo apply piston spring inner, outer return springs, spring retainer, washer and piston apply rod. See

Figure 5-179.

Figure 5-177A

1. Remove low servo piston seal.

See Figure 5-177-A.

2. Compress low servo piston.

EXTREME CAUTION MUST BE

TAKEN WHEN THE LOW SERVO

IS BEING COMPRESSED. Install

J-9522-2 to hydraulic ram. Install J-21421-1 on top of servo piston. Install a piece of metal 6" x 1-1/2" x 1/2 between J-9522-2 and J-21421-1. Using hydraulic press compress piston and remove retaining pin.

b. Reassembly

RETAINING

PIN \

PISTON

LOW SERVO ^ " ~ " ^

INNER

RETURN S

PRING" ~^T~^tfff\ ^M

SPRING . 4 j b f k M

J \ P * APPLY SPRING'

\ OUTER

RETURN SPRING

$ $ T ^ \ WASHER

ROD

NOTE: After retaining pin has been removed released hydraulic Figure 5-180

2. Assemble tools on top of piston in same manner as removing.

Center spring retainer over hole in press Plate J-8690. Compress springs. Install piston apply rod and washer through hole in press plate and install retainer pin.

CAUTION: BEFORE RELEAS-

ING RAM MAKE CERTAIN RE-

TAINER RING IS PROPERLY

INSTALLED.

Install low servo piston seal. See

Figure 5-181.

5 - 1 8 DISASSEMBLY,

INSPECTION, AND

THE REASSEMBLY

OF THE OIL PUMP a. Disassembly

1. Remove the two (2) hook type oil sealing rings from pump hub.

See Figure 5-182.

2. Remove pump cover to forward clutch drum thrust washer.

See Figure 5-183.

SUPER TURBINE " 3 0 0 ' SERVICE PROCEDURES 5 - 4 3

4. Support oil pump on wood 7. Remove oil pump driven gear, blocks. Remove five (5) pump See Figure 5-188.

cover bolts with a 1/2" socket.

Remove pump cover. See Figure 5-185.

USE PENCIL

Figure 5-182

Figure 5-183

3. Remove oil pump to case seal and discard. See Figure 5-184.

Figure 5-190

Figure 5-186

5. Mark, but do not scar, gear faces so gears can be reassembled in same manner. See Figure

5-186.

8. Remove seat, valve and spring from cooler by-pass valve. Use

Tool J-21361 to remove seat from bore in pump cover. See Figure

5-190.

Figure 5-184

Figure 5-187

6. Remove oil pump drive gear.

See Figure 5-187.

Figure 5-191

9. Remove coast down shift timing valve from the pump cover and inspect for damage. Carefully check to be sure the spring returns the ball to its seat. See

Figure 5-191.

Figure 5-185 Figure 5-188 Figure 5-192

5 - 4 4 SERVICE PROCEDURES

( 4

c j y |

SUPER TURBINE "300'

SNAP R I N G — _ ^

BOOST VALVE jWr

SLEEVE J ^ F

^ y r BOOST VALVE

^ ^ ^ ^ ^ SPRING

^ 1 vT -WASHER r

SHIM

^ ^ PRESSURE REGULATOR VALVE

Figure 5-195

J-8092. P r e s s bushing out of pump body. See Figure 5-195.

14. Check stator shaft bushing for

•-.1-21424-7 J-21465-1

Figure 5-193

10. Compress reverse and modulator boost valve with thumb and remove retaining snap ring. See

Figure 5-192.

CAUTION: Reverse and modulator boost valve sleeve is under extreme spring pressure. Extreme care should be taken after retaining snap ring has been removed.

Figure 5-196 nicks, severe scoring or wear.

If bushing replacement is necessary proceed as follows: Assemble Bushing Remover J-21424-7 to Extension J-21465-13. Assemble this assembly to Drive Handle

J-8092. Grasp stator shaft with hand using other hand and assembled tool drive out bushing.

See Figure 5-196.

11. After retaining snap ring has been removed, remove reverse and modulator boost valve sleeve and valve, spring, washer, and pressure regulator valve. See

Figure 5-193.

12. Examine oil pump seal. If nicked, torn or worn remove seal as follows: Support oil pump body on wood blocks. Remove oil seal

Figure 5-194 with a screwdriver and discard.

See Figure 5-194.

13. Check oil pump bushing for nicks, severe scoring or wear.

If bushing replacement is necessary proceed as follows: Support pump on wood blocks using Tool

J-21465-17 and Drive Handle b. Inspection

1. Wash all parts in a cleaning solvent and blow out oil passages with compressed air.

2. Inspect pump gears for nicks or damage.

SUPER TURBINE " 3 0 0 '

J-8092 j-21424-7

SERVICE PROCEDURES 5 - 4 5

J-21424-3

Figure 5-197

Figure 5-202

3. Inspect pump body for nicks or scoring.

4. Check condition of bushing in oil pump body.

5. With parts clean and dry, install pump gears, noting mark on gears for identification of the side that faces the pump cover.

After gears have been installed, proceed as follows: a. Install pump on converter hub.

With dial indicator set check end clearance. The clearance allowed is .0005/.0035. See Figure 5-197.

c. Reassembly

1. Using Tool J-21465-17 press new bushing into pump body until it is flush with top of pump hub.

See Figure 5-198.

Figure 5-200

2. Install stator shaft bushing as follows: Support pump assembly on J-21424-3 before installing bushing. Install bushing into the front end of stator shaft. Using

Installer J-2142-7 and D r i v e

Handle J-8092 tap bushing into s h a f t until it b o t t o m s in counterbore.

NOTE: Extreme care must be taken so bushing is not driven past counterbore,

3. Using Installer J-21359 tap in new oil seal. See Figure 5-201.

4. Install new oil pump to case seal. See Figure 5-202.

5. Assemble pressure regulator valve, washer, spring, reverse and modulator boost valve and s l e e v e . See F i g u r e 5-203.

When installing spring and/shim make certain the same springs and the proper number of shims are installed.

Color of

Spring

Yellow

Blue

Number of

Shims

None

One

Green Two

Actual number of shims may vary to m e e t production standards.

6. Compress reverse and modulator boost valve with thumb, then install retaining snap ring. See

Figure 5-204.

7. Install coast down shift timing valve "button end" up in cover.

See Figure 5-205.

8. Install spring, valve, and seat into cooler by-pass valve. Using

Tool J-21558 press seat into bore of pump body until tool bottoms on face of pump. See Figure

5-206.

NOTE: Thrust washer and oil pump sealing ring will be installed during later operation?

Figure 5-198 Figure 5-201

9. Install pump cover to pump body. Install five (5) retaining

5 - 4 6 SERVICE PROCEDURES i

SUPER TURBINE " 3 0 0 '

SNAP RING^ ^

BOOST VALVE ^ P

SLEEVE ^ f l r

, ^ ^ ^ BOOST VALVE

^ ^ ^ - S P R . N G

^ p V

W A

^HER

^ ^ PRESSURE REGULATOR VALVE

Figure 5-206 bolts but do not tighten. Place

Tool J-21368 around pump to obtain proper alignment. Tighten bolts to 16-24 ft. lbs. torque. See

Figure 5-207.

NOTE: The bolt location at the pressure regulator takes a longer bolE

Figure 5-203

5 - 1 9 DISASSEMBLY,

INSPECTION, AND

REASSEMBLY OF

FORWARD CLUTCH a. Disassembly

COAST DOWNSHIFT

TIMING VALVE

Figure 5-205

Figure 5-207

Figure 5-204

SUPER TURBINE "300* SERVICE PROCEDURES 5 - 4 7

IP mi ht ^ 'A

W, J l il

• • F

go!WBwSwll^JK-

ifiEQUH

HHHIH^^^Siiifll

Figure 5-208

1. Remove low sun gear and flange assembly retaining snap ring. See Figure 5-208.

Figure 5-212

4. Lift forward clutch hub from clutch pack. See Figure 5-212.

6. Remove clutch pack from forward clutch drum. See Figure

5-214.

J-2590-3

Figure 5-215

CLUTCH HUB

FRONT THRUST

WASHER

Figure 5-210

2. Remove low sun gear and flange a s s e m b l y . See Figure

5-210.

Figure 5-213

5. Remove clutch hub front thrust washer. See Figure 5-213.

CLUTCH HUB REAR . *

THRUST WASHER \ ^ g

7. U s i n g T o o l s J - 2 5 9 0 - 3 ,

J-2590-5 and J-2590-12 compress spring retainer. Remove snap ring. T h e n remove Tool

J-2590 and component parts, being careful that spring retainer does not catch in snap ring groove. See Figure 5-215.

NOTE: Place a piece of hard board between Tool J-2590-3 and surface of forward clutch hub.

ARK

***my :•••$***

CLUTCH

Figure 5-211

3. Remove clutch hub rear thrust washer. See Figure 5-211.

Figure 5-214

8. Lift off spring retainer and twenty-four (24) clutch springs.

See Figure 5-216.

5 - 4 8 SERVICE PROCEDURES

SUPER TURBINE " 3 0 0 '

Figure 5-217

9. Lift up on forward clutch piston with a twisting motion and remove. See Figure 5-217.

11. Examine forward clutch piston inner seal. If nicked, torn or worn, remove seal. See Figure

5-220.

b. Inspection

1. Wash all parts in a suitable cleaning solvent. Use compressed air to dry.

2. Cneck steel ball in the forward clutch drum. Be sure it is free to move in hole and that orifice leading to front of clutch drum is open.

3. Check clut.ch plates for wear or scoring.

c. Reassembly

Figure 5-221

12. Check forward clutch drum bushing for nicks, severe scoring or wear. If bushing replacement is necessary proceed as follows:

Using Tool J-21424-5, p r e s s damaged bushing from forward clutch drum. See Figure 5-221.

Figure 5-223

1. Install J-21424-5 in front of forward clutch drum. Using Drive

Handle J-8092 press bushing into bore until Tool J-21424-5 bottoms on hub. See Figure 5-223.

Figure 5-218

10. Examine forward clutch piston outer seal. If nicked, torn or worn, remove seal. See Figure

5-218.

Figure 5-220

Figure 5-222

13. Check low sun gear and flange assembly b u s h i n g for nicks, severe scoring, or wear. If bushing replacement is necessary proceed as follows: Support low sun gear assembly on press plate using Tool J-21424-4 and Drive

Handle J-8092 press out bushing.

See Fig. 5-222.

Figure 5-224

2. Install Tool J-21424-4 into low sun gear. Using Drive Handle

SUPER TURBINE "300' SERVICE PROCEDURES 5 - 4 9

J-8092 press bushing into low sun gear until bushing installer is flush with top of low sun gear.

See Figure 5-224.

NOTE: A satisfactory tool can be made by crimping a loop of

.020" music wire in a short length of copper tubing.

7. With spring retainer in place compress spring retainer with

Tools J-2590-3, J-2590-4 and

J-2590-5 far enough so the spring retainer snap ring can be installed. Make sure r e t a i n e r doesn't catch in snap ring groove when compressing springs. See

Figure 5-230.

NOTE: Place a piece of hard board between Tool J-2590-3 and forward clutch drum.

.mo" mm

Figure 5-225

3. Lubricate with transmission oil and install new forward clutch piston inner seal with seal lip pointing downward. See Figure

5-225.

NOTE: Run hand around seal after it is installed to see if seal is fully in groove.

Figure 5-227

ALIGN TANGS

IN CLUTCH HUB

WITH GROOVES

IN THRUST

WASHER

CLUTC

SPRI

Figure 5-228

6. Carefully reassemble return springs, retainer and snap ring.

See Figure 5-228.

Figure 5-231

8. Install clutch hub front thrust washer to clutch hub (retain with grease) aligning tangs in clutch hub with g r o o v e s in thrust washer. Install clutch hub. See

Figure 5-231.

Figure 5-226

4. Lubricate with transmission oil and install new forward clutch piston outer seal in clutch piston.

Seal lip must point down. See

Figure 5-226.

5. Install forward clutch piston into clutch drum using a loop of smooth wire to start lip of seal into bore. Piston should turn freely. See Figure 5-227.

Figure 5-230

ALIGN NOT

THE STEEL

PLATES

Figure 5-232

5 - 5 0 SERVICE PROCEDURES SUPER TURBINE " 3 0 0 '

9. Align notches on steel driven plates. Install steel driven plates and lined drive plates alternately, beginning with a steel d r i v e n plate. See Figure 5-232.

NOTE: Cars equipped with V-6 engines have 4 drive plates and

5 driven plates. C a r s equipped with V-8 engines have 5 drive plates and 6 driven plates.

LOW SUN GEAR

AND FLANGE

ASSEMBLY

CLUTCH HUB

REAR THRUST

WASHER gear sleeve. Install oil seal retaining ring.

2. Install speedo driven gear oil seal. See Figure 5-236.

3. Install speedo driven gear.

Figure 5-235

5 - 2 0 SPEEDO DRIVEN

GEAR

DISASSEMBLY, A N D

REASSEMBLY

NOTE: Transmission need not be removed from the car to perform the following operations.

Paragraphs 5-20 and 5-21.

5-21 REMOVAL AND

INSTALLATION OF

GOVERNOR DRIVEN

GEAR

Before any attempt is made to service the governor gear, the following checks must be made.

1. Check secondary governor weight tab wear. See Figure

5-237.

Figure 5-233

10. Install clutch hub rear thrust washer with its flange toward low sun gear and flange assembly.

See Figure 5-233.

REAR OF SPEEDO

DRIVEN GEAR SLEEVE

SPEEDO DRIVEN

GEAR SLEEVE

* 1*

SPEEDO DRIVEN GEAR OIL SEAL

SPEEDO DRIVEN GEAR

SHAFT OIL SEAL

OIL SEAL

RETAINING RING

Figure 5-236 a. Disassembly

LOW!

AND!

ASSE!

KNGE J •' •''

« 3 H P ^

DRUM

Figure 5-234

11. Install low sun flange a s s e m b l y .

5-234.

g e a r and

See Fig-

12. Install low sun gear and flange assembly retaining ring.

Position snap ring so gap is centered between slots in drum. See

Figure 5-235.

1. Remove speedo

See Figure 5-236.

driven gear.

2. Examine speedo driven gear oil seal. If nicked, torn or worn remove seal.

3. Examine speedo driven gear shaft oil seal. If nicked, torn or worn remove seal.

b. Reassembly

1. Install speedo driven g e a r shaft oil seal with lip of seal pointing toward rear of speedo

Figure 5-237

2. Check governor f e e d opening. See Figure 5-238.

port

\ j

•I n

U i f

a i

HOLD GOVERNOR

AS SHOWN TO

- " CHECK FEED PORT

OPENING

J

FEED PORT OPENING

MUST BE .019". IF

THIS DIMENSION IS

LESS THAN .019" THE

GOVERNOR ASSEMBLY

MUST BE REPLACED

Figure 5-238

SUPER TURBINE " 3 0 0 '

Figure 5-240

If either secondary tab wear or less than .019 feed port opening is found, the complete governor assembly must be replaced.

a. Removal

1. Support governor s l e e v e on wood block as shown in Figure

5-240, remove roll pin with a

1/8" drill rod.

SERVICE PROCEDURES 5 - 5 1

CAUTION: If wood block is placed under nylon gear, breakage of gear i n s i d e governor sleeve will result. Exercise extreme care not to damage machine s u r f a c e s of governor sleeve.

2. Remove driven gear. Remove any chips or burrs from inside governor sleeve.

b. Installation

1. Install replacement g e a r by carefully pressing new gear into sleeve as follows: a. Use press plate J-8853.

b. Place shim supplied in replacement gear kit between the second and third lands of governor sleeve. See Figure 5-241.

c. Make certain new gear is positioned squarely on sleeve and press gear onto sleeve. Gear must be seated against sleeve.

See Figure 5-241.

THROUGH EXISTING HOLE

IN METAL GOVERNOR

SLEEVE, DRILL A 1/8" HOLE

THROUGH NYLON GEAR.

CAREFUL ALIGNMENT MUST

BE MADE TO MAKE

STRAIGHT HOLE FOR

RAIL PIN INSTALLATION

Figure 5-241

WOOD BLOCK

Figure 5-242

5 - 5 2 SERVICE PROCEDURES SUPER TURBINE " 3 0 0 '

1. Remove three (3) planet pinion shaft lock plate screw and lock washers. See Figure 5-244.

*' STAKE ROLL

PIN AT BOTH

SIDES OF

GOVERNOR

SLEEVE

Figure 5-245

2. Rotate planet pinion lock plate and remove. See Figure 5-245.

AKE CERTAIN WOOD BLOCK IS PLACED

UNDER METAL SLEEVE. IF WOOD BLOCK

IS PLACED UNDER NYLON GEAR,

BREAKAGE WILL RESULT WHEN

STAKING IS ATTEMPTED

Figure 5-243

CAUTION: DO NOT SUPPORT

OR HAMMER ON REAR OF

GOVERNOR.

if valve is free in its bore. Any burrs that are left on governor sleeve will damage the case.

2. T h r o u g h existing hole in governor sleeve, drill a 1/8" hole half-way through from each end.

5 - 2 2 PLANET CARRIER

DISASSEMBLY

See Figure 5-242.

INSPECTION, AND

ASSEMBLY

NOTE: It is important that the hole for roll pin be drilled ««• Disassembly straight as possible to insure proper retention and installation of roll pin and gear. This can be best accomplished by a b o v e method.

3. Support end of governor sleeve

(not gear) on a wooden block. Install new roll pin; then using a small chisel, stake pin in place at both ends of pin to prevent pin from becoming loose. See Figure 5-243.

PLANET PINION

SHAFT LOCK

PLATE SCREW

& LOCKWASHE

ASSEMBLY

4. Check for burrs on sleeve and Figure 5-244

Figure 5-246

3. Start with the short planet pinion first. Insert Brass Drift into front of carrier. See Figure 5-246.

Figure 5-247

SUPER TURBINE "300*

4. Remove pinion shaft and pinion gear from planet carrier. See

Figure 5-247.

NOTE: Remove the other two (2) short planet pinion gears in same manner as described in Steps 4 and 5.

SERVICE PROCEDURES 5 - 5 3

THRUST

WASHERS

PINION

SHAFT

Figure 5-254

Figure 5-251

10. Remove front planet pinion

7. Remove input sun gear. See thrust washer and long planet

Figure 5-251. pinion gear. See Figure 5-254.

NEEDLE

BEARINGS

THRUST WASHERS

P I N I O N

SHAFT

SPACER

Figure 5-248

NEEDLE BEARINGS

5. Remove needle bearings, and thrust washers (2) from the short planet pinion gear. See Figure

5-248.

Figure 5-252

8. Remove input sun gear thrust washer. See Figure 5-252.

Figure 5-255

11. Remove needle b e a r i n g s , spacer and two (2) thrust washers from the long planet pinion gear.

See Figure 5-255.

Figure 5-250

6. Remove low sun gear needle thrust bearing. See Figure 5-250.

Figure 5-253

9. Insert Brass Drift through long planet pinion. Remove the long planet pinion shaft. See Figure

5-253.

Figure 5-256

12. Remove rear planet pinion thrust washer. See Figure 5-256.

5 - 5 4 SERVICE PROCEDURES SUPER TURBINE " 3 0 0 '

THRUST W A S H E R S ^ ^

PINION

SHAFT -**

S P A C E R ^

r~r*

* >—i

NEEDLE B E A R I N G S ^

Figure 5-257

13. Check output shaft bushing for nicks, severe scoring or wear. If bushing replacement is necessary continue as f o l l o w s : Install

Bushing Remover J-9534 i n t o bushing. Install S l i d e Hammer

J-2619 into J-9534, using slide hammer remove bushing from planet carrier. See Figure 5-257.

Figure 5-262

Figure 5-258

2. Install the long planet pinion gears first. Install the r e a r planet pinion thrust washer. Oil groove must be toward pinion gear. See Figure 5-260.

4. Coat inside pinion gear with petrolatum. Install Pinion Shaft into long planet pinion gear. Install twenty (20) needle bearings, spacer, twenty more needle rollers, and two (2) thrust washers.

See Figure 5-273. Carefully r e move pinion shaft. With a twisting motion lock both sets of needle rollers in place. See Figure

5-263.

b. Inspection of

Planet Carrier Parts

1. Wash all parts in a cleaning solvent. Air dry all parts.

2. Check the planet pinion gears and input sun gear tooth damage.

3. Check the planet pinion thrust washers and input sun gear thrust washer.

4. Check planet pinion n e e d l e bearings. If bearings show excessive wear, all the needle bearings must be replaced.

5. Check the planet pinion shafts closely, if worn replace the worn shafts.

6. Check the output shaft bushing, if worn replace.

Figure 5-260

3. Install front p l a n e t pinion thrust w a s h e r . Retain t h r u s t washer to case with grease. Oil grooves on the thrust washer must be toward the pinion gears.

See Figure 5-261.

c. Reassembly

1. U s i n g tool J-21424-3 and

J-8092 press the new bushing in until J-21424-3 touches the machined surface of the planet carrier assembly. See Figure 5-258.

Figure 5-261

Figure 5-263

5. Position the long planet pinion assembly with the thrust washers at each end, in the planet carrier.

Install the pinion shaft from the front of the carrier. As the shaft is being pushed in, make certain that it picks up the thrust washer.

Turn the pinion shaft so t h e groove faces the center of the planet carrier. See Figure 5-264.

NOTE: Install the other two (2) long planet pinion gears as described in Steps 2-3-4-5.

SUPER TURBINE " 3 0 0 ' SERVICE PROCEDURES 5 - 5 5

THRUST

WASHERS

PINION

SHAFT

NEEDLE

BEARINGS

Figure 5-264 Figure 5-267

6. Install the input sun g e a r 9. Install the rear planet pinion thrust washer with the oil groove thrust washer. Oil groove must facing input sun gear. See Figure be toward pinion gear. See Figure

5-265. 5-268.

NOTE: The front thrust washer already installed with the long planet pinions also is used for the short planet pinions as the two (2) pinions are paired together on one set of t h r u s t washers.

Figure 5-270 certain that it picks up the thrust washers. Turn the pinion shaft so the groove faces center of planet carrier. See Figure 5-272.

Figure 5-265

7. Install input sun gear into planet carrier. See Figure 5-266.

Figure 5-268

10. Install twenty (20) n e e d l e bearings, and one thrust washer in the pinion gear. See Figure

5-270. With a twisting motion, lock the needle rollers in place.

See Figure 5-271.

Figure 5-266

8. Install low sun gear needle thrust bearing. See Figure 5-267.

11. Position short planet pinion assembly and thrust washers at each end of the planet carrier.

Install pinion shaft from the front of planet carrier. As the pinion shaft is being pushed in, make

Figure 5-271

Figure 5-272

5 - 5 6 SERVICE PROCEDURES

SUPER TURBINE " 3 0 0 '

PLANET PINION

LOCK PLATE

Figure 5-273 clean. Keep hands and tools clean to avoid getting dirt into assembly. If work is stopped before assembly is completed cover all openings with clean cloths.

2. All moving parts should be given a light coating of transmission oil before installation. Thrust washers may be held in place with petroleum jelly, sparingly applied.

Figure 5-276

3. Do not take a chance on used gaskets and seals - use new ones to avoid oil leaks.

4. Use care to avoid making nicks or burrs on parts, particularly at bearing surfaces and surfaces where gaskets are used.

2. Retain parking lock pawl and spring in case with parking lock pawl shaft. See Figure 5-276.

12. Install planet pinion l o c k plate. Rotate plate so extended portions align with slots in planet pinion shafts, and three (3) attaching screw holes. See Figure

5-273.

PLANET PINION

SHAFT LOCK

PLATE SCREW

& LOCKWASHER

ASSEMBLY

Figure 5-274

13. Install three (3) planet pinion shaft lock plate screw and lock washers. See Figure 5-274.

5. It is extremely important to tighten all parts evenly and in proper sequence, to avoid distortion of parts and leakage at gaskets and other joints. Use a reliable torque wrench to tighten all bolts and nuts to specified torque and in the s p e c if Fed" sequence.

Figure 5-277 b. Installation of Range

Selector Lever, Shaft and

Parking Lock Actuator

NOTE: Make certain parking pawl shaft is bottomed in its bore in case.

1. Install c a s e bushing, m a k e 3. Install outer shift lever seal certain split on bushing is oppo- using J-9738. Make certain lip of site notch in case. See Figure

5-275.

5 - 2 3 ASSEMBLY OF

TRANSMISSION

FROM

MAJOR PARTS

AND UNITS a. General Instructions

1. Before starting to assemble the transmission make certain that all parts are absolutely

Figure 5-275 Figure 5-278

SUPER TURBINE " 3 0 0 ' seal points toward center of case.

See Figure 5-277.

4. With a twisting motion insert outer range selector lever into case. See Figure 5-278.

5. Assemble park lock actuator assembly to inner park lock and range ^selector. See Figure 5-280.

SERVICE PROCEDURES 5 - 5 7

11. If outer range selector lever was removed install nut torque to 20-30 ft. lbs.

c. Installing Reverse Clutch

RETAINER RING.

INNER PARK LOCK

PARK LOCK m

ACTUATOR \ _ > J 9

ASSEMBLY ^ d B y ^

. .AND RANGE k/SELECTOR LEVER

• L

Figure 5-282

8. Slide outer range selector lever into case and tighten nut using a 9/16" wrench. See Figure

5-282.

Figure 5-280

6. Install outer range selector lever to selector lever shaft.

7. Install inner park lock and range selector assembly to outer range selector lever. Install nut on range selector lever. See Figure 5-281.

Figure 5-283

9. Install range selector shaft retainer. See Figure 5-283.

REVERSE CLUTCH PISTON

OUTER SEAL

Figure 5-285

1. Lubricate with transmission oil and install reverse clutch piston outer seal. See Figure 5-285.

REVERSE CLUTCH %

PISTON INNER

SEAL

NNER PARK

K AND RA

ELECTOR

Figure 5-286

2. Lubricate with transmission oil and install reverse clutch piston inner seal. See Figure 5-286.

Figure 5-281

NOTE: Make certain longest end on range selector lever is to the bottom of transmission.

Figure 5-284

10. Install parking bracket to transmission case. Torque bolts to 8-12 ft. lbs. torque. See Figure

5-284.

3. With transmission in vertical position install the reverse clutch piston into case. Tap piston with hammer handle to make certain piston is seated in case. See Figure 5-287.

5 - 5 8 SERVICE PROCEDURES

REVERSE

PISTON

SEAT

SUPER TURBINE " 3 0 0 '

SNAP RING

-J-21420-1

Figure 5-287

Figure 5-292

Figure 5-294

4. Install seventeen (17) clutch piston return springs. See Figure

5-290.

6. Using J-21420-1 and J-21420-2 compress piston return seat so snap ring may be installed with

J-5586 Pliers. See Figure 5-292.

CAUTION: Make certain inner edge of seat does not hang up on snap ring groove while being compressed.

NOTE: Cars equipped with V-6 engines have 4 driven and 4 drive clutch plates. Cars equipped with

V-8 engine have 5 driven and 5 drive clutch platesT

9. Install reverse clutch pressure plate with the identification mark being installed in the 5 o'clock groove in case. See Figure 5-295.

7. Install reverse clutch cushion spring. See Figure 5-293.

REVERSE CLUTCH

CUSHION SPRINGS

Figure 5-290

5. Position piston return seat on piston return springs. Place snap ring on return seat so that ring may be easily installed when seat is compressed with tool. See Figure 5-291.

Figure 5-293

8. Align notches on the steel driven plates. Install the steel driven plates and lined drive plates alternately, beginning with a steel driven plate. The notched lug on each driven plate goes in the 5 o'clock groove in case. See

Figure 5-294.

Figure 5-295

10. Install reverse clutch pack snap ring. See Figure 5-296.

Figure 5-291

CAUTION: S t e e l p l a t e s a r e waved and should all face same direction. For this reason notches are provided to indicate correct installation.

Figure 5-296

SUPER TURBINE " 3 0 0 ' SERVICE PROCEDURES 5 - 5 9

1. Install low servo piston assembly into case. See Figure

5-302.

Figure 5-300

LOW SERV

COVER

Figure 5-297

11. Insert feeler gauge between reaction plate and adjacent faced plate. See Figure 5-297. Clearance for the reaction plates are shown below:

2. Install reverse ring gear into case. Rock and turn ring gear to pick up clutch plate splines. See

Figure 5-300.

Figure 5-303

2. Install low servo cover oil seal. See Figure 5-303.

Three selective plates are r e leased for service. These plates are identified with one, two or three identification marks. Plates are graduated in size with one identification mark b e i n g the smallest. The clearance should be .020" - .058".

d. Installing Planetary

Gear Set

1. Install thrust bearing race with a lip, needle bearing, and a second plain thrust bearing race to the rear face of the planetary gear set. Retain with grease. See

Figure 5-298.

Figure 5-301

3. Install planetary gear set into case. See Figure 5-301.

5 - 2 4 INSTALLATION OF

LOW SERVO

ASSEMBLY,

LOW BAND, AND

FORWARD CLUTCH

Installation of Low Servo

Figure 5-304

3. Install low servo cover case. See Figure 5-304.

4. Compress low servo cover with J-21495 and install retaining snap ring. See Figure 5-305.

Figure 5-298 Figure 5-302 Figure 5-305

5 - 6 0 SERVICE PROCEDURES b. Installation of Low Band

SUPER TURBINE " 3 0 0 '

Figure 5-313

Figure 5-306

1. With transmission in vertical position install band adjusting screw into case. See Figure

5-306.

4. Install low band apply strut and band adjusting screw strut. After both struts have been installed, tighten low band adjusting screw enough to prevent struts from falling out. See Figure 5-311.

clearance. There are three selective thrust washers available,

.099/.095, .081/.077 and .063/.059.

Select end washer so the clearance will be between .022" and

.054". See Figure 5-313.

c. Installing the Forward

Clutch Assembly

Figure 5-307

2. Install low band into case. See

Figure 5-3O7 f

3. This picture is for illustration purposes only. It shows the proper positioning of the low band apply strut and band adjusting screw anchor strut. See Figure

5-310.

Figure 5-312 Figure 5-314

1. Install forward clutch assem- 2. Grease and install selective bly turning slightly to engage low fit washer to pump cover hub.

sun gear with planet pinions. See See Figure 5-314.

Figure 5-312.

NOTE:

BAND APPLY STRUT

POINT UPWARD

Figure 5-310 d. Check Forward Clutch to

Oil Pump Clearance

1. Attach slide hammer bolt to threaded hole in oil pump. With flat of hand on end of input shaft move so parts are clear back.

Install dial indicator set on rod and "O" dial indicator on end of input shaft. Push on end of output shaft to move everything forward r the reading obtained will be the

Figure 5-315

SUPER TURBINE " 3 0 0 ' SERVICE PROCEDURES 5 - 6 1

3. Install two (2) pump cover to clutch drum oil sealing rings.

See Figure 5-315.

2. Install new pump gasket and guide pins. See Figure 5-317.

3. Install input shaft oil rings.

See Figure 5-318.

" O " rings under head). See Figure 5-321.

6. Torque the eight (8) pump r e taining bolts to 16-24 ft. lbs. See

Figure 5-322.

5 - 2 5 INSTALLATION OF

OIL PUMP GUIDE

PIN, GASKET AND

OIL PUMP

ASSEMBLY

5 - 2 6 LOW BAND

ADJUSTMENT

Figure 5-316

1. Install oil pump to case seal.

See Figure 5-316.

I N C H LBS.

TORQUE WRENCH

4. Coat input shaft oil rings with oil and install into oil pump. Then install pump into case. Apply a thin coat of oil around edge of pump. See Figure 5-320.

Figure 5-323

1. Adjust low band by first tightening adjusting screw to 40 in.

lbs. torque. See Figure 5-323.

Figure 5-317

Figure 5-321

5. Remove guide pins and install eight (8) retaining bolts (with new

Figure 5-324

Figure 5-318 Figure 5-322 Figure 5-325

5 - 6 2 SERVICE PROCEDURES

2. Back off band adjusting screw four (4) turns and lock nut. See

Figure 5-324.

3. Install adjusting screw, cap.

See Figure 5-325.

5 - 2 7 INSTALLATION OF

SPEEDOMETER

DRIVING GEAR

SUPER TURBINE " 3 0 0 '

REAR BEARIN

RETAINER OIL

SEAL

Figure 5-327 bearing retainer bushing. S e e

Figure 5-327.

b. Installation of Output

Shaft to Rear Bearing

Retainer Oil Seal

Figure 5-330

Torque bolts to 25-35 ft. lbs.

torque. See Figure 5-331.

REAR BEARING

RETAINER

Figure 5-326

1. With transmission in a horizontal position install speedometer d r i v i n g gear. P l a c e transmission in Park r a n g e .

Using Tools J-21421-1 and

J-21421-2 d r i v e speedometer driving worm gear onto output shaft. Drive gear on until

J-21421-2 bottoms on end of output shaft. When tool bottoms speedometer driving gear is in proper l o c a t i o n . See Figure

5-326. When installing speedometer driven gear on "55" and

"65" Style wagons use Detail

J-21421-3 instead of J-21421-1.

OUTPUT SHAFT

TO REAR

BEARING

RETAINER

OIL SEAL

Figure 5-331 d. Installing Speedometer

Driven Gear Assembly

1. Install speedo driven g e a r assembly into rear bearing retainer. See Figure 5-332.

5 - 2 8 INSTALLATION OF

REAR BEARING

RETAINER BUSHING,

OIL SEAL, BEARING

RETAINER AND

SPEEDO DRIVEN

GEAR a. Installation of Rear

Bearing Retainer

Bushing

1. Using Drive Handle J-8092 and

Installer J-21424-1 install rear

Figure 5-328

1. Install output shaft to r e a r bearing retainer oil seal using

Installer J-21426. See Figure

5-328.

c. Installation of Rear

Bearing Retainer

1. Install rear bearing retainer oil seal. See Figure 5-330.

2. Install rear bearing retainer to case and install four (4) retaining bolts, using a 9/16" socket.

Figure 5-332

2. Install speedometer d r i v e n gear sleeve retainer. Torque bolt

SUPER TURBINE " 3 0 0 '

SERVICE PROCEDURES 5 - 6 3

SPEEDOMETER DRIVEN

GEAR 51EEVI R6TAINE

Figure 5-336

Figure 5-340

Figure 5-333

3. Install manual control valve

6. Install stator control valve to 5-10 ft. lb. torque. See Figure

a n d H n k i n t o v a l y e b o d a s s e m

. body and seven (7) bolts retaining

5-333.

bly. See Figure 5-336.

the stator control valve body.

Torque bolts to 8-12 ft. lbs.

5-29 INSTALLATION OF

See Figure 5-340.

VALVE BODY

STATOR CONTROL

VALVE BODY

Figure 5-334

1. With transmission in horizontal position, install valve body to plate gasket. See Figure 5-334.

Figure 5-337 Figure 5-341

4. Install manual control valve link into park, lock and range selector inner lever. See Figure 5-337.

7. Install stator control solenoid and gasket to stator control valve body. Torque bolts to 8-12 ft. lbs.

See Figure 5-341.

Figure 5-335

2. Install valve body plate.

NOTE: V-6 valve body plate have identification notch. See Figure 5-120.

Figure 5-338 Figure 5-342

5. Install eleven (11) valve body 8. Before installing spring detent to case retaining bolts. Torque assembly note routing of solenoid bolts to 8-11 ft. lbs. See Fig- wires. Install spring detent asure 5-338. sembly. T o r q u e bolt to 8-12

5 - 6 4 SERVICE PROCEDURES ft. lbs. Center spring over detent 12. Install oil strainer pipe to plate. See Figure 5-342. case seal.

SUPER TURBINE " 3 0 0

OIL PAN ATTACHING

•/BOLTS M i l * ?

Figure 5-343

9. Install solenoid switch into case. See Figure 5-343.

Figure 5-344

10. Install detent solenoid wire to connector. See Figure 5-344.

13. Install oil filter on V-8 models. See Figure 5-346.

Figure 5-350

14. Install oil strainer on V-6 models. See Figure 5-347.

16. Install fourteen (14) oil pan attaching bolts. Torque bolts to

10-12 ft. lbs. See Figure 5-350.

15. Install oil pan gasket and pan.

See Figure 5-348.

IL STRAINER

USED ON V-6

MODELS ONLY

5-30 INSTALLATION OF

GOVERNOR AND

VACUUM

MODULATOR

a. Installation of Governor

1. Slide governor into its bore in case. Turn governor assembly so teeth on governor gear engage teeth on output shaft.^See Figure

5-351.

Figure 5-345

11. Install solenoid connector to solenoid switch. See Figure

5-345.

Figure 5-348

Figure 5-351

2. Install governor gasket and cover to case. Torque bolts to

8-12 ft. lbs. See Figure 5-352.

SUPER TURBINE " 3 0 0 ' SERVICE PROCEDURES 5 - 6 5

Figure 5-352 stall into bore in case. See

Figure 5-353.

2. Install case to vacuum modulator oil seal. Install modulator into case. See Figure 5-354.

1. Check converter for leaks as follows: a. I n s t a l l Tool J-21369 and tighten. See Figure 5-356.

b. Fill converter with air; 80 psi.

c. Submerge in water and check for leaks.

2. Check converter end clearance as follows: a. Install T o o l J-21371-2 and tighten brass nut. See Figure

5-357.

b. Installation of Vacuum

Modulator

1. Slide rear modulator valve into front modulator valve then in-

Figure 5-355

NOTE: V-6 vacuum modulators have a brown daub of paint for identification. V-8 has no paint identification.

3. Install vacuum modulator r e tainer. "Install retainer so tang points toward vacuum modulator.

Torque bolt to 8-12 ft. lbs. See

Figure 5-355.

5 - 3 1 CHECKING

CONVERTER

Figure 5-353

Figure 5-357 b. Install Tool J-21371-3 and tighten hex nut. See Figure 5-358.

Figure 5-354 Figure 5-356 Figure 5-358

5 - 6 6 SERVICE PROCEDURES SUPER TURBINE " 3 0 0 '

Figure 5-360 c. Install dial indicator set at 0 as shown in Figure 5-365.

d. Loosen hex nut. When nut is fully loosened the reading obtained on the dial indicator will be converter end clearance. If clearance is .050" or over and the oil has the appearance of having been mixed with aluminum paint, replace the converter. See Figure

5-360.

Figure 5-361

3. Install converter. See Figure

5-361.

5-32 TROUBLE DIAGNOSIS

GUIDE

a. Oil Check

Before diagnosis of any transmission complaint is attempted, the oil level should be checked.

At the same time, it should be observed on the dipstick whether the oil is solid in texture or aerated. Aerated oil gives an indication of an oil leak in the suction line, which can cause erratic operation and slippage.

Water in the oil imparts a milky, pink cast to the oil and can cause spewing.

b. No Drive In Any

Selector Position

3. Check low band adjustment.

See paragraph 5-26.

4. Check for proper modulator can assembly. See chart on page

5-1.

5. In s e v e r e customer complaints, proceed as follows: a. Remove transmission f r o m car.

b. Check pump cover and stator shaft for cross leakage. See Figure 5-363.

c. Remove coast downshift timing valve. See Figure 5-205.

1. Check oil level.

2. Check oil pressure as described in paragraph 5-33.

3. Check manual shift linkage adjustment. See Section 4A.

4. Check internal linkage. See

Figure 5-282.

5. Check for defective pressure regulator valve.

6. Check for pressure regulator valve retaining ring out of groove.

7. Check for defective front pump.

e. Transmission Sluggish

From A Standing Start

1. Check idle stator switch. See

Figure 5-38.

2. Check stator valve body including valve and solenoid. See

Figure 5-371.

f. No Reverse c. Erratic Operation and

Slippage (Light to

Medium Acceleration)

1. Check reverse clutch piston seals.

2. Check freedom of reverse clutch piston.

3. Check for open feed lines to reverse clutch. See Figures

5-364 thru 5-372.

4. Loose stator valve body attaching bolts. Specification is

8-12 ft. lbs.

1. Check filter or screen and suction pipe assembly for leaks.

2. Check suction pipe "O" ring.

3. Low oil level.

4. Check for defective modulator.

See Figure 5-362.

g. Slips (In Any Range)

1. Refer to items 3 and 20.

d. Excessive Slip or Engine

Flare on Coasting to A

Stop or When Cornering

1. Check engine idle. See paragraph 3-8.

2. Check for suction leak as described in items 1 and 3.

h. Harsh Neutral To Drive

Shift At Idle

1. Check vacuum l i n e connections.

2. Check engine idle speed. See paragraph 3-8.

3. Check for three (3) springs in the low servo assembly or improper assembly of washers. See

Figure 5-179.

SUPER TURBINE " 3 0 0 ' SERVICE PROCEDURES 5 - 6 7

4. Check to see if center spring of low servo assembly has end coils ground.

5. Check for broken e n g i n e mounts.

i. No Upshift

1. Check vacuum connections.

l i n e

2. Check governor for failed pinion or stuck valve.

3. Check freedom of shift valve and detent valve.

4. Check for plugged orfice in detent valve.

5. Check for open detent solenoid and loose attaching bolts.

6. Check for plug in front pump cover assembly. See Figure

5-373.

7. Check clutch piston seals.

8. Check for broken clutch piston oil seal rings.

9. Check clutch lines in front pump cover and stator shaft assembly. See Figure 5-366.

j . Long Shift Time—Shift

Does Not Have Positive

Engagement

1. Check for proper modulator can assembly. See chart on page

5-1.

2. Check for leak in clutch circuit. See Figures 5-364 thru

5-372.

3. Check valve body port between modulator boost and clutch feed in shift valve bore. See Figure

5-372.

4. If foreign material in oil pan indicates a clutch failure, replace clutch plates and necessary parts.

I. Late Upshift q. No Stator Action

1. Check vacuum connections.

l i n e

2. Stuck detent valve. *

3. Open detent solenoid or loose solenoid attaching bolts. *

4. Sticky shift valve.

5. Check governor assembly. See paragraph 5-21.

•Transmission will upshift only at wide-open throttle.

1. Check stator idle and detent control switch adjustments and wiring.

2. Check stator solenoid and stator valve body.

3. Check stator bushings for excessive wear and scoring.

4. Check reaction shaft bushing for extreme wear and scoring.

5. Check front oil seal ring on input shaft. See Figure 5-129.

m. Upshifts-Downshifts

Erratic r. Oil Spews Out Breather

1. Refer to paragraph 5-21.

2. Refer to item (3).

3. Check for crossed solenoid wires. See Figure 5-374.

n. No Wide Open

Throttle Downshift

1. Check detent control switch adjustment and continuity in wiring. (Wiring fused with windshield wiper.)

2. Check for stuck detent valve and shift valves. See Figure 5-32.

3. Check orfice hole in detent valve.

4. Check solenoid on valve body.

0. Engine Flares On Wide

Open Throttle Downshift

1. Check low band adjustment.

See paragraph 5-26.

2. Check item 20.

3. Check for r e s t r i c t i o n in vacuum line or f i t t i n g to transmission.

4. Check for correct valve body plate. See Figures 5-118 and

5-120.

1. High oil level.

2. Water in oil.

3. Chip or burr between pump cover and housing or between complete pump assembly and case.

4. Direct leak from front pump pressure line into vent chamber.

See Figure 5s. Drive Clutch Plates Burned

(Usually Low Band and

Reverse Clutch Good)

1. Check for leakage in clutch circuit. See Figures 5-364 thru

5-372.

a. Check ball in forward clutch drum.

b. Clutch lines in front pump cover and stator shaft assembly.

See Figure 5-366.

c. Plug in pump cover assembly missing. See Figure 5-373.

d. Clutch piston seals.

e. Clutch feed oil rings.

f. Check for proper number of clutch plates and correct piston.

See chart on page 5-1.

k. Engine Flares On Upshift

1. Refer to item 19.

p. Delayed Engagement

Of Manual Low

1. Check freedom modulator valve.

of 2-piece t. Drive Clutch Plates, Low

Band and Reverse Clutch

Plates—All Burned

1. Check for following causes of

5 - 6 8 SERVICE PROCEDURES

SUPER TURBINE " 3 0 0 ' low maximum line pressue.

a. Modulator can load check. See

Figure 5-362.

can. See chart on page 5-1.

Check m o d u l b o r e i n movement.

f> r and for freedom of in front pump regulator.

l v e

D O i t s 1 0 0 s e

- lorque specification is 8-12 ft. lbs.

b. Check for proper modulator d. Check freedom of boost valve 3. Low oil level.

Figure 5-362-Cheeking Modulator

Can Assembly

PLACE PLUG AS SHOWN AND FILL HIGH CLUTCH

PRESSURE LINE WITH TRANSMISSION OIL

Figure 5-363—Checking Cross Leakage

Between Pump Cover and stator shaft

EXHAUST

MODULATOR

PRESSURE

CONVERTER

FEED

PRESSURE

STATOR

LOW

APPLY

MODULATOR

PRESSURE

LINE

PRESSURE

MODULATOR

PRESSURE

EXHAUST

HIGH CLUTCH

PRESSURE

LINE

PRESSURE

REVERSE

PRESSURE

GOVERNOR

PRESSURE

GOVERNOR

DETENT PRESSURE

MODULATOR BOOST

HIGH CLUTCH

EXHAUST

REVERSE

LIMIT MODULATOR

PRESSURE

Figure 5 - 3 6 4 - O M , Passages in Bottom of Transmission Case

SUPER TURBINE " 3 0 0 ' SERVICE PROCEDURES 5 - 6 9

TRANSMISSION VENT.

LUBE PRESSURE

CONVERTER FEED

PRESSURE

FRONT PUMP SUCTION

REVERSE

PRESSURE

LINE PRESSURE

MODULATOR PRESSURE

FRONT PUMP SEAL DRAIN

HIGH CLUTCH PRESSURE

Figures 5 - 3 6 6 — O i l Passages in Pump Cover

5 - 7 0 SERVICE PROCEDURES SUPER TURBINE " 3 0 0 '

HIGH CLUTCH PRESSURE

MODULATOR

STATOR FEED

LOW SERVO

RELEASE

PRESSURE

EXHAUST

CONVERTER

FRONT PUMP

SEAL DRAIN

LINE PRESSURE

RESERVE

PRESSURE

TRANSMISSION

LUBE PRESSURE

PRESSURE

FRONT PUMP

SUCTION

TRANSMISSION VENT

CONVERTER FEED PRESSURE TRANSMISSION VENT

Figure 5-367—Oil Passages in Pump Body

CASE VENT

OIL COOLER

SUCTION

REVERSE CLUTCH

PRESSURE

LINE PRESSURE

BAND

RELEASE

STATOR

FEED

COVERTER FEED PRESSURE

MODULATOR PRESSURE

FORWARD CLUTCH

PRESSURE

Figure 5-368—Oil Passages in Rear Face of Pump Cover

SUPER TURBINE " 3 0 0 '

SERVICE PROCEDURES 5 - 7 1

Figure 5-370—Oil Passages in Front Transmission Case

E X H A U S T —

Q ^ H H | O E R

CONVERTER

FEED .—

PRESSURE

STATOR F E E D - !

- EXHAUST

Figure 5-371—Oil Passages in Staror Valve Body

5 - 7 2 SERVICE PROCEDURES SUPER TURBINE "300'

EXHAUST

HIGH CLUTCH EXHAUST

HIGH CLUTCH PRESSURE

DRIVE PRESSURE

MODULATOR

BOOST

GOVERNOR

PRESSURE

DRIVE

PRESSURE

LIMIT FEED

MODULATOR

PRESSURE

STATOR FEED

EXHAUST

DETENT PRESSURE

r> LIMITED MODULATOR PRESSURE

LIMIT FEED

LIMITED MODULATOR PRESSURE

EXHAUST

REVERSE

PRESSURE

MODULATOR

BOOST

LIMIT

MODULATOR

PRESSURE

DRIVE

PRESSURE

LINE

PRESSURE

REVERSE

PRESSURE

EXHAUST

GOVERNOR

PRESSURE

LOW APPLY

PRESSURE

EXHAUST

Figure 5 - 3 7 2 - O i l Passages in Main Valve Body

DETENT SOLENOID WIRE

(SHORT WIRE)

STATOR SOLENOID WIRE-

(LONG WIRE)

Figure 5-373—Checking for Plug in

Front Pump Cover

Figure 5-374—Location of Solenoid

Wires

Figure 5-375-Super Turbine "300'

Transmission Pressure Checks

SUPER TURBINE " 3 0 0 ' SERVICE PROCEDURES 5 - 7 3

5 - 3 3 OIL PRESSURE CHECKS

MAXIMUM modulator

MAIN LINE PRESSURE CHECKS are tc > be made line disconnected and plugged. The engine speed set in the garage? bay with the vacuum at 1000 RPM.

Barometric

Pressure

(in Hg.) at

Standard

Conditions*

25 V-6

Vacuum Modulator

Part No. 1365186 or 1365187

D and L R

±4 PSI ±6 PSI

Vacuum

Part No or 1367032

D and L

±4 PSI

V-6

Modulator

. 1367031

±6 PSI

35 V-8

Vacuum Modulator

Part No. 8623364 or 8623365

D and L R

±4 PSI ±6 PSI

Sea Level

2,000 Ft.

5,000 Ft.

10,000 Ft.

29.92

27.82

24.89

20.58

SUPER TURBINE "300"

TRANSMISSION PRESSURE CHECKS

137 213

130 202

120 186

105 163

141

134

124

109

219

207

192

168

149 230

142 219

131 203

117 183

MINIMUM LINE PRESSURE CHECKS line connected. Engine and/or car

are to be

made while speed as shown in note

road testing car.

below.**

The vacuum modulator

MINIMUM LINE PRESSURE CHECKS

USED. (Pressures not affected by

FOR ALL

Altitude or

MODELS REGARDLESS OF

Barometric Pressure)

VACUUM MODULATOR

Park, Neutral, and Drive

Low

Reverse

60 ± 2 PSI

90 ± 4 PSI

93 ± 4 PSI

*Line pressures vary 3.5 PSI for each 1 in. hg. change in Barometric Pressure.

••Minimum line pressure checks to be made as follows:

1. Drive 20-40 mph coast with foot off throttle. Park and Neutral can be checked at 1000 RPM.

2. Low 20-40 mph coast with foot off throttle.

3. Reverse-coast with foot off throttle.

NOTE: PRESSURE TAP IS LOCATED BESIDE THE LOW SERVO COVER. See Figure 5-375.

5 - 7 4 SERVICE PROCEDURES

SUPER TURBINE " 3 0 0 '

SUPER TURBINE " 3 0 0 " SERVICE PROCEDURES 5 - 7 5

J-3289-20

J-8763

J-21368

J-21420-11

J-21420-2j

J-21495

J-7004

J-2619

J-5586

J-9578

J-21371

J-21361

J-21558

J-21547

J-9534

J-21421

J-8001

J-21366

J-4880

J-2590

J-9738

J-21359

J-21426

J-8093

J-21424

J-1313

J-5853

J-21369

J-21465-17

- HOLDING FIXTURE BASE

- HOLDING FIXTURE

- PUMP BODY TO COVER ALIGNMENT BAND

- REVERSE CLUTCH SPRING COMPRESSOR

- LOW SERVO COVER REMOVER AND INSTALLER

- SLIDE HAMMER

- SNAP RING PLIERS

- SPEEDO GEAR REMOVER

- CONVERTER END PLAY CHECKING FIXTURE

- CHECK VALVE SEAT REMOVER

- CHECK VALVE SEAT INSTALLER

- MODULATOR LIMIT VALVE SPRING COMPRESSOR

- PLANET CARRIER BUSHING REMOVER

- SPEEDO GEAR INSTALLER

- DIAL INDICATOR SET

- CONVERTER HOLDING STRAP

- SNAP RING PLIERS

- FORWARD CLUTCH SPRING COMPRESSOR

- OUTER SHIFT LEVER SEAL INSTALLER

- OIL PUMP SEAL INSTALLER

- CASE EXTENSION OIL SEAL INSTALLER

- DRIVE HANDLE

- BUSHING SET

- FT. LB. TORQUE WRENCH

- IN. LB. TORQUE WRENCH

- CONVERTER PRESSURE CHECK FIXTURE

- PUMP BODY BUSHING REMOVER AND INSTALLER

Figure 5-377—Special Tool Identification

5-76 SUPER TURBINE " 3 0 0 '

SUPER TURBINE "400" DESCRIPTION & OPERATION 5 - 7 7

GROUP 5

SUPER TURBINE " 4 0 0 "

AUTOMATIC TRANSMISSION

SECTION IN GROUP 5

Section Subject Page Section Subject Page

5-A Automatic Transmission General 5-C Automatic Transmission Removal

Specifications, Description and and Installation 5-106

Operations 5-77 5-D Automatic Transmission Disassembly and Reassembly 5-107

5-B Automatic Transmission Adjustments 5-E Automatic Transmission Trouble on Car 5-105 Diagnosis

SECTION 5-A

AUTOMATIC TRANSMISSION SPECIFICATION AND OPERATION

CONTENTS OF SECTION 5-A

Paragraph Subject Page Paragraph Subject Page

5-1 Automatic Transmission General 5-3 Hydraulic Operation 5-86

Specifications 5-77 5-4 Functions of Valve and Hydraulic

5-2 Description and Mechanical Control Units 5-87

Operation 5-78 5-5 Hydraulic Operation 5-93

5 - 1 AUTOMATIC TRANSMISSION GENERAL SPECIFICATIONS a. Transmission Identification Number

A production identification number is stamped on a metal tag, located in the lower left side of the transmission case.

The production code number is located along the bottom of the tag. Since the production identification number furnishes the key to construction and interchangeability of parts in each transmission, the number should be used when selecting replacement parts as listed in the master parts list. The number should always be furnished on product reports, AFA forms, and all correspondence with the factory concerning a particular transmission.

b. General Specifications

Oil Capacity 23 Pints

Oil Capacity indicated between Marks on Gauge Rod 1 Pint

Oil Specification Automatic Transmission Fluid Type A, Suffix A

Drain and Refill Mileage and Change Filter Recommendations 24,000 Mi.

Change Filter at every MAJOR Overhaul

Use a reliable torque wrench to tighten the attaching bolts or nuts of the parts listed below.

NOTE: These specifications are for clean and lubricated threads only. Dry or dirty threads produce increased friction which prevents accurate measurement of tightness.

5 - 7 8 . DESCRIPTION & OPERATION SUPER TURBINE " 4 0 0 '

Location

Solenoid Assembly to Case

Valve Body to Case

Pump Body to Cover

Pump Assembly to Case

Rear Servo Cover to Case

Governor Cover to Case

Parking Brake Bracket to Case . . .

Vacuum Modulator Retainer to Case

Valve Body to Case

Oil Pan to Case

Case Extension to Case

Thread

Size

1/4-20

5/16-18

3/8-16

5-2 DESCRIPTION AND

MECHANICAL

OPERATION

The Super Turbine Automatic 400

Transmission, is a fully automatic unit consisting primarily of a 3-element hydraulic torque converter and a compound planetary gear set. Three multiple - disc clutches, two sprag units, and two bands provide the friction elements required to obtain the desired function of the compound planetary gear set.

The 3-element torque converter consists of a pump, turbine and a variable pitch stator assembly.

The stator blades can be operated in two different positions, maximum or high angle and minimum or low angle. The s t a t o r is mounted on a one way r o l l e r clutch which will allow the stator to turn c l o c k w i s e but not counterclockwise.

The torque converter housing is filled with oil and is attached to the engine crankshaft by a flywheel, thus always rotates at engine speed. The converter pump is an integral part of the converter housing, therefore the pump blades, rotating at engine speed, set the oil within the converter into motion and direct it to the turbine, causing the turbine to rotate.

As the oil passes through the turbine it is traveling in such a direction that if it were not redirected by the stator it would hit the rear of the converter pump blades and impede its pumping action. So at low turbine speeds, the oil is redirected by the stator to the converter pump in such a manner that it actually assists the converter pump to deliver power, or multiply engine torque.

High stator blade angle means greater redirection of the oil and increased engine speed and torque multiplication for maximum performance. At engine idle it reduces the e f f i c i e n c y of the converter which reduces "creep".

External control connections to transmission are:

Manual Linkage - To select the desired operating range.

Engine Vacuum - To operate a vacuum modulator unit.

12 Volt Electrical Signal - To operate an electrical detent solenoid and stator solenoid.

A vacuum modulator is used to automatically sense any change in the torque input to the transmission. The vacuum modulator transmits this signal to the pressure regulator, which controls line pressure, so that all torque requirements of the transmission are met and smooth shifts are obtained at all throttle openings.

Low angle results in a more efficient converter for c o u p l i n g operation.

As turbine speed increases, the direction of the oil leaving the turbine changes and flows against the rear side of the stator vanes in a clockwise direction. Since the stator is now impeding the smooth flow of oil, its roller clutch releases and it revolves freely on its shaft. Once the stator becomes inactive, there is no further multiplication of engine torque within the converter. At this point, the converter is merely acting as a fluid coupling as both the converter pump and turbine are being driven at approximately the same speed - or at a one-to-one ratio.

A hydraulic system pressurized by a gear type pump provides the working pressure required to operate the friction elements and automatic controls.

The detent solenoid is activated by an electric switch on the carburetor. When the throttle is fully open, the switch on the carburetor is closed, activating the detent solenoid and causing the transmission to downshift at speeds below approximately 70 MPH.

The stator control solenoid is activated by a signal from a switch on the carburetor linkage at engine idle which changes the stator blade angle from low to high. It is also energized at 48° and over of carburetor opening by a switch on the carburetor linkage to c h a n g e the stator blades from low angle to high angle.

Torque

Ft. Lbs.

6-10

15-20

6-10

10-13

20-25

SUPER TURBINE "400' DESCRIPTION & OPERATION 5 - 7 9

The selector quadrant has six selector positions: P, R, N, DR,

, LA

P. - Park p o s i t i o n positively locks the output shaft to the transmission case by means of a locking pawl to prevent the vehicle from rolling either direction. This position should be selected whenever the driver leaves the vehicle. The engine may be started in park position.

R. - Reverse enables the vehicle to be operated in a r e v e r s e direction.

N. - Neutral position enables the engine to be started and run without driving the vehicle.

DR. - Drive range is used for all normal driving conditions and maximum economy.

Drive range has t h r e e g e a r ratios, from the starting ratio to direct drive. Detent downshifts are available for safe passing by depressing the accelerator to the floor.

- L

range adds new performance for congested traffic or hilly terrain. L

range has the same starting r a t i o as drive range, but prevents the transmission from shifting above second speed to retain second speed acceleration when extra performance is desired. L

range can also be used for engine braking.

range can be selected at any vehicle speed, and the transmission will shift to second gear and remain in second until the vehicle speed or the throttle are changed to obtain first gear operation in the same manner as in DR. range.

. - L

range can be selected at any vehicle speed and the transmission will shift to second gear and remain in second until vehicle speed is reduced to approximately 40 MPH, depending on axle ratio.

range position prevents the transmission from shifting out of first gear. This is particularly beneficial for maintaining maximum engine braking when continuous first gear operation is desirable.

stationary sun gear. This causes the output carrier and output shaft to turn clockwise in a reduction ratio of approximately 1.5:1. See

Figure 5-201.

d. Drive Range—Third Speed a. Neutral—Engine Running

In neutral, all clutches and bands are released; therefore no power is transmitted from the torque converter turbine to the planetary gear train and output shaft.

b. Drive Range—First Speed

With the selector lever in Drive

Range, the forward clutch is applied. This d e l i v e r s turbine torque to the mainshaft and turns the rear internal gear in a clockwise direction. (Converter torque ratio = approximately 2.:1. at stall.)

Clockwise motion of the rear internal gear c a u s e s the rear pinions to turn clockwise to drive the sun gear counterclockwise.

In turn, the sun gear drives the front pinions clockwise, t h u s turning the front internal gear, output carrier, and output shaft clockwise in a reduction ratio of approximately 2.5:1. The reaction of the front pinions against the front internal gear is taken by the reaction carrier and sprag assembly to the transmission case.

See Figure 5-200. (Approximate stall ratio = 5. :1.) c. Drive Range—Second Speed

In second speed, the intermediate clutch is applied to allow the intermediate sprag to hold the sun gear against counterclockwise rotation. Turbine torque through the forward c l u t c h is now applied through the mainshaft to the rear internal gear in a clockwise direction.

Clockwise rotation of the rear internal gear turns the rear pinions clockwise against the

In direct drive, engine torque is transmitted to the c o n v e r t e r through the forward clutch to the mainshaft and rear internal gear.

Because the direct clutch is applied, equal power is also transmitted to the sun gear shaft and the sun gear. Since both the sun gear and internal gears are now turning at the same speed, the planetary gear set is essentially locked and turns as one unit in direct drive or a ratio of 1 :1.

See Figure 5-203.

e. Low—L

R a n g e -

Second Speed

Clockwise rotation of the rear internal g e a r turns the r e a r pinions clockwise against the stationary sun gear. This causes the output carrier and output shaft to turn clockwise in a reduction ratio of approximately 1.5:1.

In second speed, overrun braking is provided by the front band as it holds the sun gear fixed. Without the band applied, the sun gear would overrun the intermediate sprag. See Figure 5-204.

f. Low—L

R a n g e -

First Speed

With the selector lever in L

Range, the forward clutch is applied. This d e l i v e r s turbine torque to the mainshaft and turns

LUTCI

ORNA/

LUJC

FRONT BAN

RIVE RST SPE

DIRECT CLUTCH OFF

FORWARD CLUTCH ON

FRONT BAND O N

IN L

RANGE ONLY

REAR BAND OFF

RANGE - SECOND SPEED

Figure 5-204—Low L

Range Second Speed m

73 o

•

€0

a

3 o

5 - 8 6 DESCRIPTION & OPERATION SUPER TURBINE " 4 0 0 ' the rear internal gear in a clockwise direction. (Converter torque ratio = approximately 2. :1. at stall.)

Clockwise motion of the rear internal gear causes the rear pinions to turn clockwise to drive the sun gear counterclockwise. In turn, the sun gear drives the front pinions clockwise, thus turning the front internal gear, output carrier, and output shaft clockwise in a reduction ratio of approximately 2.5:1. The reaction of the front pinions against the front internal gear is taken by the reaction carrier and sprag assembly to the transmission case.

(Total stall ratio = approximately

5. :1.)

Downhill or overrun braking is provided in Lo Range by applying the rear band as this prevents the reaction carrier from overrunning the Low sprag. See Figure

5-205.

g. Reverse

In Reverse, the direct clutch is applied to direct turbine torque to the sun gear shaft and sun gear. The rear band is also applied, h o l d i n g the r e a c t i o n carrier.

Clockwise torque to the sun gear causes the front pinions and front internal gear to turn counterclockwise in reduction. The front internal gear is connected directly to the output shaft, thus providing the reverse output gear ratio of approximately 2. :1. The approximate reverse torque multiplication at stall (converter and g e a r ratios) i s approximately

4. :1. See Figure 5-206.

5-3 HYDRAULIC

OPERATION

a. Pressure Control

The transmission is automatically controlled by a hydraulic system.

Hydraulic pressure is supplied by the transmission gear type oil pump, which is engine driven.

Main line pressure is controlled by a pressure regulator valve train located in the pump. This regulator controls line pressure automatically, in response to a pressure signal from a modulator valve, in such a way that the torque requirements of the transmission a r e met and smooth shifts are obtained at all throttle openings. See Figure 5-207.

To control line pressure properly, a modulator pressure is used which varies in the same manner as torque input to the transmission. Since the converter torque output is the product of engine torque and converter ratio, modulator pressure must compensate for changes in either or both of ihese.

To m e e t t h e s e requirements, modulator pressure is regulated by engine vacuum which is an indicator of engine torque and carburetor opening. It is decreased by governor pressure with an increase in vehicle speed because converter torque ratio also decreases.

which consists of an evacuated metal bellows, a diaphragm and springs. These are so arranged that when installed, the bellows and one spring apply a force which a c t s on the modulator valve. This force acts on the modulator valve so that it increases modulator pressure. Engine vacuum and the other spring act in the opposite direction to decrease modulator, or low engine vacuum, high modulator pressure; high engine vacuum, and low modulator pressure. See

Figure 5-208.

To reduce the effect of altitude on shift points, the effective area of the diaphragm is made somewhat larger than that of the bellows. Atmospheric pressure then acts on the resulting differential area to r e d u c e m o d u l a t o r pressure.

c. Governor Assembly

The vehicle speed signal to the modulator valve is supplied by the transmission governor, which is driven by the output shaft. The governor consists of two flyweights and a regulator valve.

Centrifugal force of the flyweights is imposed on the regulator valve, causing it to regulate a pressure signal that increases with speed.

See Figure 5-210.

Figure 5-207—Pump and Pressure

Regulator Valve b. Vacuum Modulator

Assembly

The engine vacuum signal is provided by the vacuum modulator,

Figure 5-208—Vacuum Modulator

Assembly

SUPER TURBINE "400' DESCRIPTION & OPERATION 5 - 8 7

Figure 5-210—Governor Assembly

Centrifugal force is proportional to the square of vehicle speed.

This means that a given change in vehicle speed results in a smaller change in governor pressure at low speeds than at high speeds. Because of this characteristic a governor with a single weight only is less accurate at low speed than at high speed. To increase the accuracy of the governor signal at low speeds, the flyweights are so designed that their effective mass is greater at speeds below approximately

720 output RPM than it is above this speed.

This is done by dividing each flyweight into two parts and arranging them so that the primary weights act through preloaded springs on the secondary weights, which in turn acts on the valve.

At approximately 720 RPM the centrifugal force on each primary weight exceeds the spring force and the primary weights move to a grounded stop. With the primary weights grounded, the force on the governor regulator valve is equal to the spring forces plus the centrifugal force on the seondary weights.

Governor pressure acts on the modulator valve to cause modulator pressure to decrease as vehicle speed increases.

I !

5 - 4 FUNCTIONS OF

VALVE AND

HYDRAULIC

CONTROL UNITS

1. Pressure Regulator a. Regulates line pressure according to a fix«d spring force and forces controlled by modulator and reverse pressure. See

Figure 5-211.

b. Controls the flow of oil that charges the t o r q u e converter, feeds the oil cooler and provides lubrication for the transmission.

2. Manual Valve

Establishes the range of transmission operation, i.e. P, R, N,

D, L

, L

as selected by the vehicle operator through the manual selector lever. See Figure 5-212.

Figure 5-213—Governor Assembly

3. Governor Assembly

Generates a speed sensitive oil pressure that increases with output shaft or vehicle speed. Governor pressure is used to vary the shift points and modulator pressure regulation. See Figure

5-213.

4. Modulator Valve

Regulates line pressure to modulator pressure that varies with torque to the transmission. See

Figure 5-214. It senses forces created by: a. The vacuum modulator bellow that increases modulator pressure.

b. Engine vacuum acting on a diaphragm to decrease modulator pressure.

Figure 5-211—Pressure Regulator Figure 5-212—Manual Valve

Figure 5-214—Vacuum Modulator

Valve

5 - 8 8 DESCRIPTION & OPERATION SUPER TURBINE "400'

1 n^ui

11

EX. 1 1

II aopfltaJj

Figure 5-215-1-2 Shift Valve and

1-2 Modulator Valve c. Governor pressure which is generated by the governor assembly. Governor pressure tends to decrease modulator pressure.

5. 1-2 Shift Valve

Controls the oil pressure that causes the transmission to shift from 1-2 or 2-1. Its operation is controlled by governor pressure, detent pressure, modulator pressure, and a spring force. See

Figure 5-215.

6. 1-2 Regulator Valve

Regulates modulator pressure to a pressure proportional to modulator pressure, tending to keep the 1-2 shift valve in the downshift position. See Figure 5-216.

Figure 5-217

7. 1-2 Detent Valve

Senses regulated modulator pressure tending to hold the 1-2 shift valve in the downshift position and provides an area for detent pressure for detent 2-1 shifts. See

Figure 5-217.

8. 2-3 Shift Valve

Controls the oil pressure that causes the transmission to shift from 2-3 or 3-2. Its operation is controlled by modulator, intermediate g o v e r n o r and detent pressure as well as a spring force. See Figure 5-218.

9. 2-3 Modulator Valve

Senses modulator pressure to apply a variable force proportional

Figure 5-220 to modulator pressure which tends to hold the 2-3 shift valve down-shifted. See Figure 5-220.

10. 3-2 Valve

Shuts off modulator p r e s s u r e from acting on the shift valve trains after the direct clutch has been applied. This allows heavy throttle operation in third speed without downshifting. In third speed detent pressure can be directed to the shift valves to provide the downshift forces. See

Figure 5-221.

11. Detent Valve

Shifts when line oil is exhausted at the end of the valve when the detent solenoid is energized. This directs detent pressure to the

1-2 and 2-3 modulator valves, and

Figure 5-216 Figure 5-218

IDIR.CL

11

^j O

i

I I

Figure 5-221

SUPER TURBINE "400' DESCRIPTION & OPERATION 5 - 8 9

Figure 5-222 Figure 5-223 Figure 5-225 also allows the detent regulator v a l v e to regulate. See Figure

5-222.

12. Detent Regulator Valve

When the detent valve shifts, the detent regulator is freed to allow drive oil to enter the detent passage and thus becomes regulated to a value of 70 psi. Detent pressure will also flow into the modulator passage which flows to the shift valves. Lo oil moves the detent regulator open to drive oil allowing drive oil to enter the modulator and detent passages.

See Figure 5-223.

13. Stator Valve

Shifts when line oil is exhausted at end of the valve when the stator control solenoid is energized.

TKis exhausts oil from the variable stator piston and the.stator

blades change from low angle to high angle. When the solenoid is not energized, converter oil is directed to the stator piston and low angle is obtained. See Figure

5-224.

14. Front Servo

The front servo applies the 2nd overrun band to provide engine braking in 2nd gear in L

and L

Ranges. It is also used as an accumulator for the apply of the direct or 3rd clutch and in conjunction with a series of check balls controlling orifices is a part of the timing for the release of the direct or 3rd clutch.

To prevent the apply of the 2nd overrun band in Neutral, Drive and Reverse ranges, oil is directed from the manual valve to the release side of the servo piston.

In Drive Range the servo release oil from the manual valve is used to charge the servo in preparation for the apply of the direct clutch.

Direct clutch oil is directed to the front servo accumulator piston w h e r e spring force plus 3rd clutch pressure stroke the piston up against the force of servo release oil. This lowers the clutch

ILINE

Figure 5-224

" C O N V E R T E R " apply p r e s s u r e for a smooth engagement.

The release of the direct clutch and the exhausting of the front servo accumulator is slowed down by three check balls and three orifices which permits a soft return of the drive load to the intermediate sprag and also allows engine RPM to increase during a detent 3-2 downshift in preparation for the lower gear ratio, which results in a smooth shift and better acceleration.

a. Front Servo Operation in

Reverse—Neutral—Drive -

1st Speed

Servo oil from the manual drive valve in Drive Range charges the accumulator by stroking the servo and accumulator pistons against the accumulator s p r i n g . This prepares the accumulator for the controlled apply of the direct clutch on a 2-3 shift. The charging of the accumulator in Drive

Range, 1st gear, also makes it possible to have a controlled 1-3

"let up" shift as the accumulator is prepared for direct clutch apply in 1st gear. See Figure 5-225.

Servo oil and the servo release spring prevents the apply of the band in 2nd gear Drive Range when intermediate clutch apply oil is directed between the servo and accumulator pistons.

5 - 9 0 DESCRIPTION & OPERATION SUPER TURBINE "400'

S V

LJI ^ * ^

INT. CL

DIR. CL. _ _

SERVO ___

\ Mi-

1 1

INT CL.

Figure 5-226

Servo oil in Reverse and Neutral

Ranges is incidental.

b. Front Servo Operation in—

Drive Range Second Speed

Servo Oil charging the accumulator is present in 1st and 2nd gears and has the servo and accumulator pistons stroked against the accumulator spring. In 2nd gear intermediate clutch oil is directed between the servo and accumulator pistons but does not separate the pistons as the force of servo oil holding the piston down is equal to the force in intermediate clutch oil attempting to stroke the servo piston. See

Figure 5-226.

c. Front Servo Operation in

Drive Range Third Speed

Direct clutch pressure rises to a value such that the force from it plug the accumulator spring force overcomes the force from the servo pressure and moves the accumulator piston to the stop on the accumulator piston pin; this in turn strokes the servo piston the same amount of travel which allows it to just contact the band apply washer on the servo pin, but it will not move the pin and apply the band.

The stroking of the accumulator piston absorbs some direct clutch

Figure 5-227 Figure 5-230 oil and permits the direct clutch to apply at reduced pressure for a smooth 2-3 shift. See Figure

5-227.

d. Front Servo Operation During a 3-2 Downshift

The release of the direct clutch is softened by the front servo, three orifices and three check balls to allow a smooth transfer of the drive load to the intermediate s p r a g . The controlled release pressure lets the engine increase its RPM during detent downshifts to prepare for the lower gear ratio of 2nd gear, which results in a smooth shift and better acceleration.

Servo oil seats a check ball, intermediate c l u t c h oil s e a t s another check ball and oil must pass through the two orifices which slows the stroking of the servo and accumulator pistons.

The exhausting direct clutch oil from the accumulator and the direct clutch seats a third check b a l l and the exhausting direct clutch oil passes through an orifice which controls the clutch pressure during the direct clutch release. See Figure 5-228.

e. Front Servo Operation L

Range—Second Speed

Intermediate clutch oil from the

1-2 shift valve seats the check ball, passes through an orifice and applies the front band. The pressure applying the band is reduced by the action of the accumulator piston which is moved by orificed flow of intermediate clutch oil and resisted by the accumulator spring and exhausting orificed direct clutch oil in a manual downshift 3 - 2 for a smooth apply of the band for L

Range engine braking. See Figure

5-230.

SERV0

I t — C a f j " * 1

L j — & =^

K3BMB&I

Figure 5-228

15 Rear Servo

The rear servo applies the rear band for overrun engine braking in Lo Range 1st gear. It applies the band in Reverse to hold the reaction carrier to provide the reverse gear ratio.

SUPER TURBINE " 4 0 0 ' DESCRIPTION & OPERATION 5 - 9 1 r

TO INT CL.

I k TO INT CL.

\ u fl\ INT CL.

H M

n ^ ^ ^ 5 /

]

'

ACCUM

"

REV. OR LO

Figure 5-231

REV. OR LO a. Rear Servo Function—Low

Range 1st Speed

On the 1-2 shift in Drive and L.2

Ranges it serves as an accumulator for the intermediate clutch to provide a smooth shift. See Figure 5-231.

b. Rear Servo Operation in Drive—L

First Speed

In 1st gear Drive and L

Ranges,

1-2 accumulator oil is directed to the rear servo accumulator piston in preparation for the 1-2 shift. See Figure 5-232.

c. Rear Servo Operation—Drive

2nd Speed

Intermediate clutch apply oil is directed to the rear servo ac-

Figure 5-233 Figure 5-235 cumulator p i s t o n , stroking the piston against 1-2 accumulator oil and the accumulator spring.

This action absorbs some intermediate clutch apply oil and permits the intermediate clutch to apply at reduced pressure for a s m o o t h 1-2 shift. See Figure

5-233.

d. Rear Servo Operation L

Range 1st Speed

Overrun engine braking in Lo

Range 1st gear is provided for by the rear servo applying the band to hold the reaction carrier from clockwise rotation.

1-2 Accumulator oil is directed to the accumulator piston which attempts t o prevent t h e servo from applying. Lo Range oil directed to the servo piston which has the larger area, applies the band. Because 1-2 accumulator oil is present, the force applying the band is lowered. This provides a smooth apply. See Figure

5-234.

e. Rear Servo Operation—

Range Second Speed

In second gear the rear band is released. Intermediate clutch oil is directed to the release side of the servo piston which, with 1-2 accumulator oil, balances out the

Range oil on the apply side of the servo piston and the servo release spring strokes the servo piston to the released position.

See Figure 5-235.

TO INT CL.

REV. OR LO

TO INT CL.

,1 k TO INT CL.

j [ \ INT CL.

H n

t i wr~M '"

2 ACCUM-

\ k. mmmmmP I I

REV. OR LO REV. OR LO

REV. OR LO

Figure 5-236 Figure 5-232 Figure 5-234

5 - 9 2 DESCRIPTION & OPERATION SUPER TURBINE "400'

LO. DRIVE

Figure 5-237

Reverse Range

DET. MOD. n j

JL II

1-9 ACCUMULATOR f . Rear Servo Operation-

In Reverse the rear band is applied to hold the reaction carrier.

Reverse oil is directed to the servo piston to apply the band.

To insure the band holding the reaction carrier for the reverse gear ratio, line pressure is increased in Reverse and no other oil pressures are present in the servo to resist the apply of the servo piston. See Figure 5-236.

16. 1-2 Accumulator

1-2 Accumulator oil charges the rear servo accumulator in 1st gear in preparation for the apply of the intermediate clutch on the

1-2 shift.

The valve train consists of a 1-2 primary valve and spring, a 1-2 accumulator valve and spring and a 1-2 accumulator adjusting plug and screw.

1-2 Accumulator oil pressure is a two-stage pressure to obtain greater flexibility in obtaining the desired curve for various engine requirements.

Drive oil is directed to the 1-2 accumulator valve and is regulated by the valve train to 1-2 accumulator oil. Modulator pressure is directed to the primary valve and its effect is on the primary and 1-2 accumulator valve for the first stage of 1-2 accumulator p r e s s u r e . When modulator pressure on the larger area of the primary valve can overcome the effect of modulator pressure and spring pressure on the smaller area of the primary valve, it moves the primary valve to its stop and increases the effective area for modulator pressure on the 1-2 accumulator valve which results in 1-2 pressure rising faster to start the second stage of 1-2 accumulator pressure. The result of these two stages of 1-2 accumulator pressure is that at light throttle shifts, 1-2 accumulator pressure is on a lower pressure slope for smooth shifts and on heavy throttle shifts, 1-2 accumulator pressure is on the second slope of higher pressures for s m o o t h durable shifts.

Detent oil is directed to the 1-2 primary valve to raise 1-2 accumulator pressure during detent

1-2 shifts for clutch durability.

Lo Range oil is directed to the

1-2 accumulator valve during Lo

Range operation to raise 1-2 accumulator pressure to line pressure; t h i s increased pressure directed to the rear servo accumulator piston resists servo apply pressure and slows down the apply of the rear band for a smooth manual shift to Lo Range

1st gear or for a 2-1 shift in Lo

Range.

LO . DRIVE DET. MOD.

LpBK

LTL J j

JL 1 i

B i —

1.9

ACCUMULATOR

Figure 5 - 2 3 8

LO. DRIVE DET. MOD.

1-2 ACCUMULATOR

Figure 5 - 2 4 0

The 1-2 accumulator pressure is adjusted by the adjusting screw at the factory and should not be changed in field service.

a. 1-2 Accumulator-1st Stage

Drive oil is regulated to 1-2 accumulator pressure by the effect of modulator oil and spring pressure on the primary and 1-2 accumulator v a l v e s and 1-2 accumulator oil and spring pressure on the 1-2 accumulator valve. The lo passage is used for exhaust.

In the first stage of regulation the primary valve is grounded to the

1-2 accumulator valve and the effective area on which modulator pressure is working is small, which results in a low slope of

1-2 accumulator pressure. See

Figure 5-237.

b. 1-2 Accumulator 2nd Stage

When modulator pressure on the larger area of the primary valve can overcome modulator oil and spring pressure on the smaller end of the p r i m a r y valve, it grounds the primary valve in the valve bore. This results in a larger effective area for modulator pressure to work on, and 1-2 accumulator pressure is on the higher slope. See Figure 5-238.

SUPER TURBINE " 4 0 0 ' DESCRIPTION & OPERATION 5 - 9 3 c. 1-2 Accumulator—Low

During Lo Range operation, Lo oil is directed to the 1-2 accumulator valve. The Lo port is used for exhaust when 1-2 accumulator pressure is regulated, but in Lo

Range 1-2 accumulator becomes line pressure because the Lo oil is in this passage. See Figure

5-240.

LO. DRIVE DEL MOD.

1-2 ACCUMULATOR s t a t o r solenoid i s exhausted through an orifice at the solenoid, when the solenoid switch is activated. (The switch is activated at idle.) This allows the stator valve spring to move the stator valve, cutting off converter oil and allowing stator oil to exhaust. This places the stator blades at high angle.

d. 1-2 Accumulator—Detent

During detent operation, 1-2 accumulator pressure is increased by directing detent pressure to an area on the primary valve which increases the effective area of the valve. See Figure 5-241.

5-5 HYDRAULIC

OPERATION

a. Park or Neutral—

Engine Running

Whenever the engine is running at idle with the selector lever in

"V" or "N", oil from the pump is directed to the: (See Figure

5-242.)

1. Pressure Regulator Valve

2. Converter a. Oil Cooler b. Cooler By-Pass Valve c. Lubrication System d. Stator Valve

3. Manual Valve

4. Detent Valve

5. Detent Solenoid

6. Vacuum Modulator Valve

7. Front Servo (Neutral only)

8. Stator Solenoid and Valve

Cooling and Lubrication

Oil flows from the pump to the pressure regulator valve which regulates t h e p u m p pressure.

When the pump output exceeds the

Figure 5 - 2 4 1

SUMMARY

The converter is filled, stator blades are at high angle, and all clutches and bands are released.

The transmission is in Neutral.

demand of line pressure, oil from the pressure regulator is directed to the converter feed passage to fill the converter and is directed to the stator valve. Oil from the converter, termed converter return oil, is directed to the transmission cooler and cooler by-pass valve. Oil from the cooler is directed to the transmission lubrication system.

The cooler by-pass valve permits oil to be fed directly from the converter to the lubrication circuit if t h e c o o l e r b e c o m e s restricted.

Line Pressure acts on the:

1. Manual Valve

2. Detent Valve

3. Detent Solenoid

4. Modulator Valve

5. Stator Valve

6. Stator Solenoid

Line pressure at the modulator valve is regulated to a pressure called modulator oil, which acts on the pressure boost valve, 1-2 accumulator and primary valves, and passes through the detent valve and 3-2 valve to the 1-2 and 2-3 valve trains.

Stator Blade Angle

Line oil at the stator valve and b. Drive Range—

First Speed

When the selector lever is moved to the Drive position, the manual valve is repositioned to allow line pressure to enter the drive circuit. Drive oil then flows to the:

(See Figure 5-243).

1. Forward Clutch

2. 1-2 Shift Valve

3. Governor Assembly

4. 1-2 Accumulator Valve

5. Detent Regulator Valve

Basic Control

Drive oil is directed to the forward clutch where it acts on two areas of the clutch piston to apply the forward clutch. The first, or inner area, is fed through an unrestricted p a s s a g e . The outer area is fed through an orifice to insure a smooth shift from Park,

Neutral and Reverse to Drive.

Drive oil at the governor assembly is regulated to a variable pressure. This pressure, called governor oil, increases with vehicle speed and acts against the ends of the 1-2 and 2-3 shift valves and an area on the modulator valve.

MAINLINE PRESSURE

INTAKE PRESSURE

CONVERTER PRESSURE

GOVERNOR PRESSURE

MODULATOR PRESSURE

DETENT PRESSURE

1-2 ACCUMULATOR PRESSURE

E Z 3 on

C rn

Figure 5-243—Drive Range - First Speed

Q m

U i

SUPER TURBINE " 4 0 0 "

DESCRIPTION & OPERATION 5 - 9 7

Drive oil is also regulated to another variable pressure at the

1-2 accumulator v a l v e . T h i s pressure, called 1-2 accumulator oil, is controlled by modulator oil and is directed to the rear servo. 1-2 Accumulator oil at the rear servo acts on the accumulator piston.

Stator Blade Angle

When at idle, the stator blades are at high angle. This is also true under heavy throttle operation due to the stator solenoid being activated.

At light or medium throttle (as shown), the solenoid is not activated. Line pressure then moves the s t a t o r valve against t h e spring, allowing converter oil to act on the stator piston, which puts the blades at low angle.

3. Front Servo and Accumulator

Pistons

4. 2-3 Shift Valve

Basic Control

Intermediate clutch oil from the

1-2 shift valve seats a one-way check ball and flows through an orifice to the intermediate clutch piston to apply the intermediate clutch. At the same time, intermediate clutch oil moves the accumulator piston against the 1-2 accumulator oil and accumulator spring to maintain lower pressure in the clutch during a 1-2 shift for a smooth clutch apply. Intermediate clutch oil seats a second one-way check ball and flows to the front servo and accumulator pistons. Intermediate clutch oil is also directed to a land of the

2-3 shift valve.

Basic Control

Direct clutch oil from the 2-3 shift valve flows past a one-way check valve to the inner area of the direct clutch piston to apply the direct clutch. Simultaneously, direct clutch oil is fed to the front accumulator piston. The pressure of the direct clutch oil, combined with t h e accumulator s p r i n g , moves the accumulator and servo pistons against servo oil. This acts as an accumulator for a smooth direct clutch apply.

Direct clutch oil is also supplied to the 3-2 valve to move the valve against modulator pressure. This cuts off modulator oil to the 1-2 r e g u l a t o r and 2-3 modulator valves and allows the transmission to utilize the torque multiplying c h a r a c t e r i s t i c s of the variable pitch converter.

Stator Blade Angle

SUMMARY

The converter is filled and the stator blades are at high or low angle, depending upon throttle position. The forward clutch is applied. The transmission is in first gear.

c. Drive Range—Second Speed

As both vehicle speed and governor pressure increase, the force of governor oil acting on the 1-2 shift v a l v e will overcome the force of re-regulated modulator oil pressure. This allows the 1-2 shift valve to open, permitting drive oil to enter the intermediate clutch passage. Oil in this passage is called intermediate clutch oil. See Figure 5-244.

SUMMARY

The f o r w a r d and intermediate clutches are applied. The transmission is in second gear.

d. Drive Range—Third Speed

As vehicle speed and governor pressure increase, the force of governor oil acting on the 2-3 shift valve overcomes the force of the 2-3 shift valve spring and modulator oil. This allows the

2-3 shift valve to move, feeding intermediate clutch oil to the direct clutch passage. This oil is termed direct clutch oil. See Figure 5-245.

The degree of converter torque multiplication is dependent upon the angle of the stator blades

(high or low angle) which is controlled by the stator solenoid.

When activated, the line oil acting on the solenoid and stator valve is exhausted at the solenoid. The stator valve spring will move the stator valve cutting off converter oil to the stator piston. The converter charge pressure will move the stator piston, putting t h e stator blades at high angle.

SUMMARY

The forward, intermediate and direct clutches are applied. The transmission is in third gear

(direct drive).

Intermediate clutch oil from the

1-2 shift valve is directed to the:

1. Intermediate Clutch

2. Rear Servo

Direct clutch oil from the 2-3 shift valve is directed to the:

1. Direct Clutch

2. Front Accumulator Piston

3. 3-2 Valve e. Detent Downshift—

Valves in Second Speed

Position

While operating at speeds below approximately 70 MPH a forced

Figure 5-246—Detent Downshift Valves in Second Speed Position

MAINLINE PRESSURE

INTAKE PRESSURE

CONVERTER PRESSURE

GOVERNOR PRESSURE

MODULATOR PRESSURE

DETENT PRESSURE

1-2 ACCUMULATOR PRESSURE

TO n

Figure 5-248—L

Range - First Speed

MAINLINE PRESSURE

INTAKE PRESSURE

CONVERTER PRESSURE

GOVERNOR PRESSURE

MODULATOR PRESSURE

DETENT PRESSURE

1-2 ACCUMULATOR PRESSURE

QEZ

•73 z c ;•; c: m

n

-a m

5 z

5 - 1 0 2 DESCRIPTION & OPERATION SUPER TURBINE "400" or detent 3-2 downshift is possible by depressing the accelerator fully. This engages an electrically operated switch at the carburetor and actuates the detent s o l e n o i d . The detent solenoid opens an orifice that allows line oil at the detent valve to be exhausted, thus permitting the detent regulator valve to operate.

Line oil acting on the detent valve and solenoid is supplied by a s m a l l e r orifice. See Figure

5-246.

1-2 accumulator primary valve to increase 1-2 accumulator oil pressure acting on the rear servo accumulator piston.

Detent oil is also directed to the modulator valve to prevent modulator pressure from regulating

70 psi at high speeds or at high altitudes.

f. L

Range—Valves in

Second Speed Position

Drive oil on the detent regulator valve is then regulated to a pressure of approximately 70 psi and called detent oil. Detent oil is then routed to the;

1. Modulator Passage

2. 1-2 Regulator Valve

3. 2-3 Modulator Valve

4. 3-2 Valve

5. 1-2 P r i m a r y Accumulator

Valve

6. Vacuum Modulator Valve

Detent oil in the modulator passage and at the 2-3 modulator valve will close the 2-3 shift valve b e l o w approximately 70

MPH, shifting the transmission to second gear.

A 3-2 downshift can be accomplished by moving the selector lever from Drive to L

Range.

When the selector lever is in the

position, L

oil from the manual valve is directed to the: (See

Figure 5-247).

1. Pressure Boost Valve

2. 2-3 Shift Valve

oil at the boost valve will increase line pressure to 150 psi.

This increased intermediate oil pressure at the 2-3 shift valve will close the 2-3 shift valve, regardless of car speed.

A detent 2-1 downshift can also be accomplished below approximately 20 MPH because detent oil is directed to the 1-2 regulator valve, regulating or exhaust port. This allows detent oil to act on the 1-2 regulator and 1-2 detent valve to close the 1-2 shift valve, shifting the transmission to first gear.

For engine braking the front band is applied by exhausting servo oil at the manual valve in L

Range.

This allows intermediate clutch oil, acting on the servo piston, to move the piston and apply the front band. Once the transmission is in second speed - L

Range, it cannot upshift to third gear regardless of vehicle speed.

To insure clutch durability during

1-2 upshifts under detent conditions, detent oil is directed to the

SUMMARY

The f o r w a i d and intermediate clutches and front band are applied. The transmission is in second gear - L

Range.

Range—First S p e e d -

Valves in First Speed

Position

Maximum downhill braking can be attained at speeds below 40 MPH with the selector lever in Lo position as this directs Lo oil from the manual valve to the:

(See Figure 5-248).

1. Rear Servo

2. 1-2 Accumulator Valve

3. Detent Regulator Valve

Basic Control

Lo oil flows past a ball check to the apply side of the rear servo piston and to the 1-2 accumulator valve to raise the 1-2 accumulator oil to line pressure for a smooth band apply.

Lo oil acts on the detent regulator valve. Combined with the detent spring, Lo oil holds the detent valve against line oil acting on the detent valve, causing drive oil to flow through the detent regulator v a l v e into the d e t e n t and modulator p a s s a g e s . Modulator and detent oil at line pressure acting on the 1-2 regulator and

1-2 detent valve overcomes governor oil on the 1-2 shift valve at any vehicle speed below approximately 40 MPH and the transmission will shift to first gear.

With the transmission in first speed - L and rear band are applied. The transmission is in first speed -

Range.

Range, the transmission c a n n o t upshift to second speed regardless of vehicle or engine speed. The forward clutch

Figure 5-250—Reverse

MAINLINE PRESSURE I 1

INTAKE PRESSURE IT I

CONVERTER PRESSURE

GOVERNOR PRESSURE

MODULATOR PRESSURE

DETENT PRESSURE

1-2 ACCUMULATOR PRESSURE C Z H m

-I

w

Z

6 o

n

—

O

z o o z

5 - 1 0 4 DESCRIPTION & OPERATION SUPER TURBINE "400" h. Reverse

When the selector lever is moved to t h e Reverse position, t h e manual valve is repositioned to allow line pressure to enter the reverse circuit. Reverse oil then flows to the: (See Figure 5-250).

1. Direct Clutch

2. 2-3 Shift Valve

3. Rear Servo Piston

4. Pressure Boost Valve

Basic Control

Reverse oil from the manual valve flows to the large area of the direct clutch piston and to the 2-3 shift valve. From the

2-3 shift valve, it enters the direct clutch passage and is directed to the small area of the direct clutch piston to a p p l y direct clutch.

Reverse oil flows to the rear servo and acts on the servo piston t o apply t h e rear b a n d .

Reverse oil also acts on the pressure boost valve to boost line pressure.

SUMMARY

The direct clutch and the rear band are applied. The transmission is in Reverse.

SWITCH STOP SCREW

IDLE STATOR SWITCH

THROTTLE RETURN SPRING

ATTACHING SCREWS

*SCREW " A " ft

o

THROTTLE ROD

CARBURETOR LEVER PIN

WASHER

RETAINER

STATOR AND DETENT SWITCH

ADJUST STATOR AND DETENT SWITCH AS

FOLLOWS WITH CARBURETOR IN WIDE OPEN

POSITION AND SWITCH PLUNGER BOTTOMED,

ADJUST LINK UNTIL IT WILL SLIP OVER

CARBURETOR LEVER PIN, THEN SCREW LINK

INTO PLUNGER 1 1/2 TURNS. INSTALL

WASHER AND RETAINER.

Figure 5-251—Detent Switch Adjustment

ADJUST IDLE STATOR SWITCH

AS FOLLOWS: ADJUST SWITCH

WITH THROTTLE AT CLOSED

POSITION mo RETURN SPRING

ATTACHED. WITH ATTACHING

SCREWS LOOSE, ROTATE SWITCH

(IN DIRECTION SHOWN) ABOUT

SCREW "A" UNTIL SWITCH STOP

SCREW BOTTOMS AGAINST CASE.

HOLD SWITCH IN THIS POSITION

AND TIGHTEN ATTACHING SCREWS.

§ « l i

V

a 09 o

TO s

5 - 1 0 6 REMOVAL & INSTALLATION SUPER TURBINE "400'

SECTION 5-C

AUTOMATIC TRANSMISSION REMOVAL & INSTALLATION

CONTENTS OF SECTION 5-C

Paragraph Subject Page

5-7 Automatic Transmission

Removal and Installation 5-106

5-7 TRANSMISSION

ASSEMBLY-REMOVAL

AND INSTALLATION

a. Removal

1. Raise car and provide support for front and rear of car.

9. Disconnect speedometer cable.

10. Loosen shift linkage adjusting swivel clamp nut. Remove cotter key, spring, and washer attaching equalizer to outer range selector lever. Remove equalizer.

11. Disconnect transmission filler pipe at engine. Remove filler pipe from transmission.

12. Support engine at oil pan.

3. Install flywheel to converter pump bolts. Torque to 30-40 ft. lbs.

4. I n s t a l l transmission cross member support. Install mounting pad to cross member.

5. Remove transmission jack and engine support.

2. Disconnect front exhaust pipe bolts at the exhaust manifold and at the connection of the intermediate exhaust pipe location

(single exhaust only). On dual exhaust the exhaust pipes need not be removed.

13. R e m o v e transmission flywheel cover pan to case tapping screws. Remove flywheel cover pan.

6. Install transmission flywheel cover pan with tapping screws.

7. Install transmission filler pipe using a new "O" ring.

3. Disconnect propeller shaft or rear companion f l a n g e , mark flange and shaft so parts may be reassembled in s a m e relative position. Support shaft up out of the way to prevent damage to center joint caused by weight of shaft.

4. Place s u i t a b l e jack under transmission and fasten transmission securely to jack.

5. Remove vacuum line to vacuum modulator hose f r o m vacuum modulator.

6. Loosen cooler line bolts and s e p a r a t e cooler l i n e s from transmission.

7. Remove transmission mounting pad to cross member bolts.

14. Mark flywheel and converter pump for reassembly in same position, and remove three converter pump to flywheel bolts.

15. Remove transmission case to engine block bolts.

8. Reconnect speedometer cable.

9. Install propeller shaft. Connect propeller shaft to pinion flange.

16. Move transmission rearward to provide clearance between converter pump and crankshaft. Ins t a l l Tool J-21366 to retain converter. Lower transmission and move to bench.

10. R e i n s t a l l f r o n t exhaust crossover pipe.

11. Install oil cooler lines to transmission.

12. Install vacuum line to vacuum modulator.

13. Fill transmission with oil as follows: b. Installation

1. A s s e m b l e transmission to suitable transmission jack and raise transmission into position.

Rotate converter to permit coupling of flywheel and converter with original relationship.

a. Add 4 pints of oil.

b. Start engine in neutral. DO

NOT RACE ENGINE. Move manual control lever through each range.

8. Remove transmission c r o s s 2. Install transmission case to member support to frame rail engine block bolts. Torque to bolts. Remove cross member. 30-40 ft. lbs. Do not overtighten.

c. Check oil level, adjust oil level to full mark on dipstick.

SUPER TURBINE " 4 0 0 " DISASSEMBLY & ASSEMBLY 5 - 1 0 7

SECTION 5-D

TRANSMISSION DISASSEMBLY A N D REASSEMBLY

CONTENTS OF SECTION 5-D

Paragraph Subject Page Paragraph

5-8 Disassembly of Major Units . . . . 5-107 5-22

5-9 Removal of Governor, Speedometer

Driven Gear, Pan, Strainer, and

Intake Pipe 5-108 5-23

5-10 Removal of Control Valve Assembly,

Governor Pipes and Detent

Spring Assembly 5-109 5-24

5-11 Removal of Rear Servo, Solenoid

Connector, Valve Body Spacer,

Gasket, Front Servo, Manual De- 5-25 tent and Park Linkage 5-109 5-26

5-12 Removal of Rear Oil Seal and 5-27

Extension Housing 5-112

5-13 Removal of Oil Pump 5-112 5-28

5-14 Disassembly of Gear Unit Assembly 5-115

5-15 Governor Assembly 5-116 5-29

5-16 Front Servo Disassembly, Inspection 5-30 and Reassembly 5-117

5-17 Rear Servo Disassembly, Inspection and Reassembly 5-118 5-31

5-18 Control Valve Assembly Disassembly, 5-32

Inspection and Reassembly. . . . 5-119

5-19 Oil Pump Disassembly, Inspection 5-33 and Reassembly of Oil Pump . . 5-120

5-20 Forward Clutch Disassembly, In- 5-34 spection and Reassembly . . . . 5-125

5-21 Direct Clutch and Intermediate 5-35

Sprag Disassembly, Inspection 5-36 and Reassembly 5-128

Subject Page

Center Support and Intermediate

Clutch Disassembly, Inspection and Reassembly 5-131

Inspection of Reaction Carrier, Rear

Sprag and Output Carrier

Assemblies 5-134

Pinion Replacement Procedure

Reaction and Output Carrier

Assemblies 5-134

Inspection of Output Shaft 5-134

Assembly of Rear Unit 5-137

Assembly of Units Into Transmission Case 5-139

Rear Extension Housing

Assembly 5-142

Install Manual Linkage 5-143

Installation of Check Balls, Front

Servo, Gaskets, Spacer and

Solenoid 5-143

Installation of Rear Servo Assembly 5-144

Installation of Control Valve

Assembly and Governor Pipes . . 5-145

Installation of Strainer and Intake

Pipe

1 4 5

Installation of Modulator Valve and Vacuum Modulator 5-145

Installation of Governor Assembly . 5-146

Installation of Speedometer Driven

Gear Assembly 5-146

5 - 8 DISASSEMBLY OF

MAJOR UNITS

4. Remove modulator assembly attaching screw and retainer. See

Figure 5-501.

5. Remove modulator assembly and "O" ring seal from case. See

Figure 5-502.

1. With transmission in cradle on portable jack, remove J-21366, remove the converter assembly, by pulling straight out.

NOTE: The convertor contains a large amount of oil.

2. Install holding Fixture J-8763 on the transmission so that the modulator assembly will be located on the side of the holding fixture that is nearest the bench.

3. Install fixture and transmission into h o l d i n g Tool Base,

J-3289-20, with bottom pan facing up. See Figure 5-500.

J-8763 v

Figure 5-500

J-3289-20

Figure 5-501

5 - 1 0 8 DISASSEMBLY & ASSEMBLY

SUPER TURBINE " 4 0 0 '

Figure 5-502

6. Remove modulator valve from transmission case.

Figure 5-504 Figure 5-507

5 - 9 REMOVAL OF

GOVERNOR SPEEDO-

METER DRIVEN, GEAR,

PAN, STRAINER AND

INTAKE PIPE

NOTE: The following operations can be performed with transmission in car.

1. Remove attaching screws, governor cover and gasket. See Figure 5-503.

Figure 5-508

2. Withdraw governor assembly from case.

Figure 5-505 5. Remove o i l pan attaching screws. See Figure 5-507.

3. Remove the s p e e d o m e t e r 4. Withdraw speedometer driven driven gear attaching screw and gear assembly from case. See 6. Remove oil pan and gasket. See retainer. See Figure 5-505. Figure 5-506.' Figure 5-508.

Figure 5-503 Figure 5-506 Figure 5-510

SUPER TURBINE " 4 0 0 '

DISASSEMBLY & ASSEMBLY 5 - 1 0 9

Figure 5-511 Figure 5-513 Figure 5-515

7. Remove the pump intake pipe and strainer assembly. See Figure 5-510.

8. Remove the intake pipe to case

"O" ring seal.

5 - 1 0 REMOVAL OF

NOTE: The following operations can be performed with transmission in car.

1. Remove the control valve body attaching screws and detent roller and spring assembly. See Figure

5-511.

CONTROL VALVE

ASSEMBLY,

GOVERNOR PIPES

AND DETENT

SPRING ASSEMBLY

NOTE: Do not remove solenoid attaching screws and leave clips attached to wire.

2. Remove the control valve body assembly and governor pipes. See

Figure 5-512.

NOTE: Do not a l l o w manual valve to fall out of control valve assembly.

3. Remove the governor pipes from control valve assembly. See

Figure 5-513.

4. Remove the control valve assembly to s p a c e r gasket. See

Figure 5-515.

5. Disconnect s tat or connector from case sleeve connector. See

Figure 5-514.

6. Disconnect detent electric wire

(short) from stator connector.

NOTE: Do not remove electric wire long from stator connector.

5 - 1 1 REMOVAL OF REAR

SERVO, SOLENOID,

CONNECTOR, VALVE

BODY SPACER,

GASKET, FRONT

SERVO, MANUAL

DETENT AND PARK

LINKAGE

1. Remove the rear servo cover attaching screws, the servo cover and gasket. (Discard gasket). See

Figure 5-516.

2. Remove the rear servo assembly from the case. See Figure

5-517.

3. Remove the servo accumulator spring. See Figure 5-518.

GOVERNOR PIPES

CONTIK31 VALVE ASSEMBLY

Figure 5-512 Figure 5-514 Figure 5-516

5 - 1 1 0 DISASSEMBLY & ASSEMBLY

SUPER TURBINE " 4 0 0 '

Figure 5-517

4. Disconnect solenoid lead from connector terminal. See Figure

5-519.

5. Check band apply Pin.

a. Attach the band apply pin selection Gauge J-21370, to the transmission case with attaching screws.

b. Apply 25 ft. lb. torque and select proper pin to be used during assembly of transmission.

See Figure 5-520.

There are three selective pins identified as follows:

Pin Identification Pin Size

3 Rings

2 Rings

1 Ring

Long

Medium

Short

The identification ring is located

Figure 5-519 Figure 5-522

Figure 5-520 on the band lug end of the pin.

Selecting the proper pin is the equivalent of adjusting the band.

6. Compress fingers on connector and withdraw connector and "O" ring seal. See Figure 5-521.

Figure 5-523

7. Remove the solenoid attaching screws, solenoid assembly and gasket. See Figure 5-222.

8. Remove the control valve assembly spacer plate and gasket.

See Figure 5-523.

ACCUMUUT^SpRIN m

•&•".;":...;J

Figure 5-518 Figure 5-521 Figure 5-524

SUPER TURBINE " 4 0 0 ' DISASSEMBLY & ASSEMBLY 5 - 1 1 1

Figure 5-525 Figure 5-527

9. Remove six (6) check balls from cored passages in transmission case. See Figure 5-524.

10. Remove front servo piston, washer, pin, retainer and spring from transmission. See Figure

5-525.

11. If it becomes necessary to remove the internal manual linkage proceed as follows:

PARKING BRAKE

ACTUATOR ASSEMBLY a. Unthread the jam nut holding detent lever to manual shaft. See

Figure 5-526.

Figure 5-528

CAUTION: Do not lose jam nut as it becomes free from the shaft. c. Remove the detent lever from the manual shaft.

b. Remove manual shaft retaining pin from case. See Figure d. Remove the manual shaft and

5-527. jam nut from case.

Figure 5 - 5 3 0

NOTE: If necessary to replace, pry the manual shaft seal out of case.

e. Remove parking actuator rod and detent lever assembly.

f. If necessary, remove the detent lever retaining "E" ring and detent lever. See Figure 5-528.

g. Remove attaching screws and parking b r a c k e t . See Figure

5-529.

h. Remove parking pawl return spring. See Figure 5-530.

i. Remove parking pawl shaft retainer. See Figure 5-531.

j . Remove parking pawl shaft,

"O" ring seal and parking pawl.

See Figure 5-532.

Figure 5-526 Figure 5-529 Figure 5-531

5 - 1 1 2 DISASSEMBLY & ASSEMBLY SUPER TURBINE "400'

Figure 5-532

5-12 REMOVAL OF REAR

OIL SEAL AND

EXTENSION

HOUSING

Figure 5-534 rod and index indicator to register with end of turbine shaft. See

Figure 5-536.

d. P u s h on t u r b i n e shaft rearward.

e. Push output shaft forward.

f. Set dial indicator to Zero.

g. Pull turbine shaft forward.

Read the resulting travel or end play which should be .OO3

-.O24".

The selective washer controlling this end play is the phenolic resin washer located between the pump cover and the forward clutch housing. If more or less washer thickness is required to bring end play within specifications, select the proper washer from the chart below.

Thickness

.060-.064

.071-.075

.082-.086

.093-.097

.104-.108

.115-.119

.126-.130

Color

Yellow

Blue

Red

Brown

Green

Black

Purple

1. If necessary to replace, pry the rear oil seal from the extension housing. See Figure

5-533.

2. Remove extension housing to case attaching bolts. See Figure

5-534.

3. Remove the extension housing and extension housing to case seal. See Figure 5-535.

4. Make front unit end play as follows: a. Remove one front pump attaching bolt and bolt seal.

Figure 5-533

Figure 5-535

NOTE: An o i l soaked washer may tend to discolor so that it will be necessary to measure the b. I n s t a l l a 5/16-18 threaded washer for its actual thickness.

slide hammer bolt or J-7004, into bolt hole in pump. (See illustration for location).

c. Mount dial indicator on the

5-13 REMOVAL OF

OIL PUMP

Figure 5-536

1. If necessary to replace, pry front seal from pump. See Figure 5-537.

2. Remove the pump attaching bolts. See Figure 5-538.

3. Install 5/16-18 threaded side

Hammers, J-7004, into bolt holes in the pump body and remove.

See Figure 5-539 pump assembly from case. (See illustration for location of threaded holes.)

NOTE: As pump is removed guide electrical wire and connector from transmission case.

SUPER TURBINE " 4 0 0 ' DISASSEMBLY & ASSEMBLY 5 - 1 1 3

Figure 5-537

Figure 5-538

4. Remove and discard pump to case seal ring. See Figure 5-540.

5. Remove forward clutch and turbine shaft assembly from transmission. See Figure 5-541.

Figure 5-540 Figure 5-543

Figure 5-541

6. Remove forward clutch hub to direct c l u t c h housing bronze thrust washer, if it did not come out with forward clutch housing assembly.

7. Remove the direct clutch assembly. See Figure 5-542.

8. R e m o v e the front band assembly.

9. Remove the sun gear shaft.

See Figure 5-543.

10. Check follows: r e a r end play as a. I n s t a l l J-7004 with 3/16 adapter into an extension housing attaching bolt hole.

b. Mount the d i a l indicator,

J-8001 on the rod and index with the end of the output shaft. See

Figure 5-544.

c. Move the output shaft in and out to read the end play. End play should be from .003"-.019".

The selective washer controlling this end play is the steel washer

Figure 5-539 Figure 5-542 Figure 5-544

5 - 1 1 4 DISASSEMBLY & ASSEMBLY SUPER TURBINE "400'

Figure 5-545

STEEL PLATES (3)

COMPOSITION PLATES (3) i

Figure 5-546 having 3 lugs that is located between the thrust washer and the rear face of the transmission case.

Figure 5-548

If a different washer thickness is required to bring the end play within specification, it can be selected from the following chart.

Thickness Notches

.078-.082

.086-.090

.094-.098

.102-.106

.110-.114

.118-.122

None

1 Tab Side

2 Tab Side

1 Tab O.D.

2 Tabs O.D.

3 Tabs O.D.

11. Remove the case center support to case bolt.

12. R e m o v e the intermediate clutch backing plate to case snap ring. See Figure 5-545.

13. R e m o v e the intermediate clutch backing plate, 3 composition, and 3 steel clutch plates.

See Figure 5-546.

Figure 5-551

14. Remove the center support to case retaining snap ring. See

Figure 5-547.

15. Remove the entire gear unit assembly by lifting with Gear Assembly Installing and Removing

Tool J-21795 with J-7004 Slide

Hammer. See Figure 5-548.

16. Remove the output shaft to case thrust washer from the rear of the output shaft or inside the case. See Figure 5-550.

17. Place the gear unit assembly with output shaft facing down in hole in work bench. See Figure

5-551.

18. Remove the rear unit selective washer from the transmission case. See Figure 5-552.

19. Remove the rear band assembly. See Figure 5-553.

Figure 5-547 Figure 5-550 Figure 5-552

SUPER TURBINE " 4 0 0 ' DISASSEMBLY & ASSEMBLY 5 - 1 1 5

Figure 5-553 Figure 5-\555

5 - 1 4 DISASSEMBLY OF

GEAR UNIT

ASSEMBLY

1. Remove the case center support assembly. See Figure 5-554.

2. Remove the center support to reaction carrier bronze thrust washer. See Figure 5-555.

3. Remove the center support to sun gear races and thrust bearing. See Figure 5-556.

NOTE: One of the races may have been removed with the center support.

4. Remove the reaction carrier and sprag assembly. See Figure

5-557.

5. Remove front internal gear ring from output carrier assembly. See Figure 5-558.

Figure 5-556

6. Remove sun gear. See Figure

5-560.

7. Remove reaction carrier to output carrier thrust washer. See

Figure 5-561.

Figure 5-558

Figure 5-560

8. Turn assembly over and place mainshaft in hole in work bench.

9. Remove output shaft to rear carrier snap ring. See Figure

5-562.

SPRAG ASSEMBLY i j l j h i

REAC^O^l^-—|

••-^.OUTPUT

jfflP CARRIER

Figure 5-554 Figure 5-557 Figure 5-561

5 - 1 1 6 DISASSEMBLY & ASSEMBLY SUPER TURBINE " 4 0 0 '

THRUST BEARING I.D. FLANGED RACE

Figure 5-562

10. Remove output shaft.

NOTE: If replacement of the drive speedo gear is necessary remove in the following manner.

a. Install Speedo Gear Removing

Tool, J-21427 and J-9578, on output shaft and remove drive speedo gear. See Figure 5-563.

b. Install new speedo drive and drive to approximately 5.6". See

Figure 5-564.

11. Remove output shaft to rear internal gear thrust bearing and two (2) races. See Figure 5-565.

12. Remove rear internal gear and mainshaft. See Figure 5-566.

NOTE: Do not drop bearings.

Figure 5-564

O.D. FLANGED

RACE

THRUST

BEARING

Figure 5-567

14. If necessary, remove the rear internal gear to mainshaft snap ring to remove mainshaft. See

Figure 5-568.

Figure 5-565

5 - 1 5 GOVERNOR

ASSEMBLY

All components of the governor assembly, with the exception of the driven gear, are a select fit and each assembly is calibrated.

The governor, including the driven gear, is serviced as a complete assembly. However, the driven gear can also be serviced separately.

13. Remove the r e a r internal gear to sun gear thrust bearing and two (2) races. See Figure

5-567.

It is necessary to disassemble the governor assembly in order to replace the driven gear. Disassembly may also be necessary

Figure 5-563 Figure 5-566

SNAP RING

Figure 5-568

SUPER TURBINE " 4 0 0 ' DISASSEMBLY & ASSEMBLY 5 - 1 1 7

Figure 5-569 due to foreign material causing i m p r o p e r operation. In such cases, proceed as follows: a. Disassembly

1. Cut off one end of each governor weight pin and remove pins, governor thrust cap, governor weights, and springs. Governor weights are interchangeable from side to side and need not be identified. See Figure 5-569.

2. Remove governor valve from governor sleeve. Be careful not to damage valve.

3. Perform the following inspections and replace governor driven gear, if necessary.

CAUTION: EXTREME CARE

MUST BE EXERCISED NOT

TO DAMAGE THESE

MACHINED SURFACES

Figure 5-570 b. Inspection

1. Wash all parts in cleaning solvent, air dry and blow out all passages.

2. Inspect governor sleeve for nicks, burrs, scoring or galling.

3. Check governor sleeve for free operation in bore of transmission case.

4. Inspect governor v a l v e for nicks, burrs, scoring or galling.

5. Check governor valve for free operation in bore of governor sleeve.

6. Inspect governor driven gear for nicks, burrs, or damage.

7. Check governor driven gear for looseness on governor sleeve.

8. I n s p e c t governor w e i g h t springs for distortion or damage.

9. Check governor w e i g h t s for free operation in their retainers.

10. Check valve opening at entry and exhaust (.020 inch minimum.)

4. Support governor on 3/16 inch plates, install in exhaust slots of sleeve, position new gear in sleeve and, with a suitable socket, press gear into sleeve until nearly seated. Carefully r e m o v e any chips that may have shaved off gear hub and press gear in until it bottoms on shoulder.

5. A new pin hole must be drilled through sleeve and gear. Locate hole position 90° from existing hole, center punch, and then while supporting governor in p r e s s , drill new hole through sleeve and gear using a standard (1/8 inch) drill.

6. Install retaining pin.

7. Wash g o v e r n o r assembly thoroughly to remove any chips that may have collected.

d. Assembly c. Governor Driven

Gear Replacement

1. Install governor valve in bore of governor sleeve.

2. Install governor weights and springs, and thrust cap on governor sleeve.

To facilitate governor repair in the field, a governor driven gear and replacement pins are available for service use. The service package contains a nylon driven gear, two governor weight retaining pins ana one governor gear retainer split pin. Replacement of gear must be performed with care in the following manner:

3. Align pin holes in thrust cap, governor weight assemblies and governor sleeve, and install new pins. Crimp both ends of pin to prevent them from falling out.

4. Check governor weight assemblies for free operation on pins.

1. Drive out governor gear retaining split pin using small punch. See Figure 5-570.

2. Support governor on 3/16 inch plates installed in exhaust slots of governor sleeve, place in arbor press, and with a long punch, press gear out of sleeve.

3. Carefully clean g o v e r n o r sleeve of chips that remain from original gear installation.

5-16 FRONT SERVO

INSPECTION

a. Inspection

1. Inspect servo pin for damaged snap ring groove. See Figure

5-571.

2. Inspect piston for damaged oil ring groove, check freedom of ring in groove.

5 - 1 1 8 DISASSEMBLY & ASSEMBLY

"E" RING

SUPER TURBINE " 4 0 0 '

Figure 5-571

3. Inspect piston for cracks or porosity.

4. Check fit of servo pin in piston.

5 - 1 7 REAR SERVO

DISASSEMBLY,

INSPECTION AND

REASSEMBLY a. Disassembly

1. Remove the rear accumulator piston from rear servo piston.

2. Remove "E" ring retaining rear servo piston to band apply pin. See Figure 5-572.

3. Remove rear servo piston and seal from band apply pin. See

Figure 5-573.

Figure 5-573

4. Remove washer, spring and retainer.

Figure 5-575 c. Reassembly b. Inspection

1. Inspect freedom of accumulator ring in piston.

2. Inspect fit of band apply pin in servo piston.

3. Inspect band apply pin for scores and cracks.

1. Install spring retainer, spring and washer on band apply pin.

See Figure 5-574.

2. Install band apply pin retainer, spring and washer, into bore of servo piston and secure with "E" ring. See Figure 5-575.

3. Install oil seal ring on servo piston, if removed.

ACCUMULATOR PISTON

WASHER

SERVO PISTON

"E" RING

SERVO SPRING

SERVO OIL SEAL

SPRING RETAINER

OIL SEAL RING

SERVO PIN

Figure 5-572 Figure 5-574

SUPER TURBINE " 4 0 0 ' DISASSEMBLY & ASSEMBLY 5 - 1 1 9

Figure 5-576

4. Install outer and inner oil rings on accumulator piston, if removed, and assemble into bore of servo piston.

5 - 1 8 CONTROL VALVE

ASSEMBLY,

DISASSEMBLY,

INSPECTION, AND

REASSEMBLY a. Disassembly

1. Position control valve assembly with cored face up and servo pocket nearest operator.

2. Remove manual valve from upper bore.

3. Install special tool J-21885, on accumulator piston valve and r e move retaining ring. See Figure

5-576.

4. Remove front accumulator piston and spring. See Figure 5-577.

5. On the right side, top bore, remove the retaining pin, 1-2 modulator bushing, 1-2 regulator valve, and 1-2 regulator spring.

See Figure 5-582.

6. Remove the 1-2 detent valve and 1-2 valve. See Figure 5-582.

7. From the next bore, remove the retaining pin and 2-3 valve spring, 2-3 modulator bushing valve, and 3-2 i n t e r m e d i a t e spring. See Figure 5-582.

8. Remove the 2-3 valve. See

Figure 5-582.

9. From the next bore remove the retaining pin, bore plug, 3-2 valve and spacer. See Figure

5-582.

10. At the other end of the assembly, top bore, remove the r e taining pin and bore plug. See

Figure 5-582.

11. Remove the detent valve, detent regulator valve, spring and spacer. See Figure 5-582.

12. In the next bore, check the operation of the 1-2 accumulator valve train by compressing the valve against the springs. See

Figure 5-582.

NOTE: T h e 1-2 accumulator valve is factory adjusted.

14. Remove the 1-2 accumulator secondary valve retainer pin from the machined face of the valve body with an easy-out type extractor and the 1-2 accumulator plug. See Figure 5-580.

15. R e m o v e 1-2 accumulator bushing, secondary spring, and secondary valve.

RETAINING PIN

Figure 5-580

13. If removal is necessary, the exact position of the adjusting screw is determined before r e moval by using 1" to 2" micrometer and measuring from the top to the adjusting screw (remove burrs from adjusting screw) to the machined surface of the valve body and remove the screw if necessary. See Figure 5-578.

16. From the same bore, remove t h e primary 1-2 accumulator valve and spring.

r-RETAINING "E" RING

\ ^OIL SEAL RING

ZCUMULATOR SPRING

^-ACCUMULATOR PISTON

Figure 5-577

1-2 ADJUSTING PIN

Figure 5-578 b. Inspection

1. Inspect all valves for scoring, cracks and free movement in their respective bores.

2. Inspect the bushing for cracks, scratches or distortion.

3. Inspect the body for cracks, or scored bores.

4. Check all springs for distortion or collasped coils.

5 - 1 2 0 DISASSEMBLY & ASSEMBLY SUPER TURBINE " 4 0 0 "

Figure 5-581 c. Reassembly

1. Install front a c c u m u l a t o r spring and piston into valve body.

2. Install special Tool J-21885, and compress spring and piston and secure with retaining "E" ring. See Figure 5-581.

NOTE: Align piston and ring when entering bore.

3. If the 1-2 accumulator valve train was removed, install the 1-2 primary spring in the 1-2 primary valve into bore using a retaining pin as a retractor to hold the spring and valve in its operating position until bushing and 1-2 accumulator valve and spring is installed. See Figure 5-582.

4. Install the 1-2 accumulator secondary valve (wide land first) into the 1-2 accumulator bushing.

See Figure 5-582.

5. Install the 1-2 accumulator valve bushing into the bore.

6. Install retaining pin to hold 1-2 accumulator secondary valve.

7. Install the 1-2 accumulator valve, secondary spring and 1-2 accumulator plug into the bushing.

See Figure 5-582.

1-2 valve, stem end out. See

Figure 5-582.

19. Install the 1-2 regulator valve, spring and detent valve, into the bushing, aligning spring in bore of detent valve, and install parts into the valve bore. See

Figure 5-582.

20. Compress the bushing against the spring and install the retaining pin. See Figure 5-582.

8. Install adjusting screw and relocate to the measured position on removal.

9. In the next bore up, install the detent spring and spacer. Compress spring and secure with small screwdriver. See Figure

5-581A.

21. Install the manual valve with detent pin groove to the right. See

Figure 5-582.

10. Install the detent regulator valve. Wide land first. See Figure 5-582.

5 - 1 9 OIL PUMP

DISASSEMBLY,

INSPECTION AND

REASSEMBLY OF

OIL PUMP

11. Install the detent valve, narrow land first. See Figure 5-582.

a. Disassembly

12. Remove the screwdriver as the bore plug (hole out) and retaining pin are installed. See Figure 5-582.

13. In the lower right hand bore, install the 3-2 valve. See Figure

5-582.

1. Remove stator solenoid attaching bolts and solenoid and pump to case gasket. See Figure 5-583.

2. Place pump assembly in hole in bench.

3. Compress the regulator boost valve bushing against the pressure regulator spring and remove the snap ring, using J-5403 pliers. See Figure 5-584.

14. Install the spacer, bore plug

(hole out) and retaining pin. See

Figure 5-582.

15. In the next bore up, install the 2-3 valve, stem end out, and

3-2 intermediate spring. See Figure 5-582.

GASKET

Figure 5-581A

16. Install the 2-3 modulator valve into the bushing and install both parts into the valve bore.

See Figure 5-582.

17. Install the 2-3 valve spring, and install the retaining pin. See

Figure 5-582.

18. In the next bore, install the

STATOR SOLENOID

Figure 5-583

PLUG-7

31

— DETENT VALVE

MANUAL CONTROL VALVE r

MANUAL l_UN I I

1.2

• 2 DENTENT

I SPACER SPRING

was! ~-™

1-2 VALVE r - 1-2 REGULATOR VALVE

SPRING

2 M 0 D U L A T 0 R

BUSHING

I \ | RETAINING

RETAINING RN

1-2 ACCUMULATOR VALVE

BUSHING

1-2 ACCUMULATOR

SECONDARY VALVE

SPRING

L-RETAINING PIN

p 2-3 MODULATOR

2-3 VALVE VALVE

BUSHING^

SPRING

RETAINING PIN

SPACER

g

-< to

-< i

Figure 5-582

c

5 - 1 2 2 DISASSEMBLY & ASSEMBLY

PRESSURE REGULATOR SPRING

REGULATOR BOOST

VALVE AND BUSHING

PUMP COVER

SUPER TURBINE " 4 0 0 '

RETAINING

Figure 5-584

Figure 5-585

4. Remove the regulator boost valve bushing and valve.

5. Remove the pressure regulator spring.

Figure 5-587

6. Remove the regulator valve, spring retainer and spacer(s), if present. See Figure 5-585.

Figure 5-590

7. Remove the pump cover to body attaching bolts. See Figure

5-586.

8. Remove pump c o v e r from body. See Figure 5-587.

9. Remove the retaining pin and bore plug from the pressure regulator bore. See Figure 5-588.

SPRING STATOR VALVE

10. Remove the stator valve r e taining pin. See Figure 5-590.

Figure 5-591

11. Remove s t a t o r valve and spring. See Figure 5-591.

13. Remove the pump to forwaru clutch housing selective washer

(fiber).

12. Remove the hook type oil rings from the pump cover. See NOTE: Do not remove the cooler

Figure 5-592.

by-pass seat, unless replacement

Figure 5-586

f "•'' BORE PLUG PUMP COVER

Figure 5-588 Figure 5-592

DISASSEMBLY & ASSEMBLY 5 - 1 2 3 SUPER TURBINE " 4 0 0 "

17004 yJ-21361

Figure 5-593 of the seat, valve or spring is necessary. ~~ ~~

14. If necessary, remove the bypass valve s e a t s using Tool

J-21361, attached to a slide hammer or J-7004. See Figure 5-593.

15. Remove the by-pass valve and spring.

16. Mark drive and driven gears for reassembly and remove drive gear. See Figure 5-594.

17. Remove driven gear from pump body. See Figure 5-595.

b. Inspection of Pump Body and Pump Cover

1. Inspect the gear pocket and crescent for scoring, galling or other damage. See Figure 5-596.

Figure 5-595

Figure 5-597

2. Place pump gears in pump and check the following clearance.

a. Pump body lace to gear face clearance. 'Clearance should be

.0008"-.0015". See Figure 5-597.

3. Check face of pump body for scores or nicks.

4. Check oil passages.

5. Check for damaged cover bolt attaching threads.

6. Check for overall flatness of pump body face.

b. Using Tool J-21465-17 screw bushing into pump body until it is flush with top of front pump hub.

8. Inspect the pump attaching bolt seals f o r damage, replace if necessary.

9. Inspect pump cover face for over all flatness. See Figure

5-598.

10. Check for scores or chips in pressure regulator bore.

7. Check bushing for scores or nicks. If damaged replace as follows: a. Support oil pump on wood blocks. Using Tool J-21465-17 and Drive Handle J-8092 press bushing out of oil pump body.

11. Check that all passages are open and not interconnected.

12. Check for scoring or damage at pump gear face.

13. Inspect stator shaft for damaged splines, or scored bushings.

Figure 5-594 Figure 5-596 Figure 5-598

SUPER TURBINE "400' 5 - 1 2 4 DISASSEMBLY & ASSEMBLY

PRESSURE

REGULATOR WASHER

SPACER

Figure 5-600

If replacement of bushing is necessary proceed as follows: a. Thread J-B647-1 into stator shaft bushing. Thread Slide Hammer J-2619 into remover. Clamp slide hammer handle into vise.

Grasp stator shaft and remove.

b. Using Installer J-21465-3 install bushing.

14. Inspect oil ring grooves for damage or wear.

15. Inspect cooler by-pass valves for free operation and sealing qualities.

16. Inspect s e l e c t i v e washer thrust face for wear or damage.

17. I n s p e c t pressure regulator and b o o s t valve for free operation.

Figure 5-602 Figure 5-604 c. Reassembly

1. Install the drive and driven pump gears into the pump body with alignment marks up. See

Figures 5-600 and 5-601.

NOTE: The d r i v e gear with drive tangs up.

2. Install the pressure regulator spring spacer(s) if used, retainer and spring into the pressure regulator bore. See Figure 5-602.

3. Install the pressure regulator valve from opposite end of bore, stem end first.

4. Install the boost valve into the bushing, stem end out, and install both parts into the pump cover by compressing the bushing against the spring.

5. Install the retaining snap ring.

6. Install the pressure regulator valve bore plug and retaining pin into opposite end of bore. See

Figure 5-603.

7. Install retaining pin. Install the previously selected front unit selective thrust washer (fiber) over the pump cover delivery sleeve.

8. Install two (2) hook type oil seal rings. See Figure 5-604.

9. If removed, install by-pass valve spring (large end first) valve and seat, using J-21360, drive the seat to the stop. See

Figure 5-605.

10. Assemble pump cover to pump body with attaching bolts and clip adjacent to stator valve. See Figure 5-606.

PUMP DRIVE GEAR

(TANGS U P ^ .

PUMP

BODY mm w

HByy ^VGEAR jnft in w

Figure 5-601

BORE PLUG PUMP COVER

Figure 5-603 Figure 5-605

SUPER TURBINE " 4 0 0 ' DISASSEMBLY & ASSEMBLY 5 - 1 2 5

FORWARD

CLUTCH HUB

FORWARD CLUTCH

HOUSING

Figure 5-606

NOTE: Leave the bolts one turn loose at this time.

11. Place Pump Aligning Strap,

J-21368, over pump body and

Figure 5-607

Figure 5-610 cover, and tighten tool. See Figure 5-607.

12. Tighten pump cover bolts.

13. Install 15-20 ft. lbs. torque and align pump to case gasket.

14. Attach stator solenoid with bolts. See Figure 5-608.

15. Attach stator wire to clip.

16. Install pump to case "O" ring seal.

5 - 2 0 FORWARD CLUTCH

DISASSEMBLY,

INSPECTION AND

REASSEMBLY a. Disassembly

1. Place forward clutch and turbine shaft in hole in bench and re-

Figure 5-612 move the forward clutch housing to direct clutch hub snap ring.

See Figure 5-610.

2. Remove the direct clutch hub.

See Figure 5-611.

3. Remove the forward clutch hub and thrust washers. See Figure

5-612.

4. Remove five (5) composition and five (5) steel clutch plates.

See Figure 5-613.

NOTE: The BU Model used on

LeSabre series cars has (4) composition and (4) steel.

5. If necessary remove turbine shaft. See Figure 5-614.

6. Using J-2590 clutch spring compressor, compress the spring retainer and remove the snap ring. See Figure 5-615.

GASKET

STATOR SOLENOID

Figure 5-608 Figure 5-611 Figure 5-613

FORWARD

CLUTCH

HOUSING

5 - 1 2 6 DISASSEMBLY & ASSEMBLY SUPER TURBINE "400'

Figure 5-614

Figure 5-615

7. Remove the tools, snap ring, spring r e t a i n e r and sixteen clutch release springs. See Figure 5-616.

Figure 5-619

Figure 5-617

8. Remove the clutch piston. See

Figure 5-617.

9. Remove the inner and outer clutch piston seals. See Figure

5-618 and 5-619.

10. Remove the center piston seal from the forward clutch housing.

See Figure 5-620.

4. Inspect the piston for cracks.

5. Inspect the clutch housing for wear, scoring, open oil passages and free operation of the ball check.

c. Reassembly b. Inspection

1. Inspect the drive and driven clutch plates for signs of burning, scoring, or wear. See Figure 5-621.

2. Inspect sixteen springs for c o l l a p s e d coils or signs of distortion.

3. Inspect the clutch hubs for worn splines, proper lubrication holes, thrust faces.

1. Place new inner, and outer oil seals on clutch piston, lips face away from spring pockets.

See Figure 5-622.

2. Place a new center seal on the clutch housing, lip faces up.

See Figure 5-623.

3. Place s e a l protector Tool

J-21362, over clutch hub and install outer clutch piston Seal Protector J-21409, into clutch drum and install piston. See Figure

5-624.

FORWARD CLUTCH HOUSING

Figure 5-616 Figure 5-618 Figure 5-620

SUPER TURBINE "400' DISASSEMBLY & ASSEMBLY 5 - 1 2 7

SNAP DIRECT CLUTCH THRUST

RING HUB WASHER

(5) COMPOSITION (4) FLAT STEEL (1) WAVE STEEL

PLATES PLATES PLATE

FORWARD CLUTCH ASSEMBLY

FORWARD CLUTCH THRUST

HUB WASHER

J-21409

FORWARD CLUTCH PISTON

Figure 5-624

PISTON RELEASE

SPRING (16)

Figure 5-621

4. Install clutch release springs install snap ring. See Figure

(blue) into pockets in piston. See 5-626. . Figure 5-625 igure - . 7. If removed install oil seal ring washers. Retain with petrolatum.

5. Place spring retainer and snap on turbine shaft and install in See Figure 5-630.

ring on springs. forward clutch drum. See Fig- _ . . , , . . , _ , _ , _ . . .

5 6 27 9. Place forward clutch hub into

6. Compress springs using clutch " ' forward clutch housing and clutch compressor tool or J-2590, and 8. Install the forward clutch hub plates. See Figure 5-631.

FORWARD CLUTCH HOUSING

SNAP RING

J-2590-5

Figure 5-622 Figure 5-623

J-2590-4

Figure 5-626

J-2590-3

5 - 1 2 8 DISASSEMBLY & ASSEMBLY SUPER TURBINE " 4 0 0 '

Figure 5-627 Figure 5-631 Figure 5-634 and retaining snap ring. See Figure 5-632.

12. Place forward clutch housing on pump delivery sleeve and air check clutch operation. See Figure 5-633.

5 - 2 1 DIRECT CLUTCH AND

INTERMEDIATE SPRAG

DISASSEMBLY,

INSPECTION, AND

REASSEMBLY

Figure 5-628

10. Oil and install five (5) composition and four (4) flat steel clutch plates and one (1) waved steel plate (plate with notches), starting with waved steel and al-

Figure 5-632 ternating steel and composition.

See Figure 5-628. Model BU has

4 composition and 4 steel (3 flat and 1 waved).

11. Install the direct clutch hub

a. Disassembly

1. Remove sprag retainer snap ring and retainer. See Figure

5-634.

2. Remove s p r a g outer race, bushings and sprag assembly. See

Figure 5-635.

FORWARD CLUTCH

ASSEMBLY

FORWARD CLUTCH

HOUSING

Figure 5-630 Figure 5-633 Figure 5-635

SUPER TURBINE "400' DISASSEMBLY & ASSEMBLY 5 - 1 2 9

Figure 5-636

3. Turn unit over and remove backing plate to clutch housing snap ring. See Figure 5-636.

4. Remove direct clutch backing plate, (five) 5 composition and

(five) 5 steel clutch plates. See

Figure 5-637. Model BU uses (4) composition and (4) steel plates.

5. Using clutch compressor tool and/or J-2590, compress spring retainer and remove snap ring.

See Figure 5-638.

6. Remove retainer and sixteen

(16) piston release springs. See

Figure 5-640.

7. Remove the direct clutch piston. See Figure 5-641.

8. Remove the outer seal from the piston. See Figure 5-642.

Figure 5-638 Figure 5-642

Figure 5-640

9. Remove the inner seal from the piston. See Figure 5-643.

10. Remove the center piston seal from the direct clutch housing.

See Figure 5-643A.

Figure 5-643 b. Inspection

1. Inspect sprag assembly for popped or loose sprags. See Figure 5-644.

Figure 5-637 Figure 5-641 Figure 5-643A

5 - 1 3 0 DISASSEMBLY & ASSEMBLY SUPER TURBINE " 4 0 0 '

SNAP

RING

INTERMEDIATE CLUTCH

OUTER RACE

INTERMEDIATE CLUTCH

SPRAG ASSEMBLY

DIRECT CLUTCH HOUSING

AND RACE ASSEMBLY

Figure 5-644 Figure 5-646

2. Inspect s p r a g bushings for wear or distortion.

3. Inspect the inner and outer races for scratches or wear.

4. Inspect the clutch housing for cracks, wear, proper opening of oil passages or wear on clutch plate drive lugs.

5. Inspect the drive and driven clutch plates for sign of wear or burning.

6. Inspect the backing plate for scratches or other damage.

7. Inspect the clutch piston for cracks and free operation of the ball check.

Figure 5-647 away from spring pockets. See

Figure 5-645.

c. Assembly

1. Install a new inner clutch pis- 2. I n s t a l l a new outer clutch ton seal on piston with lips facing piston seal. See Figure 5-646.

Figure 5-650

3. Install a new center seal on clutch housing with lip of seal facing up. See Figure 5-647.

4. Place S e a l Protectors, Tools

J-21362 - Inner, J-21409 - Outer, over hub and clutch housing and install clutch piston. See Figure 5-648.

5. Install sixteen (16) s p r i n g s into the piston. See Figure 5-650.

6. Place spring retainer and snap ring on springs.

7. Using clutch compressor tool or J-2590, install snap ring. See

Figure 5-651.

8. Install five (5) composition and five (5) steel clutch plates, starting with steel and alternating steel and composition. The steel plates must have the notches in

Figure 5-645

DIRECT CLUTCH

PISTON ASSEMBLY

Figure 5-648 Figure 5-o51

DISASSEMBLY & ASSEMBLY 5 - 1 3 1 SUPER TURBINE " 4 0 0 '

DIRECT CLUTCH

BACKING PLATE

COMPOSITION

PLATES (5)

STEEL

PLATES (5)

Figure 5-652 Figure 5-654 Figure 5-657 the drive lugs one above other. See Figure 5-652.

the

9. Install the clutch backing plate.

10. Install the backing plate retaining snap ring. See Figure

5-653.

11. Turn unit over and install one sprag bushing, cup side up, over inner race.

12. Install s p r a g assembly into outer race.

13. With ridge on inner cage facing down start sprag and outer race over inner race with clockwise turning motion. See Figure 5-654.

NOTE: Outer race should not turn counterclockwise.

16. Place direct clutch assembly over center support and air check operation of direct clutch. See

Figure 5-657.

NOTE: If air is applied through reverse passage it will escape from the direct clutch passage.

This is normal.

Figure 5-655

14. Install s p r a g retainer over sprag, cup side down. See Figure 5-655.

15. Install sprag retainer and snap ring. See Figure 5-656.

5 - 2 2 CENTER SUPPORT

AND INTERMEDIATE

CLUTCH DISAS-

SEMBLY, INSPECTION

AND REASSEMBLY a. Disassembly

1. Remove four (4) hook type oil seal rings from center support.

See Figure 5-658.

SNAP RING

SPRAG RETAINER

CENTER

SUPPORT

ASSEMBLY ^agST

/ <Mz

^ \ OIL SEAL i RINGS

Figure 5-658

Figure 5-653 Figure 5-656

SUPER TURBINE " 4 0 0 ' 5 - 1 3 2 DISASSEMBLY & ASSEMBLY

INTERMEDIATE

CLUTCH PISTON

SNAP RING

J-2590-3

CENTER SI

& RACE ASSEMBLY

Figure 5-660

SPRING RETAINER

Figure 5-661 r

2. Using Clutch C o m p r e s s o r

J-2590, compress the spring retainer and remove the snap ring.

See Figure 5-660.

Figure 5-663 Figure 5-665

3. Remove the spring retainer.

See Figure 5-661. Remove twelve

(12) clutch release springs. See

Figure 5-662.

4. Remove the i n t e r m e d i a t e clutch piston. See Figure 5-663.

5. Remove the inner piston seal.

See Figure 5-664.

NOTE: Do not remove the three

(3) bolts retaining the sprag inner race to the center support.

6. Remove the outer piston seal.

See Figure 5-665.

b. Inspection

1. Inspect the sprag inner race for scratches or indentations. Be sure the lubrication hole is open.

See Figure 5-666.

2. Inspect the bushing for scoring, wear or galling. If replacement is necessary proceed as follows: a. Using bushing.

Tool J-21465-6 remove b. From sprag side of support install bushing using toolJ-21465-6.

Install bushing flush to .010 below counterbore.

3. Check the oil ring grooves for damage.

4. Air check the oil passages to be sure they are open and not interconnected. See Figure 5-667.

5. Inspect for piston sealing surfaces for scratches.

6. Inspect the piston seal grooves for nicks or other damage.

CENTER SUPPORT

CLUTCH

RELEASE SPRING

Figure 5-662 Figure 5-664 Figure 5-666

SUPER TURBINE " 4 0 0 ' DISASSEMBLY & ASSEMBLY 5 - 1 3 3

J-2590-3

Figure 5-667

INTERMEDIATE

CLUTCH PISTON

Figure 5-668

7. Inspect the piston for cracks or porosity.

8. Inspect the release springs for distortion.

Figure 5-671 c. Assembly

1. Install new inner seal on the piston with lip of the seal facing away from the spring pocket. See

Figure 5-668.

2. Install new outer seal.

Figure 5-670.

See

3. Install inner seal protector,

Tool J-21363, on the center support hub, install the piston. See

Figure 5-671.

4. Install twelve (12) r e l e a s e springs into the piston. See Figure 5-672.

5. Place the spring retainer and snap ring over the springs.

6. Using the Clutch Spring Compressor, J-2590, compress the springs and install the snap ring.

See Figure 5-673.

Figure 5-673

Figure 5-674

7. Install four (4) hook type oil rings. See Figure 5-674.

8. Air check operation of intermediate clutch piston. See Figure 5-675.

INTERMEDIATE CLUTCH

RELEASE SPRING (12)

Figure 5-670 Figure 5-672 Figure 5-675

SUPER TURBINE "400' 5 - 1 3 4 DISASSEMBLY & ASSEMBLY

Figure 5-676

5 - 2 3 INSPECTION OF

REACTION CARRIER,

REAR SPRAG AND

OUTPUT CARRIER

ASSEMBLY

1. Inspect band surface on reaction carrier for signs of burning or scoring.

2. Inspect the sprag outer race for scoring or wear.

3. Inspect the thrust washer surfaces for signs of scoring or wear.

4. Inspect the bushing for damage. If b u s h i n g is damaged the r e a c t i o n carrier must be replaced.

5. Inspect the pinions for damage, rough bearings or excessive tilt.

6. Check pinion end play. Pinion end play should be .009" - .024".

See Figure 5-676.

7. Inspect the sprag for damaged members.

8. Inspect the sprag cage and retaining spring for damage.

3. Remove the p i n i o n s , thrust washers and r o l l e r n e e d l e bearings.

4. Inspect the pinion pocket thrust faces for burrs and remove if present.

9. Inspect the front internal gear for damaged teeth.

5. Install nineteen (19) n e e d l e bearings into each pinion, using petrolatum to hold the bearings in place. Use a pinion pin as a guide. See Figure 5-681.

10. Inspect the pinions for damage, rough bearings or excessive tilt.

11. Check pinion end play. Pinion end play should be .009" - .024".

See Figure 5-678.

6. Place a bronze and steel thrust washer on each side of pinion so s t e e l washer is a g a i n s t pinion, hold them in place with petrolatum.

12. Inspect the parking pawl lugs for cracks or damage.

13. Inspect the output locating splines for damage.

14. Inspect f r o n t internal gear ring for flaking or cracks.

5 - 2 4 PINION

REPLACEMENT

PROCEDURE

1. Support the carrier assembly on its front face.

2. Using a tapered punch, drive or press the pinions out of the carrier. See Figure 5-680.

7. Place the pinion assembly in position in the carrier and install a pilot shaft through the rear face of the assembly to hold the parts in place.

8. Drive a new pinion pin into place while rotating pinion from the front, being sure that the headed end is flush or below the face of the carrier. See Figure

5-682.

9. Place a large punch in a bench vise to be used as an anvil while staking the opposite end of the pinion pin in three places. See

Figure 5-683.

NOTE: Both ends of the pinion pins must lie below the face of the carrier or interference may occur.

1 r ^ > '.,•

Figure 5-678

Figure 5-680

5 - 2 5 INSPECTION OF

OUTPUT SHAFT a. Output Shaft

1. Inspect the bushing for wear or galling. If replacement is necessary proceed as follows: a. Thread Tool J-7451-1 i n t o b u s h i n g using slide hammer

J-2619.

b. Using bushing.

Tool J-21465-1 install

SUPER TURBINE " 4 0 0 ' DISASSEMBLY & ASSEMBLY 5 - 1 3 5

2. Inspect the splines for damage.

3. Inspect the gear for cracks.

HEADED END

PINION PIN

BRONZE WASHER

STEEL WASHER

PLANET PINION

NEEDLE BEARINGS

STEEL WASHER c. Inspection of Sun Gear

1. Inspect gear teeth for damage or wear.

2. Inspect splines for damage.

3. Inspect the gear for cracks.

Figure 5-682

BRONZE WASHER

Figure 5-683 d. Inspection of

Sun Gear Shaft

1. Inspect shaft for cracks or splits.

2. Inspect splines for damage.

3. Inspect bushings for scoring or galling.

4. Inspect the ground bushing journals for damage.

5. Be sure the oil lubrication hole is open.

Figure 5-681

2. Inspect the bearing and thrust washer surfaces for damage.

3. Inspect the governor drive gear for rough or damaged teeth.

4. Inspect the splines for damage.

5. Inspect the orificed cup plug in the lubrication passage.

6. Inspect damage.

the drive lugs for b. Inspection of Rear

Internal Gear

1. Inspect the g e a r damage or wear.

teeth for e. Inspection of

Turbine Shaft

1. Inspect for open lubrication passages at each end.

2. Inspect the splines for damage.

3. Inspect the ground bushing journals for damage.

4. Inspect the shaft for cracks or distortion.

f. Inspection of Main Shaft

1. Inspect the shaft for cracks or distortion.

2. Inspect the splines for damage.

3. Inspect the ground bushing journals for damage.

4. Inspect the snap ring groove for damage.

5. Inspect the orificed cup plug pressed into one end of the mainshaft. Be sure it is not plugged.

5 - 1 3 6 DISASSEMBLY & ASSEMBLY SUPER TURBINE " 4 0 0 '

FRONT BAND

REAR BAND

Figure 5-684 g. Inspection of Front and Rear Bands

1. Inspect the lining for cracks, flaking, burning or looseness. See

Figure 5-684.

2. Inspect the bands for cracks or distortion.

3. Inspect the end for damage at the anchor lugs or supply lugs.

PARKING BRAKE \

ACTUATOR ASSEMBLY

DETENT LEVER

Figure 5-685A b. Using Tool J-9640 i n s t a l l bushing.

2. Inspect the seal ring groove for damage.

3. Inspect the housing for cracks or porosity.

4. Be sure rear seal drain back port is not obstructed.

ring groove or broken spring retainer lugs. See Figure 5-685A.

2. Inspect the actuator spring for damage.

3. Inspect actuator for a free fit on the actuator rod.

4. Inspect the parking pawl for cracks or wear.

5. Inspect the manual shaft for damaged threads, rough oil seal journal or loose lever.

6. Inspect the inside detent lever for cracks or a loose pin.

7. Inspect the parking pawl shaft for damaged oil seal or retainer grooves.

8. Inspect the parking pawl return spring for deformed coils or ends.

9. Inspect the parking bracket for cracks or wear.

10. Inspect detent r o l l e r and spring assembly.

h. Inspection of Case

Extension

1. Inspect the bushing for excessive wear or damage. If replacement is necessary proceed as follows: a. Use J-8092 Driver Handle and

Tool J-9640 and remove.

MODULATOR VALVE

OIL RING

MODULATOR ASSEMBLY

Figure 5-685 i. Inspection of Modulator and Valve

1. Inspect the modulator assembly for any signs of bending or distortion. See Figure 5-685.

2. Inspect the "O" ring seal seat for damage.

3. Apply suction to the vacuum tube and check for diaphragm leaks.

4. Inspect the modulator valve for nicks or damage.

5. Check freeness of valve operation in case bore.

6. Check m o d u l a t o r bellows, modulator plunger is under pressure (16 lb.). If bellows is damaged the plunger will have very little pressure.

j . Inspection of Manual and Parking Linkage

1. Inspect the parking actuator rod for cracks, damaged snap k. Inspection of

Case Assembly

1. Inspect case assembly for cracks, porosity or interconnected passages.

2. Check for good retention of band anchor pins.

3. Inspect all threaded holes for thread damage.

4. Inspect the intermediate clutch driven plate lugs for damage or brinneling.

5. Inspect the snap ring grooves for damage.

6. Inspect the bore for the governor assembly for scratches or scoring.

7. Inspect the modulator valve bore for scoring or damage.

8. Inspect the cup plug inside the case for good staking and sealing.

SUPER TURBINE " 4 0 0 " DISASSEMBLY & ASSEMBLY 5 - 1 3 7

INTERNAL GEAR

I f

/

7

SNAP R I N G ^ ^

MAINSHAFT

Figure 5-686

I. Inspection of Torque

Converter

1. Check converter for leaks as follows: (See Figure 5-686.) a. I n s t a l l Tool J-21369, and tighten.

b. Fill converter with air; 80 psi.

c. Submerge in water and check for leaks.

2. Check converter hub surfaces for signs of scoring or wear.

m. Check Converter End

Clearance as Follows a. Install T o o l J-21371-2 and tighten brass nut. See Figure

5-687.

groove.

Figure 5-688 b. Install T o o l J-21371-3 and tighten hex nut. See Figure 5-688.

c. Install dial indicator set at 0 as shown in Figure 5-370.

5 - 2 6 ASSEMBLY OF

REAR UNIT

1. Install rear internal gear on end of mainshaft having snap ring

Figure 5-691

2. Install internal gear retaining snap ring. See Figure 5-691.

3. Install the sun gear to internal gear thrust races and bearings against the inner face of the rear internal gear as follows, and retain with petrolatum. See Figure

5-691A.

a. Place the large race against the internal gear with flange facing forward or up.

b. Place the thrust b e a r i n g against the race.

c. Place the small race against the bearing with the inner flange facing into the bearing or down.

4. Install the output carrier over the mainshaft so that the pinions mesh with the rear internal gear.

Figure 5-687 Figure 5-690

THRUST BEARING I.D. FLANGED RACE

Figure 5-691A

5 - 1 3 8 DISASSEMBLY & ASSEMBLY SUPER TURBINE "400'

Figure 5-692 Figure 5-694 downward. See Figure 5-695.

10. Install the reaction carrier to output carrier thrust washer with the tabs facing down in pockets.

See Figure 5-696.

11. Install the sun gear splines with chamfer down. See Figure

5-697.

Figure 5-697

5. Place the above portion of the

"build-up" through hole in bench so that the m a i n s h a f t hangs downward.

6. Install the rear internal gear to output shaft thrust races and bearings as follows; and retain w i t h petrolatum. See Figure

5-692.

a. Place the small diameter race against the internal gear with the center flange facing up.

b. Place the bearing on the race.

c. Place the second race on the bearing with the outer flange cupped over the bearing.

7. Install the output shaft into the output carrier a s s e m b l y . See

Figure 5-693.

Figure 5-695

8. Install the output shaft to output carrier snap ring. See Figure

5-694.

9. Turn assembly over and support so that the output shaft hangs

12. Install ring over output carrier. See Figure 5-698.

13. Install the sun gear shaft.

14. Install the reaction carrier.

See Figure 5-700.

15. Install the center support to sun gear thrust races and bearing as follows: a. Install the large race, center flange up over the sun gear shaft.

Figure 5-693 Figure 5-696 Figure 5-698

SUPER TURBINE " 4 0 0 ' DISASSEMBLY & ASSEMBLY 5 - 1 3 9

Figure 5-700 Figure 5-702 Figure 5-705 b. Install the t h r u s t bearing against the race.

c. Install the second race, center flange up. See Figure 5-701.

16. Install the bronze center support to reaction carrier thrust washer into the recess in the c e n t e r support. Retain with petrolatum. See Figure 5-702.

17. Using T o o l J-21367, as a pilot, install the rear sprag assembly on case center support inner r a c e with b r o n z e drag strips up. See Figure 5-703.

18. Install the case center support and sprag assembly a s follows: a. Place a rubber band on the sprag assembly O.D. to hold the and finish installation by pressing on c a s e support. See F i g u r e

5-705.

NOTE: With r e a c t i o n carrier held, case support should only turn counterclockwise.

19. Install output shaft to case thrust washer, tags in pockets.

INSTALL—REAR SPRAG

5 - 2 7 ASSEMBLY OF

UNITS INTO

TRANSMISSION

CASE

Figure 5-703 sprags

5-704.

1. Install the "O" ring seal on p l a c e . See Figure the park pawl shaft.

2. Install the parking pawl, tooth b. Start sprag assembly into out- toward the inside case and parker race, remove the rubber band ing pawl shaft. See Figure 5-706.

Figure 5-701 Figure 5-704 Figure 5-706

5 - 1 4 0 DISASSEMBLY & ASSEMBLY SUPER TURBINE " 4 0 0 '

Figure 5-707

Figure 5-708

3. Install the parking pawl shaft retainer clip. See Figure 5-707.

4. Install the parking pawl return spring, square end hooked on pawl. See Figure 5-708.

Figure 5-711 Figure 5-713

5. Install the p a r k i n g brake bracket, guides over parking pawl, using two attaching bolts torque to 15-20 ft. lbs. See Figure 5-710.

certain ring is properly seated in case.

6. Install the rear band assembly so that the two lugs index with the two anchor pins. See Figure

5-711. Check band to be sure band ends are seated on lugs.

10. Install center support screw

(tool) for locating. Torque to 2-4 ft. lbs. See Figure 5-715.

11. Install case to center support bolt. Torque 20-25 ft. lbs.

7. I n s t a l l the rear selective washer into slots provided inside rear of transmission case. See

Figure 5-712.

8. Install the complete gear unit assembly into the case. See Figure 5-713.

9. Oil and install center support to case retaining snap ring with bevel side up, and locating gap adjacent to band anchor pin. Make lla. R e m o v e center s u p p o r t screw.

12. Install t h r e e (3) steel and three (3) composition intermediate clutch plates. Start with steel, alternate the plates. See Figure

5-716.

13. Install the intermediate clutch backing plates ridge up.

Figure 5-710 Figure 5-712 Figure 5-714

SUPER TURBINE " 4 0 0 ' DISASSEMBLY & ASSEMBLY 5 - 1 4 1

Figure 5-715

Figure 5-716

14. Install the backing plate to case snap ring. Gap in snap ring should be opposite anchor pin.

See Figure 5-718.

15. Check rear end play as fol-

Figure 5-720 lows: See Figure 5-720.

a. Install J-7004 into an extension housing attaching bolt hole.

See Figure 5-720.

b. Mount the Dial I n d i c a t o r ,

J-8001, on the rod and index with the end of the output shaft.

c. Apply air pressure to apply the intermediate clutch (center oil passage) while moving the output shaft in and out to read the end play. End play should be from

.003"-.019". The selective washer controlling this end play is the steel washer having 3 lugs that is located between the thrust washer and the rear face of the transmission case.

If a different washer thickness is required to bring the end play within specification, it can be selected from the following chart.

Notches

Thickness

,078 -

,086 -

094 -

102 -

,110 -

118 -

.082

.090

.098

.106

.114

.122

None

1 Tab Side

2 Tabs Side

1 Tab O.D.

2 Tabs O.D.

3 Tabs O.D.

Figure 5-721 will be necessary to twist the housing to allow the sprag outer race to index with the clutch drive plates. The housing hub will bottom on the sun gear shaft. See

Figure 5-722.

NOTE: Removal of direct clutch, drive and driven plates, may be helpful.

18. Install the forward clutch hub to direct clutch housing bronze thrust washer on the forward c l u t c h hub. R e t a i n with petrolatum.

19. Install the forward clutch and torque shaft assembly, indexing the direct clutch hub so end of the mainshaft will bottom on end of the forward clutch hub. When forward clutch is seated it will be

Figure 5-718

16. Install front band with band anchor hole placed over the band anchor pin and apply lug facing servo hole. See Figure 5-721.

17. Install the direct clutch and intermediate sprag assembly. It Figure 5-722

5 - 1 4 2 DISASSEMBLY & ASSEMBLY SUPER TURBINE " 4 0 0 '

Read the resulting travel or end play which should be .003"-.024".

The selective washer controlling this end play is the phenolic resin washer located between the pump c o v e r and the forward clutch housing. If more or less washer thickness is required to bring end play within specifications, select the proper washer from the chart below.

Figure 5-723 approximately 1-1/4" from pump face in case. See Figure 5-723.

20. Install the front pump assembly guiding wire through case hole at pressure regulator. See Figure 5-724.

21. Position the pump to case gasket against the case face.

22. Install the front pump assembly and all but one attaching bolt and seal. Torque 20-25 ft. lbs.

NOTE: If the turbine shaft can not be rotated as the pump is being pulled into place, the forward or direct clutch housings have not been properly installed to index with all the clutch plates.

This condition must be corrected before the pump is pulled fully into place.

Figure 5-725

23. If necessary, install a new front seal, using Tool J-21359, to drive the seal in place. See Figure 5-725.

Thickness

060 -

071 -

082 -

093 -

104 -

115 -

126 -

.064

.075

.086

.097

.108

.119

.130

Color

24. Check front unit end play as follows: See Figure 5-726.

a. Remove one front pump attaching bolt, and bolt seal.

b. Install J-7004 Slide Hammer into bolt hole. (See illustration for location.) c. Mount the dial indicator on the rod and index indicator to register with end of turbine shaft.

d. Push turbine shaft rearward.

e. Push output shaft forward.

f. Set dial indicator to zero.

g. Pull turbine shaft forward.

NOTE: An oil soaked washer may tend to discolor so that it will be necessary to measure the washer for its actual thickness.

25. Install the remaining front pump attaching bolt and s e a l .

Torque bolts to 20-25 ft. lbs.

5 - 2 8 REAR EXTENSION

HOUSING

ASSEMBLIES

1. Install the extension housing to case "O" ring seal on the extension housing.

2. Attach the extension housing to the case using attaching bolts.

Torque bolts to 20-25 ft. lbs.

Figure 5-724 Figure 5-726 Figure 5-727

SUPER TURBINE " 4 0 0 '

DISASSEMBLY & ASSEMBLY 5 - 1 4 3

Figure 5-731

Figure 5-728

Figure 5-733

3. If necessary, i n s t a l l a new rear seal, using Seal Installer

Tool J-21464. See Figure 5-727.

5-29 INSTALL MANUAL

LINKAGE

1. If necessary, i n s t a l l a new manual shaft seal into the case.

2. If removed, insert the accumulator rod into manual detent lever from side opposite pin.

3. Install the actuator rod retaining " E " ring.

4. Install the actuator rod plunger under the parking bracket and over the parking pawl.

5. Install the manual lever and shaft assembly through the case and d e t e n t lever.

5-728.

See Figure

6. Install the retaining hex-lock nut on the manual shaft. See Figure 5-730.

NOTE: Start hex-nut on manual shaft, engaging manual valve with detent pin.

7. Install retaining pin indexing with groove in manual shaft. See

Figure 5-731.

5 - 3 0 INSTALLATION OF

CHECK BALLS,

FRONT SERVO,

GASKETS, SPACER

AND SOLENOID

1. Install the front servo spring and retainer into the transmission case.

2. Install flat washer on front servo pin on end opposite taper.

3. Install pin and washer into case so that tapered end is contacting band.

4. Install oil seal ring on front servo piston if removed, and install on apply pin so that identification numbers on shoulders are positioned toward bottom of pan.

See Figure 5-732.

5. Check freeness of piston by stroking piston bore.

6. Install six (6) check balls into the transmission case pockets.

See Figure 5-733.

7. Install the valve body spacer to case gasket. (Gasket with extension for solenoid).

8. Install valve body to case spacer plate.

9. Install the solenoid gasket. See

Figure 5-734.

10. Install the solenoid assembly with connector facing outer edge of case, using attaching bolts.

NOTE: Do not tighten bolts at this time.

Figure 5-730 Figure 5-732

11. Install the " O " seal ring on the solenoid connector.

5 - 1 4 4 DISASSEMBLY & ASSEMBLY SUPER TURBINE " 4 0 0 '

Figure 5-734

12. Install the connector with the lock tabs facing into the case.

See Figure 5-735.

13. Install detent connector terminal into stator connector, pushing inward so that t e r m i n a l connections are locked.

NOTE: Check by pulling on detent connector wire. If detent connector wire can be removed, turn wire connector over and reinstall into stator connector. If both wires were removed, reinstall as shown in Figure 5-736.

5 - 3 1 INSTALLATION OF

REAR SERVO

ASSEMBLY

NOTE: Before installing the rear servo assembly check band apply

Figure 5-736

Pin Size

Long

Med.

Short

Figure 5-737 pin using Tool J-21370 as follows: a. Attach the band apply pin Selection Gauge J-21370, to the transmission case with attaching screws. NOTE: Attach tool attaching screws finger tight and check freeness of pin. Torque attaching screw and recheck to make certain pin does not bind.

b. Apply 25 ft. lb. torque and select proper servo pin to be used from scale on tool. See Figure

5-737.

c. Remove the tool and make note of the proper pin to be used during assembly of the transmission.

•

Figure 5-738

3. Install the rear servo gasket and cover. See Figure 5-740.

4. I n s t a l l a t t a c h i n g screws.

Torque bolts to 15-20 ft. lbs. See

Figure 5-741.

There are three selective pins identified as follows:

REAR SERVO ASSEMBLY

Pin Identification

Two three rings

Two Rings

One Ring

The identification ring is located on the band lug end of the pin.

Selecting the proper pin is the equivalent of adjusting the band.

1. Install rear a c c u m u l a t o r spring into case.

2. Install rear servo assembly into case. See Figure 5-738.

Figure 5-735 Figure 5-740

SUPER TURBINE " 4 0 0 '

SERVO COVER

DISASSEMBLY & ASSEMBLY 5 - 1 4 5

Figure 5-741

5 - 3 2 INSTALLATION OF

CONTROL VALVE

ASSEMBLY AND

GOVERNOR PIPES

1. Install control valve to spacer gasket. See Figure 5-742.

2. Install governor pipes into assembly. See Figure 5-743.

3. Install two guide pins (control valve assembly attaching screws with heads removed). See Figure

5-744.

4. Install control valve assembly and g o v e r n o r p i p e s to the transmission.

NOTE: Be sure the manual valve is properly indexed with the pin on the manual detent lever.

Figure 5-743

Figure 5-745

5. Remove guide pins.

6. Install the control valve assembly attaching bolts, washer, electric wire clips and manual detent and roller assembly. Center roller on detent. See Figure 5-745.

NOTE: One bolt has c o p p e r washer. See Figure 5-508.

7. Attach stator solenoid electric wire to clips.

8. Tighten the solenoid and control valve attaching bolts. Torque bolts to 6-10 ft. lbs.

intake pipe assembly. See Figure

5-746.

2. Install the strainer and intake pipe assembly.

3. Install a new bottom pan gasket and the bottom pan.

5-34 INSTALLATION OF

MODULATOR VALVE

AND VACUUM

MODULATOR

5-33 INSTALLATION OF

STRAINER AND

INTAKE PIPE

1. Install the modulator valve into the case, stem end out. See Figure 5-747.

1. Install the case to intake pipe 2. Install the "O" ring seal on

"O" seal ring on strainer and the vacuum modulator.

Figure 5-742 Figure 5-744 Figure 5-746

5 - 1 4 6 DISASSEMBLY & ASSEMBLY

LAR VAt mm

O " RING SEAL

3. Install the vacuum modulator into the case.

4. Install the modulator retainer and attaching bolt. Torque bolt to

15-20 ft. lbs. See Figure 5-748.

Figure 5-747

5 - 3 5 INSTALLATION OF

GOVERNOR

ASSEMBLY

1. Install the governor assembly into the case. See Figure 5-750.

2. Attach the governor cover and gasket with four (4) attaching bolts. Torque bolts to 15-20 ft.

lbs. See Figure 5-751.

SUPER TURBINE " 4 0 0 "

Figure 5-751

^SPEEDOMETER DRIVEN j

• " ^ - • E A R ASSEMBLY

" O " RING SEAL

Figure 5-748

5 - 3 6 INSTALLATION OF

SPEEDOMETER

DRIVEN GEAR

ASSEMBLY

1. Install the speedometer driven gear assembly. See Figure 5-752.

2. Install the speedometer driven gear retainer and attaching bolt.

See Figure 5-753.

Figure 5-752

Figure 5-753 Figure 5-750

SUPER TURBINE "400' TROUBLE DIAGNOSIS 5 - 1 4 7

SECTION 5-E

TROUBLE DIAGNOSIS

CONTENTS OF SECTION 5-E

Paragraph Subject Page

5-37 Diagnosis Procedure 5-147

5-38 Diagnosis Sequence 5-147

5-39 Diagnosis Guide • • 5-147

5-40 Oil Leaks • • 5-148

5-41 Possible Points of External

Oil Leaks 5-148

Paragraph Subject Page

5-42 Super Turbine 400 Transmissions-

Oil Pressure Check 5-148

5-43 Transmission Oil Leaks 5-149

5-44 Possible Points of Transmission

Oil Leaks 5-149

5-45 Super Turbine 400 Diagnosis Guide

Transmission Problems and

Related Causes 5-149

5 - 3 7 SUPER TURBINE

4 0 0 AUTOMATIC

TRANSMISSION

TROUBLE DIAGNOSIS

PROCEDURE

Accurate diagnosis of transmission problems begins with a thorough understanding of normal transmission operation. In particular, knowing which units are involved in the various speeds or shifts so that the specific units or circuits involved in the problem can be isolated and investigated further. Analytical diagnosis will protect the technician from comebacks and certainly will improve owner satisfaction.

An important and often overlooked aspect of diagnosis is finding out specifically what the customer is complaining of. For this purpose a short ride with the customer will often prove beneficial. It may be found that the condition the customer wants corrected is s t a n d a r d and s h o u l d not be altered.

The following sequence, based on field experience, provides the desired information quickly and in most cases actually corrects the malfunction without requiring the removal of the transmission.

Details of the items listed in this sequence are covered further in the text.

5 - 3 8 SEQUENCE FOR

DIAGNOSIS I N THE

SUPER TURBINE 4 0 0

1. Check and correct oil level.

2. Check and correct detent and stator switches.

3. Check and correct vacuum line and fittings.

4. Check and correct manual linkage.

5. Road Test

Install line pressure gauge and road test, (correcting Items 1, 2,

3, and 4 on previous page may have eliminated the complaint.) a. Road test using all selective ranges, noting when discrepancies in operation or oil pressure occur.

b. Attempt to isolate the unit or c i r c u i t i n v o l v e d in t h e malfunction.

c. If engine performance indicates an engine tune-up is required, this should be performed before road testing is completed or transmission correction attempted. Poor engine performance can result in rough shifting or other malfunctions.

d. If the malfunction or complaint is determined during road test, check list of transmission problems and related causes as detailed in this diagnosis section.

After having used the above sequence to find the source of the problem, the cause of the problem can be corrected.

5 - 3 9 OIL LEVEL CHECK

Always check the oil level before road testing. Erratic shifting, pump noise, or other malfunctions can in some cases be traced to improper oil level.

1. Oil level should be checked with the selector lever in the

Park (P) position, engine running, and the vehicle on level pavement.

2. CAUTION: With unit at room temperature (engine running) oil must be visible on dipstick prior to operating the vehicle.

3. Bring the transmission oil to operating temperature of 170° F.

(This can be accomplished by driving approximately five miles with frequent starts and stops.)

If oil level is low, add automatic transmission fluid to "Full" mark.

5 - 1 4 8 TROUBLE DIAGNOSIS SUPER TURBINE " 4 0 0 '

4. If oil level was low, refer to

Oil Leaks.

CAUTION: U s e " A u t o m a t i c

Transmission Fluid (Type A) which has been approved and labeled AQ-ATF-A" or equivalent

5-40 MANUAL LINKAGE

Manual linkage adjustment and the associated neutral safety switch are important from a safety standpoint. The neutral safety switch should be adjusted so that the engine will start in the Park and Neutral positions only.

With the selector lever in the

Park position, the parking pawl should freely engage and prevent the vehicle from rolling. The pointer on the indicator quadrant should line up properly with the range indicators in all ranges.

Refer to Group 4A for linkage adjustments.

L Range:

Position the selector lever in L

Range. No upshift should occur in this range regardless of throttle opening.

2nd Gear Overrun Braking

Position the selector lever in the

Drive Range and with the car speed at approximately 35 MPH move the selector lever to Intermediate Range. The transmission should downshift to 2nd. An increase in engine RPM and an engine braking effect should be noticed. Line pressure should change from 70 psi* to approximately 150 psi* in 2nd.

1st Gear - Downhill or Overrun

Braking

With the selector lever in Intermediate at approximately 30 MPH at constant throttle, reposition the selector lever into Lo Range. An increase in engine RPM and a braking effect should be noticed.

Line pressure should be approximately 150 psi*.

5-42* SUPER TURBINE 4 0 0

TRANSMISSIONS-

OIL PRESSURE

CHECK

1. Oil Pressure Check - Road or

Normal operating conditions.

While road testing (with the transmission oil pressure gauge attached and the vacuum modulator tube connected) the transmission pressures should check approximately as follows:

Range Minimum

2nd Gear - Steady road load at approximately 150 (±5) psi

Approximately 25 MPH.

Maximum

150 ( ±5) psi

Gear Selector Lever Position

1st Drive

2nd ("Zero" throttle to full throttle

3rd Drive Range, Zero Throttle

30 MPH.

Reverse Rev. (Zero to full throttle)

Minimum

Maximum

150

5 - 4 1 SHIFT PATTERN

CHECK

Check all the shifts in the folowing manner:

Drive Range:

Position selector lever in Drive

Range, accelerating the vehicle from 0 MPH. A 1-2 and 2-3 shift should occur at all throttle openings. (The shift points will vary with the throttle opening.) As the vehicle decreases in speed to 0

MPH, the 3-2 and 2-1 shifts should occur.

Range:

Position the selector lever in L

Range and accelerate the vehicle from 0 MPH. A 1-2 shift should occur at all throttle openings.

(No 2-3 shift can be obtained in this range.) The 1-2 shift point will vary with throttle opening.

As the vehicle decreases in speed to 0 MPH, a 2-1 shift should occur.

2. Oil Pressure Check - With Car A.

Stationary at

Pressures indicated below are

0 output speed with the vacuum

Transmission Oil pressure gauge

m o d u l a t o r

tube disconnected and and engine tachometer should be —

^ engine at 1200 RPM.

connected and the oil pressures B.

Pressures indicaTielTbeloware should check as follows: at closed throttle with the vacuum

Approximate Drive

Altitude of Check Neutral

(Ft. above sea level) P a r k

0 150

2,000 150

4,000 145

6,000 138

8,000 132

10,000 126

12,000 121

14,000 116

Int.

150

Reverse

203

194

186

178

244

233

222

212

SUPER TURBINE " 4 0 0 " TROUBLE DIAGNOSIS 5 - 1 4 9 tube connected for normal modulator operation, and with the_ engine at 1200 RPM. NOTE:

Pressures are not significantly affected by altitude or barometric pressure when the vacuum tube is connected.

Drive,

Neutral,

Park or

Reverse

70 150 107

5-43 TRANSMISSION

OIL LEAKS

Before attempting to correct an oil leak, the actual source of the leak must be determined. In many cases the source of the leak can be deceiving due to "wind flow" around the e n g i n e and transmission.

The suspected area should be wiped clean of all oil before inspecting for the source of the leak. Red dye is used in the transmission oil at the assembly plant and will indicate if the oil leak is from the transmission.

The use of a "black Light" to identify the oil at the source of leak is also helpful. Comparing the oil from the leak to that on the engine or transmission dipstick (when viewed by black light) will determine the source of the leak.

Oil leaks around the engine and transmission are generally carried toward the rear of the car by the air stream. For example, a transmission "oil filler tube to case leak" will sometimes appear as a leak at the rear of the transmission. In d e t e r m i n i n g the source of an oil leak it is most helpful to keep the engine running.

5 - 4 4 POSSIBLE POINTS

1. Transmission Oil Pan Leak a. Attaching bolts not correctly torqued.

OF TRANSMISSION

OIL LEAKS b. Improperly installed or damaged pan gasket.

c. Oil pan gasket mounting face not flat.

2. Rear Extension Leak a. Attaching bolts not correctly torqued.

b. Rear Seal Assembly - damaged or improperly installed.

c. Square Seal - (Extension to

Case) damaged or improperly installed.

d. Porous casting.

5. Oil Comes Out Vent Pipe a. Transmission over-filled.

b. Water in oil.

c. Pump to c a s e g a s k e t mispositioned.

d. Foreign material between pump and case, or between pump cover and body.

e. Case - Porous, pump face improperly machined.

f. Pump - Shy of stock, porous.

3. Case Leak a. Filler pipe "O" ring seal damaged or missing; misposition of filler pipe bracket to engine -

"loading" one side of "O" ring.

b. Modulator assembly "O" ring seal - damaged or improperly installed.

c. Governor cover, gasket and bolts - damaged, loose; case face leak.

d. Speedo g e a r - "O" r i n g damaged.

e. Manual shaft seal - damaged, improperly installed.

f. Line p r e s s u r e tap plug stripped, shy sealer compound.

g. Vent pipe (refer to Item 5 below) h. Porous case.

4. Front End Leak a. Front Seal - damaged (Check converter neck for nicks, etc., also for pump bushing moved forward); garter spring missing.

b. Pump attaching bolts and seals

- damaged, missing, bolts loose.

c. Converter - leak in weld.

d. Pump "O" ring seal-damaged.

(Also check pump groove and case bore.) e. Porous casting (pump or case).

5 - 4 5 SUPER TURBINE 4 0 0

DIAGNOSIS GUIDE

TRANSMISSION

PROBLEMS AND

RELATED CAUSES

L No Drive In Drive Range -

(Install Pressure Gauge)

A. Low oil level

1. Correct level - check for external leaks or defective vacuum modulator (leaking diaphragm will evacuate oil from unit).

B. Manual linkage

1. Maladjusted; correct alignment in manual lever shift quadrant essential.

C. Low oil pressure - (Refer to oil p r e s s u r e t a b l e for specifications)

1. Strainer Assembly - "O" ring missing or damaged, neck weld leaking, strainer blocked.

2. Pump Assembly - Pressure

Regulator; pump drive gear tangs damaged by converter.

3. Case - porosity in intake bore.

D. Control valve assembly

1. Manual v a l v e disconnected from manual lever pin.

E. Forward clutch

1. Forward clutch does not applypiston cracked; seals missing, damaged; clutch plates burnt.

2. Pump feed circuit to forward clutch oil seal rings missing,

5 - 1 5 0 TROUBLE DIAGNOSIS SUPER TURBINE "400' broken, on pump cover; leak in feed circuits; pump to case gasket mispositioned or damaged. Piston ball check stuck or missing.

F. Low sprag assembly

1. Sprag assembled backwards, sprags inoperative (rolled over).

IL 1-2 Shift - Full Throttle Only

A. Detent switch

1. Sticking or defective (may stick in cold or wet weather).

B. Detent solenoid

1. Loose

2. Gasket leaking

3. Sticks open

C. Control valve assembly

1. Valve body gaskets - leaking, damaged, incorrectly installed.

2. Detent valve train.

3. 3-2 valve stuck.

D. Case assembly

1. Porosity

IE. First Speed Only, No. 1-2

Shift

A. Governor assembly

1. Governor valve sticking.

2. Driven gear loose, damaged or worn, (check for pin in case and length of pin showing); also check output shaft drive gear for nicks or rough finish, if driven gear shows damage.

B. Control valve assembly

1. 1-2 shift valve train stuck closed.

2. Governor f e e d c h a n n e l s blocked, leaking, pipes out of position.

3. Valve body gaskets - leaking, damaged, incorrectly installed.

C. Case

1. I n t e r m e d i a t e clutch plug leaking or blown out.

2. Porosity between channels.

3. Governor feed channel blocked.

D. Intermediate clutch

1. Case center support - oil rings missing, broken, defective.

2. Clutch piston seals - missing, improperly assembled, cut.

IV. First and Second Speeds Only,

No 2-3 Shift

A. Detent solenoid

1. Stuck open (Detent shifts only the 2-3 shift would occur at very high speeds being interpreted as no 2-3 shift.)

B. Detent Switch

C. Control valve assembly

1. 2-3 valve train stuck.

2. Valve body gaskets - leaking, damaged, incorrectly installed.

D. Direct clutch

1. Case center support - oil rings missing, broken, defective.

2. Clutch piston seals - missing, improperly assembled, cut, piston ball check stuck or missing.

V. Drive In Neutral

A. Manual linkage

1. Maladjusted

B. Forward clutch

1. Clutch does not release - (this condition will also cause "No

Reverse

;;

VI. No Drive in Reverse, or Slips in Reverse - (Install Pressure

Gauge)

A. Low oil level

B. Manual linkage

C. Oil pressure - (refer to oil pressure table for specifications)

1. Vacuum modulator assembly defective.

2. Vacuum m o d u l a t o r valve sticking.

3. Restricted strainer or leak at intake pipe, or intake "O" ring.

4. Pump assembly - regulator or boost valve sticking.

D. Control valve assembly

1. Valve body gaskets - leaking, damaged, incorrectly installed.

(Other malfunctions may also be indicated.)

2. Low R e v e r s e ball check missing from case (this will also cause no overrun braking in Lo

Range).

3. 2-3 Valve train stuck open (this will also cause 1-3 upshift in

Drive Range).

4. Reverse feed passage - missing (refer to Shop Manual for location); a l s o c h e c k c a s e passages.

E. Rear servo and accumulator

1. Servo piston seal ring, damaged or missing.

2. Short band apply pin (this may also cause no overrun braking or slips in overrun braking - Lo

Range). Refer to Shop Manual for pin selection procedure.

F. Reverse or low band

1. Burnt, loose lining, apply pin or anchor pins not engaged, band broken.

G. Direct clutch

1. Outer s e a l d a m a g e d or missing.

2. Clutch plates burnt - may be caused by stuck ball check in piston.

H. Forward clutch

1. Clutch does not release (will also cause Drive in Neutral).

VIL Slips in All Ranges, Slips on

Start~ (Install pressure gauge)

A. Oil level

B. Oil pressure (refer to oil pressure table for specifications).

1. Vacuum modulator defective.

2. V a c u u m m o d u l a t o r valve sticking.

SUPER TURBINE "400' TROUBLE DIAGNOSIS 5 - 1 5 1

3. Strainer assembly - plugged or leaks at neck; "O" ring missing or damaged.

4. Pump assembly - regulator or boost valve sticking, cross leak.

5. Pump to case gasket damaged or incorrectly installed.

C. Case - cross leaks, porosity.

D. Forward and direct clutches slipping (if burnt, look for cause).

E. Lo sprag - assembled wrong, sprags turned over.

V i a Slips 1-2 Shift - (Install pressure gauge)

A. Oil level incorrect (refer to

Service Manual).

B. Oil pressure (refer to table for specifications).

1. Vacuum modulator assembly defective.

2. Modulator valve sticking.

3. Pump pressure regulator valve stuck.

C. Front accumulator

1. Oil ring damaged or missing.

D. Control valve assembly

1. 1-2 accumulator valve train

(may be slip-bump).

2. Porosity in valve body or case.

E. Rear accumulator - oil ring missing or damaged, case bore damaged.

F. Pump to c a s e g a s k e t mispositioned.

G. Case

1. Intermediate clutch plug leaking excessively.

2. Porosity between channels.

H. Intermediate clutch

1. Lip seals missing or damaged; clutch plates burnt.

2. Case center support - leak in feed circuit (oil rings damaged or grooves defective, or excessive, leak between tower and bushing).

DC. Rough 1-2 Shift - (Install 1. Piston seals leaking.

pressure gauge)

A. Oil pressure - (refer to oil pressure table for specifications).

2. Case center support - oil seal rings damaged; excessive leak between tower and bushing.

1. Vacuum modulator - check for loose fittings, restrictions in line, modulator assembly defective.

XI. Rough 2-3 Shift - (Install pressure gauge)

2. Modulator valve stuck.

A. Oil pressure - high (refer to o i l p r e s s u r e t a b l e for specifications).

3. Pump - regulator or boost valve stuck.

4. Pump to case gasket - off location or damaged.

B. Control valve assembly

1. Modulator assembly defective.

2. Modulator valve sticking.

3. Pump - pressure regulator or boost valve inoperative.

1. 1-2 accumulator valve train.

2. Valve body to case bolts loose.

B. Front servo a c c u m u l a t o r assembly

1. Front a c c u m u l a t o r spring missing, broken.

2. Accumulator piston stuck.

3. Wrong gaskets or off location damaged.

C. Case

1. Intermediate clutch ball missing or not sealing.

2. Porosity between channels.

D. Rear servo a c c u m u l a t o r assembly

1. Oil rings damaged.

2. Piston stuck.

3. Broken or missing spring.

4. Bore damaged.

X. Slips 2-3 Shift - (Install pressure gauge)

A. Oil level

B. Oil pressure low - (refer to o i l p r e s s u r e t a b l e s f o r specifications).

1. Modulator assembly.

2. Modulator valve.

XII. No Engine Braking - Intermediate Range - 2nd Gear

A. Front servo a c c u m u l a t o r assembly

1. Servo or accumulator oil rings or bores leaking.

B. Front band

1. Front band broken, burnt,

(check for cause); not engaged on anchor pin and/or servo pin.

XIIL No Engine Braking - Lo

Range - 1st Gear

A. Control valve assembly

1. Lo-Reverse check ball missing from case.

B. Rear servo

1. Oil seal ring, bore or piston damaged; leaking apply pressure.

2. Rear band apply pin short, improperly assembled.

3. Pump pressure regulator valve or boost valve; pump to case gasket - off location.

C. Control valve assembly

1. Accumulator piston pin - leak at swedged end.

D. Case

1. Porosity.

E. Direct clutch

C. Rear band

1. Rear band - broken, burnt,

(check for cause), not engaged on anchor pins or servo pin.

NOTE: Items A, B, C, will also cause slips in Reverse or no

Reverse.

5 - 1 5 2 TROUBLE DIAGNOSIS SUPER TURBINE "400'

XIV. No Part Throttle Downshifts 1. Detent valve train

A. Oil pressure - (refer to table for oil pressure specifications).

2. 3-2 Valve train (detent upshifts possible).

1. Vacuum modulator assembly, modulator valve, pump regulator, valve train. (Other malfunctions may also be noticed.)

B. Control Valve assembly

3. 1-2 Shift valve train.

a. 1-2 Regulator valve stuck -

(this would cause a constant 1-2 shift point regardless of throttle opening).

1. 3-2 Valve stuck, spring missing or broken.

XV. No Detent Downshifts

A. Detent switch - refer to paragraph 5.

1. Adjustment, connections, etc.

B. Solenoid b. 1-2 Detent valve sticking open

(will probably cause early 2-3).

4. Spacer plate gaskets - mispositioned, spacer plate orifice holes missing or blocked.

E. Case - porosity; intermediate plug leaking, missing.

XVIL Won't Hold in Park

1. Inoperative, connections.

A. Manual linkage - maladjusted.

B. Internal linkage

C. Control Valve assembly

1. Detent valve train.

XVI. Low or High Shift Points -

(Install pressure gauge)

A. Oil pressure - (refer to table for oil pressure specifications).

1. Parking brake lever and actuator assembly - defective. (Check for chamfer on actuator rod sleeve.)

1. Vacuum modulator assembly vacuum line connections at engine and transmission, m o d u l a t o r valve, pump pressure regulator train valve.

2. P a r k i n g p a w l b r o k e n or inoperative.

XVIII. No Converter Stator Angle

Change

A. Stator switch inoperative or maladjusted.

B. Governor

1. Valve sticking.

B. Pump

1. Stator valve train stuck.

2. Feed h o l e s restricted o r l e a k i n g , pipes d a m a g e d or mispositioned.

2. Lead wires not connected at outside or inside terminal, or grounded out, may be pinched.

C. Detent solenoid - stuck open, loose, etc. (Will cause late shifts.)

D. Control valve assembly

3. Feed circuit to stator restricted or blocked (check feed hole in stator shaft).

4. Converter outer check valve broken or missing.

C. Turbine shaft

1. Oil seal ring defective, damaged, missing; shaft ring lands defective.

D. Case

1. Stator orifice plug missing or blocked.

E. Converter assembly-defective.

XIX. Transmission Noisy

A. Pump noise

1. Oil low or high; water in oil.

2. Cavitation due to p l u g g e d strainer, strainer " O " ring damaged, porosity in intake circuit.

3. Pump gears - driving gear a s s e m b l e d backwards, gears damaged or defective, crescent interference.

B. Gear Noise - first gear (Drive

Range)

1. Planetary gear set.

C. Clutch noise-during application

1. Forward clutch - (Neutral to

Drive, Park to Drive). Check clutch plates.

2. Intermediate clutch - (1-2 in

& Dr. Range). Check clutch plates.

3. Direct clutch - (2-3 shift in

& Dr. Range and in Neutral to Reverse, Park to Reverse).

Check clutch plates.

REAR AXLE 6 - J

GROUP 6

REAR AXLE AND PROPELLER SHAFT

SECTIONS IN GROUP 6

Section Subject Page

6-A Rear Axle, 45000 Series 6-1

6-B Rear Axle, 46, 48 & 49000 Series. . 6-19

6-C Propeller Shaft, 45, 46, 48

& 49000 Series 6-42

SECTION 6 - A

REAR AXLE, 4 5 0 0 0 SERIES

CONTENTS OF SECTION 6-A

Paragraph Subject Page Paragraph Subject Page

6-1 Rear Axle Specifications 6-1 6-6 Assembly of Rear

6-2 Description of Rear Axle 6-2 Axle Assembly 6-9

6-3 Rear Axle Trouble 6-7 Description of Positive

Diagnosis 6-2 Traction Differential 6-14

6-4 Removal and Installation of 6-8 Lubrication of Positive

Rear Axle Assembly 6-6 Traction Differential 6-16

6-5 Disassembly of Rear 6-9 Positive Traction Differential

Axle Assembly 6-6 Service Procedures 6-16

6-1 REAR AXLE SPECIFICATIONS

Use a reliable torque wrench to tighten the parts listed, to insure proper tightening without straining or distorting parts. These specifications are for clean and lightly lubricated threads only; dry or dirty threads produce increased friction which prevents accurate measurement of tightness.

Part Location

Nut Rear Universal Joint to Pinion Flange

Bolt Differential Pinion Shaft Locking Bolt

Bolt Rear Axle Housing Cover to Carrier

Bolt & Nut Upper End of Shock Absorber to Rear Suspension Cross Member

Nut Brake Assembly to Rear Axle Housing

Bolt Ring Gear to Differential Case

Bolt Bearing Cap to Carrier

Nut Rear Wheel to Axle Shaft

Bolt & Nut Lower Control Arm to Axle Bracket

Bolt & Nut Upper Control Arm to Frame & Rear Axle Housing

Bolt & Nut Lower Control Arm to Frame Bracket

Nut Lower End of Shock Absorber to Lower Control Arm Axle Bracket

Thread

Size

5/16-18

5/16

5/16-18

3/8 -16

3/8 -24

7/16-14

1/2 -13

1/2 -20

Torque ft. lbs.

15-18

20-28

25-35

12-24

45-60

50-60

40-60

55-75

20-30

65-90

30-60 b. General Specifications

Item All Series

Rear Axle Type Semi-Floating Hypoid

Drive and Torque Through 4 Arms

Rear Axle Oil Capacity 2 1/2 pints

Ring and Pinion Gear Set Type Hypoid

Pinion Depth Setting + .0015 from marking on pinion

6-2

REAR AXLE c. Limits for Fitting and Adjusting

Pinion Bearing Preload

New Bearings 20-30 inch lbs. torque with new seal

Reused Bearings 12-20 inch lbs. torque with new seal

Ring Gear Position 007-.009 Backlash d. Rear Axle Gear Ratios

Gear ratios are indicated by numbers stamped on the bottom of the right axle tube. See Figure 6-1.

The letters designate the axle ratio while the number designates the day of the year that the axle was assembled.

e. Speedometer Gears

Speedometer gears must correspond with axle ratios and tire sizes in o r d e r to have correct speedometer and odometer readings.

6-2 DESCRIPTION OF

REAR AXLE

The rear axle assembly is of the semi-floating type in which the car weight is carried on the axle shafts through ball bearings enclosed in the outer axle housing tubes. The rear axle is designed for use with an open drive line and coil springs. Drive from the axle housing is transmitted to body members through two lower and two upper control arms.

Large rubber bushings at either end of these control arms are designed to absorb vibration and noise. The upper control arms are angle mounted to also hold the body in sidewise alignment with the rear axle assembly. The final drive has a hypoid type ring gear and pinion with the centerline of the pinion below the centerline of the ring gear. See

Figure 6-2.

The drive pinion is mounted in two tapered roller bearings which are preloaded by a collapsible spacer during assembly. The pinion is positioned by shims located between a shoulder on the drive pinion and the rear bearing. The front bearing is held in place by a large nut.

The differential is supported in the carrier by two tapered roller side bearings. These are preloaded by inserting shims between the bearings and the pedestals.

The differential assembly is positioned for p r o p e r gear and pinion backlash by varying these shims. The ring gear is bolted to the case. The case houses two side g e a r s in mesh with two pinions mounted on a pinion axle which is anchored in the case by a bolt. The pinions and side gears are backed by thrust washers.

Ring Gear Preload

New Bearings 30-40 inch lbs. torque at ring gear with pinion

Reused Bearings 20-30 inch lbs. torque at ring gear with pinion sides to form a complete assembly. A removable, heavy steel cover is bolted on the rear of the carrier to permit service of the differential without removing the rear axle from the car. A seal in the front of the carrier bears against the pinion flange. See

Figure 6-2.

Brackets welded to the tubular axle housings and upper brackets integral with main carrier casting, form means of attaching the rear axle to the body. An oil feed passage to the pinion bearings and an oil return hole are provided in the carrier casting to allow lubricant to circulate.

The rear axle filler plug is located on the right side of the carrier casting just ahead of and below the axle housing.

The rear brake drum is mounted directly against the axle flange on hub bolts pressed through the back of the axle flange.

The axle shaft inner splines engage the differential side gears with a floating fit. The outer ends are supported in the axle housing by thrust type ball bearings which are factory packed for the life of the bearing and sealed on both sides. The axle shaft oil seals are located inboard of the bearings. The bearings are secured against shoulders on the shafts by press fit retainer rings. Retainer plates hold the bearings against shoulders in the housing.

Wheel side thrust is taken at the wheel bearings, so an axle shaft may be removed simply by removing the bolts holding the retainer to the brake backing plate and axle h o u s i n g flange. See

Figure 6-3.

The differential c a r r i e r is a malleable iron casting with tubular axle housings pressed into the

6-3 REAR AXLE TROUBLE

DIAGNOSIS a. Elimination of External

Noises

When a rear axle is suspected of being noisy it is advisable to make a thorough test to determine whether the noise originates in the tires, road surface, front wheel bearings, engine, transmission, or rear axle assembly.

Noise which originates in other places cannot be corrected by adjustment or replacement of parts in the rear axle assembly.

(1) Road Noise. Some road surfaces, such as brick or rough

REAR AXLE

6-3

AXLE

TYPE

STANDARD

DIFFERENTIAL

POSITIVE

TRACTION

DIFFERENTIAL

MFG.

AXLE

CODE

RATIO

3.55

3.08

(S.C.O.)

3.55

3.08

(S.C.O.)

45 SYNC.

45 2 & 3-SP. AUTO.

ALL

45 SYNC.

45 2 & 3-SP. AUTO.

ALL

SERIES

( FIELD IDENTIFICATION)

FOR FIELD IDENTIFICATION, ALL AXLE

ASSEMBLIES TO BE STAMPED ON BOTTOM

OF AXLE TUBE AS INDICATED FROM

CHART. SAMPLE MARKING FOR 3.08 RATIO.

DATE JULY 22 WOULD BE . . . STANDARD

AXLES A-203, POSITIVE TRACTION AXLES

© A-20 3.

SAMPLE MARKING FOR S.C.O. RATIO

DATE JULY 22 WOULD BE . . . STANDARD

AXLES 2.56-203, POSITIVE TRACTION

.50 DIA. APPROX.

TO BE ON BOTTOM OF AXLE TUBE WITH

FIELD IDENTIFICATION CODE

NOTE: " S . C . O . " INDICATES SPECIAL ORDER AXLE

Fig. 6-1—Rear Axle Markings surfaced concrete, cause noise which may be mistaken for tire or rear axle noise. Driving on a different type of road, such as smooth asphalt or dirt, will quickly show whether the road surface is the cause of noise. Road noise usually is the same on drive or coast.

(2) Tire Noise. Tire noise may easily be mistaken for rear axle noise even though the noisy tires may be l o c a t e d on the front wheels. Tires worn unevenly or having surfaces of non-skid divisions worn in saw-tooth fashion are usually noisy, and may produce vibrations which seem to

6 - 4 REAR AXLE

HUB BOLT

AXLE SHAFT

RETAINER

(OUTER)

/n)

L ^ _

PINION NUT

PINION FLANGE

CARRIER

PINION AXLE

WASHER

SLINGER

O-RING SEAL

SPACERS

OIL SEAL

FRONT PINION

BEARING

REAR PINION

BEARING

DRIVE

PINION

FILLER PLUG

OIL SEAL

RETAINER

(INNER)

L - BEARING

SUPPORT

BEARING

SIDE GEAR

PINION

WASHER

RING GEAR

PEDESTAL r A Q P

SIDE

CASE BEARING

SPRING PIN originate elsewhere in the vehicle. This is particularly true with low tire pressure. Some designs of non-skid treads may be more noisy than others, even when tires are new.

(3) Test for Tire Noise. Tire noise changes with different road surfaces, but rear axle noise does not. Temporarily inflating a l l tires to approximately 50 pounds pressure, for test purposes only, will materially alter noise caused by tires, but will not affect noise caused by rear axle. Rear axle noise usually ceases when coasting at speeds under 30 miles per hour; h o w e v e r , tire noise continues but with lower tone as car speed is reduced. Rear axle noise usually changes when comparing "pull" and "coast," but tire noise r e m a i n s about the same.

(4) Front Wheel Bearing Noise.

Loose or rough front wheel bear-

Fig. 6-2—Rear Axle Assembly ings will cause noise which may be confused with rear axle noises; however, front wheel b e a r i n g noise does not change when comparing "pull" and "coast." Light application of brake while holding car speed steady will often cause wheel bearing noise to diminish as this takes some weight off the bearing. Front wheel bearings

BEARING AXLE SHAFT

RETAINER

Fig. 6-3—Rear Axle Shaft Bearing and Seal may be easily checked for noise by jacking up the wheels and spinning them, also by shaking wheels to determine if b e a r i n g s are loose.

(5) Engine and T r a n s m i s s i o n

Noises. Sometimes a noise which seems to originate in the rear axle is actually caused by the engine ur transmission. To determine which unit is actually causing the noise, observe approximate car speeds and conditions under which the noise is most pronounced; then stop car in a quiet place to avoid interfering noises. With transmission in neutral, run engine slowly up and down through engine speeds corresponding to car speed at which the noise was most pronounced. If a similar noise is produced with car standing, it is caused by the engine or transmission, and not the rear axle.

REAR AXLE

6-5

b. Rear Axle Noises

If a careful test of car shows that noise is not caused by external items as described in subparagraph a, it is then resonable to assume that noise is caused by rear axle assembly. The rear axle should be tested on a smooth level road to avoid road noise. It is not advisable to test rear axle for noise by running with rear wheels jacked up.

Noises in rear axle assembly may be caused by a faulty propeller shaft, faulty rear wheel bearings, faulty differential or pinion shaft bearings, misalignment between two U-joints, or worn differential side gears and pinions; noises may also be caused by mismatched, improperly adjusted, or scored ring and pinion gear set.

(1) Rear Wheel Bearing Noise.

A rough rear wheel bearing produces a vibration or growl which continues with car coasting and transmission in neutral. A brinelled rear wheel bearing causes a knock or click approximately every two revolutions of rear wheel, since the bearing rollers do not travel at the same speed as the rear axle and wheel. With rear wheels jacked up, spin rear wheels by hand while listening at hubs for evidence of rough or brinelled wheel bearing.

(2) Differential Side Gear and

Pinion Noise. Differential side gears and pinions seldom cause noise since their movement is relatively slight on straight ahead driving. Noise produced by these gears will be most pronounced on turns.

(3) Pinion Bearing Noise. Rough or brinelled pinion bearings produce a continuous low pitch whirring or scraping noise starting at relatively low speed.

(4) Ring and Pinion Gear Noise.

Noise produced by the ring and pinion gear set generally shows up as drive noise, coast noise, or float noise.

(a) Drive noise is noise produced during vehicle acceleration.

(b) Coast noise is noise produced while allowing car to coast with throttle closed.

(c) Float noise is noise occurring while just maintaining constant car speed at light throttle on a level road.

(d) Drive, coast, and float noises will vary in tone with speed, and will be very rough and irregular if the differential or pinion shaft bearings are rough, worn, or loose.

c. Body Boom Noise or Vibration

Objectional "body boom" noise or vibration at 55-65 MPH can be caused by an unbalanced propeller shaft. Excessive looseness at the s p l i n e can contribute to this unbalance.

Other items that may also contribute to the noise problem are as follows:

1. Undercoating or mud on the shaft causing unbalance.

2. Shaft balance weights missing.

3. Shaft damage such as bending, dents or nicks.

4. Tire-type roughness. Switch tires from a known good car to determine tire fault.

d. Check for Propeller

Shaft Vibration

Objectionable vibrations at high speed (65 MPH or higher) may be caused by a propeller shaft that is out of balance. Out of balance may be due to a bent shaft.

To determine whether propeller shaft is causing vibration, drive car through speed range and note speed at which vibration is most pronounced. Shift transmission into lower gear range, and drive car at same engine speed as when vibration was most pronounced in direct drive. Note effect on vibration.

To determine engine speed, divide vehicle speed by the following transmission gear ratios as listed below:

1.55 (three speed synchromesh in second gear)

1.51 (four speed synchromesh in third gear)

1.76 (automatic transmission in low range).

EXAMPLE: If vibration is most pronounced in direct drive at 65

MPH, the same engine speed would be produced in second gear

(three speed synchromesh) at

65/1.55 = 42 MPH; in third gear

(four speed synchromesh) at

65/1.51 = 43 MPH; in low range

(automatic) at 65/1.76 = 37 MPH.

If the vibration is still present at the same engine speed whether in direct drive or in the lower gear, since the propeller shaft speed varies, this cannot be the fault. If the vibration decreases or is eliminated in the lower gear, then the propeller shaft is out of balance and should be rebalanced. See paragraph 6-17.

See paragraph 6-11 for a more complete trouble diagnosis.

e. Oil Leaks

It is difficult to determine the source of some oil leaks. When there is evidence of an oil leak, determine source as follows:

(1) Oil coming from the drain hole under the axle housing at the brake backing plate is caused by a leaking axle shaft seal or a leaking wheel b e a r i n g inner gasket.

(2) Oil coming from between the rear pinion flange slinger and the carrier is caused by a leaking pinion seal.

Even after the point of leakage has been determined, it is hard to tell whether the oil is leaking

6-6

REAR AXLE past the. lip of the seal or past the O.D. of the seal. Therefore it is a good idea to make sure the leak is stopped by using a nonhardening sealing compound around the O.D. of the new seal.

6-4 REMOVAL AND

INSTALLATION

OF REAR AXLE

ASSEMBLY

It is not necessary to remove the rear axle assembly for any normal repairs. However, if the housing is damaged, the rear axle assembly may be removed and installed using the following procedure:

3. Disconnect parking brake cables by removing adjusting nuts at equalizer. Slide center cable rearward and disconnect two rear cables at connectors to free from body.

4. Disconnect rear brake hose at floor pan. Cover brake hose and pipe openings to prevent entrance of dirt.

5. Disconnect shock absorbers at axle housing. Lower jack under axle housing until rear springs can be removed.

6. Disconnect upper control arms at frame brackets.

7. Disconnect lower control arms at axle housing and roll rear axle assembly out from under car.

a. Removal of Rear

Axle Assembly b. Installation of Rear Axle

Assembly

1. Raise rear of car high enough to permit working underneath.

Place a floor jack under center of axle housing so it just starts to raise rear axle a s s e m b l y .

Place car stands solidly under body members on both sides.

2. Disconnect rear universal joint from pinion flange by removing two U-bolts. Wire propeller shaft to exhaust pipe to support it out of the way.

AXLE HANGING

ON SHOCK ABSORBER

Fig. 6-4—Rear Axle Assembly in

Position for Repair

1. Rest car solidly on stands placed under body side members, with rear end of car high enough to permit w o r k i n g underneath.

Roll rear axle assembly under car.

2. Connect lower control arms to axle housing.

3. Connect upper control arms at frame brackets.

4. Place rear springs in position and jack axle housing upward until shock absorbers will reach.

5. Connect shock absorbers and tighten nuts to 30-60 ft. lbs. Connect lower control arms and tighten pivot bolts to 20-30 ft.

lbs. Connect upper control arm bolts and tighten to 65-90 ft. lbs.

6. Connect parking brake cables.

Adjust parking brake according to procedure in paragraph 9-9.

7. Connect r e a r universal joint to pinion flange. Tighten nuts evenly to 15-18 ft. lbs.

CAUTION: U-bolt nuts must be torqued as specified, as overtightening will distort bearings and cause early failure.

8. Connect rear brake hose at floor pan. Bleed both rear brakes and refill master cylinder. See paragraph 9-7.

9. Fill rear axle with specified gear lubricant (See par. 1-9). If axle housing or any rear suspension parts were replaced due to damage, rear universal joint angle must be checked and adjusted if necessary. See paragraph 6-16.

6-5 DISASSEMBLY OF

REAR AXLE

ASSEMBLY

Most rear axle service repairs can be made with the rear axle assembly in the car by raising the rear end of the car with the rear axle hanging on the shock absorbers. See Figure 6-4. Rear axle lubricant may be drained by backing-out all cover bolts and breaking cover loose at the bottom.

a. Remove Axle Shaft

Assemblies

Design allows for axle shaft end play up to .042" loose. This end play can be c h e c k e d with the wheel and brake drum removed by measuring the difference between the end of the housing and the axle shaft flange while moving the axle shaft in and out by hand.

End play over .042" is excessive.

Compensating for all of the end play by inserting a shim inboard of the bearing in the housing is not recommended since it ignores the end play of the bearing itself, and may result in improper seating of the gasket or backing plate against the housing. If the end play is excessive, the axle shaft and bearing assembly should be removed and the cause of the excessive end play determined and corrected.

1. Remove wheels. Both right and l e f t wheels have r i g h t hand threads.

2. Remove brake drums.

REAR AXLE

6-7

b. Remove and Install Axle

Shaft Bearing

Fig. 6-5—Removing Rear Axle Shaft

3. Remove nuts holding retainer plates to brake backing plates.

Pull retainers clear of bolts, and reinstall two lower nuts finger tight to hold brake backing plate in position.

4. Pull out axle shaft assemblies using Puller J-5748 and Adapter

J-2619-4 with a slide hammer.

See Figure 6-5.

CAUTION: While p u l l i n g axle shaft out through oil seal, support shaft carefully in center of seal to avoid cutting seal lip.

1. Nick bearing retainer in 3 or

4 places with a chisel deep enough to spread ring. Retainer will then slip off. See Figure 6-6.

2. Press axle shaft bearing off using Puller Plate J-8621 with

Remover J-6525. An arbor press may be used or a set-up may be made using Ram and Yoke Assembly J-6180 w i t h Adapter

J-6258 and Puller J-5748. See

Figure 6-7.

3. Press new axle shaft bearing against shoulder on axle shaft using Installer J-8853 with Holder

J-6407. See F i g u r e 6-8.

CAUTION: Retainer plate which retains bearing in housing must be on axle shaft before bearing is installed; retainer gasket can be installed after bearing.

4. Press new r e t a i n e r ring against bearing using Installer

J-8853.

c. Remove and Install Rear

Wheel Bolt

1. To remove and install a rear wheel bolt, axle shaft assembly must be out of car. Remove rear wheel bolt by pressing from axle flange.

Fig. 6-8—Installing Axle Shaft Bearing

2. Install new rear wheel bolt by pressing through axle flange.

Check new bolt for looseness; if bolt is loose, axle shaft must be replaced.

d. Remove and Install

Axle Shaft Seal

1. Insert axle s h a f t so that splined end is just through seal.

2. Using axle shaft as a lever, push down on shaft until seal is pried from housing. See Figure

6-9.

3. Apply sealer to O.D. of new seal.

4. Position seal over Installer

J-21129 and drive seal straight into axle h o u s i n g until fully seated. See Figure 6-10.

Fig. 6-6—Removing Axle Shaft

Bearing Retainer e. Remove Differential

Case Assembly

Fig. 6-7—Removing Axle Shaft Bearing

1. Before removing differential from housing, it is advisable to

6-8

REAR AXLE reinstalled at original lash to avoid changing gear tooth contact.

2. R e m o v e differential bearing cap bolts. B e a r i n g caps are marked "R TOP" and "L TOP" in production to make sure they will be reassembled correctly.

3. Remove two ring gear retaining bolts from differential case and install Ring Gear & Case

Remover J- 21322 with slide hammer as shown in Figure 6-11.

Remove case assembly and place right and left bearing outer races and shims in sets with marked bearing caps so that they can be r e i n s t a l l e d in their original positions.

Fig. 6-9—Removing Axle Shaft Seal check the existing ring gear to pinion backlash as described in paragraph 6-6(f). This will indicate gear or bearing wear or an error in backlash or preload setting which will help in determining cause of axle noise. Backlash should be recorded so that if same gears are reused, they may be f. Disassemble Differential

Case Assembly

1. If differential s i d e bearings are to be replaced, insert Remover Adapter J-2241-8 in center hole and pull bearing using Puller

J-2241 or H y d r a u l i c Puller

J-9005. See Figure 6-12.

2. Remove bolt that retains differential pinion axle. See Figure

6-13. Remove differential pinions, side gears and thrust washers from case.

3. If ring gear is to be replaced and it is tight on case after removing bolts, tap it off using a soft hammer; do not pry between ring gear and case.

Fig. 6-12—Removing Differential

Side Bearings

If there is no preload reading, check for looseness of pinion assembly by shaking. Looseness indicates need for bearing replacement. If assembly is run long with very loose bearings, ring and pinion will also require replacement.

g. Remove Pinion Assembly

1. Check pinion bearing preload as described in paragraph 6- 6(c).

N I O N AXLE

ETAINING BOLT

Fig. 6-11—Removing Differential

Fig. 6-10—Installing Axle Shaft Seal Assembly

Fig. 6-13—Removing Pinion Axle

Retaining Bolt

REAR AXLE 6-9

Fig. 6-14—Removing Pinion Nut

2. Install H o l d e r J-8614-01 on pinion flange by using two 5/16-18 x 2 b o l t s with flat washers.

Remove pinion nut and washer.

See Figure 6-14.

3. Pull pinion flange from pinion using Puller J-8614-02 in Holder

J-8614-01. To install puller, back out puller screw, insert puller through holder, and rotate 1/8 turn. See Figure 6-15.

4. Remove pinion assembly. If necessary, tap pinion out with soft hammer, while being careful to guide pinion with hand to avoid damage to bearing outer races.

h. Disassemble Pinion

Assembly

1. If rear pinion bearing is to be r e p l a c e d , remove rear pinion bearing from pinion shaft using

Remover J-21493 with Holder

J-6407. See Figure 6-16.

HOLDER _

J-8614-01

PULLER r j 8614

Fig. 6-15—Removing Pinion Flange

Fig. 6-16—Removing Rear Pinion

Bearing

2. Pry pinion oil seal from carrier and remove front pinion bearing. If this bearing is to be replaced, drive outer race from carrier using a drift.

3. If rear pinion bearing is to be replaced, drive outer race from carrier using a drift in slots provided for this purpose.

Fig. 6-17—Installing Rear Pinion

Bearing Outer Race and proper tooth contact under load is obtained. At this point, the setting of the pinion with reference to the centerline of the ring gear is indicated by the machine.

This setting may vary slightly from the design or "nominal" setting due to allowable variation in machining the parts. However, most production pinions and all pinions used for service replacement are zero or nominal pinions.

If during repair, a pinion is found having a plus or minus reading recorded in thousandths on the rear face of the pinion, this indicates that the pinion during testing was found to have best tooth contact at a position varying from design or nominal depth.

In order to compensate for all of the allowable machining variables, a procedure of gauging the

6-6 ASSEMBLY OF REAR

AXLE ASSEMBLY a. Install Pinion Bearing

Outer Races in Carrier

1. If rear pinion bearing is to be replaced, install new outer race using Installer J-6197 with Driver

Handle J-8092. See Figure 6-17.

2. If front pinion bearing is to be replaced, install new outer race using Installer J-7817 with Driver

Handle J-8092. See Figure 6-18.

b. Set Pinion Depth

Ring and pinion gear sets are matched in a special test machine which permits adjustment of pinion depth in ring gear until a point is reached where best operation

Fig. 6-18—Installing Front Pinion

Bearing Outer Race

REAR AXLE 6-10

INDICATOR

GAUGE

J-8619-10

DISKS

J-8619-10

DISKS

Cs> BALL-

1 TIPPED

U CONTACT

Q BUTTON

ww i

-MASTER GAUGE-

J-8619-13 STUD

V J - 8 6 1 9 - 1 1

J-8619-12 \ |

GAUGE PLATE PILOT A N D - ^

NUT

Fig. 6-19—Pinion Setting Gauge carrier and shimming the pinion has been developed. After gauging a carrier, the assembler is able to install a shim between the front face of the pinion and its bearing so that pinion depth can be adjusted to an exact required specification for best tooth contact in each axle assembly.

2. Install the J-8619-10 Disks on the indicator gauge. Install the small ball-tipped contact button on the stem of the dial indicator and mount the dial indicator on the indicator gauge. See Figure

6-19. NOTE: When gauging for pinion depth, the ball-tipped contact button must be used on dial indicator in order to reach Gauge

Plate J-8619-11 in carrier.

Pinion depth is set with Pinion

Setting Gauge J-8619 which consists of the following: (1) master gauge, (1) indicator gauge with d i a l i n d i c a t o r , (2) J-8619-10

Disks, (1) J-8619-11 Gauge Plate,

J-8619-12 P i l o t and Nut with

J-8619-13 Stud. See Figure 6-19.

Although production pinions are marked, neither production nor service pinions have a gauging tooth. The pinion setting gauge provides in affect a nominal or zero p i n i o n as a g a u g i n g reference.

3. Place the indicator gauge on the master gauge, as shown in

Set up pinion setting gauge as follows:

1. Make certain all of the gauge parts are clean, particularly the disks and center of the indicator gauge; also check the centering hole and disk pads on the master gauge.

Fig. 6-21—Securing Gauge Plate in Carrier

Fig. 6-20—Zeroing Pinion Setting

Gauge

Figure 6-20 so that the spring loaded center is engaged in the centering hole, and the inner, large diameter portion of each disk contacts the master gauge pads.

4. Center the indicator c o n t a c t button on the indicator pad and lock the indicator by tightening the thumb screw.

5. Hold yoke down firmly, with both disks contacting the horizontal and vertical pads on master gauge, and set master gauge at zero.

6. Lubricate front and rear pinion bearings; then position them in their respective races in the carrier. While holding bearings in place, install Gauge P l a t e

J-8619-11 in carrier on rear pinion bearing inner race as shown in Figure 6-21 and place Pilot

REAR AXLE 6-11

J-8619-12 on surface of front pinion bearing. Insert Stud J-8619-13 through pilot, front and rear bearings, and thread it into gauge plate. See Figure 6-21.

7. Install nut on Stud J-8619-13.

Hold stud stationary with wrench positioned over flats on ends of stud and tighten nut until a reading of 15-20 inch pounds is obtained when rotating gauge plate assembly with an inch pound torque wrench.

8. Make certain differential bearing support bores are free of burrs. Install indicator gauge in carrier so that small diameter outer portion of disks rest in differential bearing pedestal support bores. Spring-loaded center of gauge must be located in centering hole of gauge plate, and ball-tipped contact button of dial indicator must be positioned to bear against outer edge of gauge plate top surface. See Figure

6-22.

9. Press gauge yoke down firmly toward gauging plate; record the number of thousandths the dial moves from zero. Remove indicator gauge and recheck "zero setting'' on master gauge to make sure this setting was not disturbed by handling.

10. If zero setting is still correct, remove gauging set up and both bearings from the carrier.

Then subtract reading recorded

INDICATOR

AUGE J-8619

Fig. 6-22—Checking Pinion Depth

BEARING

INSTALLER

J-21022

Fig. 6-23—Installing Rear Pinion

Bearing in previous step from 100. F6r example, a typical reading of 70 should be subtracted from 100; this answer (30) indicates the thickness of the .shims to be selected as further qualified in Step

12 following.

NOTE: An average dial indicator reading will range from 65 to 75 thousandths with a corresponding shim thickness range of 35-25 thousandths.

11. Examine the ring gear for nicks, burrs, or scoring. Any of these conditions will require replacement of the gear set.

12. Select the correct pinion shim to be used during pinion reassembly on the following basis:

(a) If the production (marked) pinion is being reused and the pinion is marked ' V (plus), subtract the amount specified on the pinion from the shim thickness as determined in Step 9.

(b) If the production (marked) pinion is being reused and the pinion is marked "-" (minus) add the amount specified on the pinion to the shim thickness as determined in Step 9.

(c) If a service pinion is being used (no marking), shim pinion using shim thickness directly as determined in Step 9.

NOTE: F r e q u e n t l y production pinions are nominal or zero pin-

Fig. 6-24—Installing Collapsible Spacer ions (no marking). When reusing a nominal production pinion, shim as with service pinion using shim thickness directly as determined in Step 9.

13. Position correct shim on pinion shaft and install rear pinion bearing. Use Installer J-21022 as shown in Figure 6-23.

c. Install Pinion Assembly and Adjust Pinion Preload

1. Position pinion assembly in carrier and install collapsible spacer as shown in Figure 6-24.

2. Place front pinion bearing in position on pinion. Hold pinion fully forward and drive bearing over pinion until seated. Use Installer J-21128. See Figure 6-25.

3. Install pinion oil seal in carrier. Coat O.D. of seal with sealing compound. Install seal by

Fig. 6-25—Installing Front Pinion

Bearing

6-12 REAR AXLE

Fig. 6-26—Installing Pinion Oil Seal

6. Check preload by using an inch pound torque wrench as shown in

Figure 6-28.

CAUTION: After preload has been checked, final tightening should be done very cautiously. For example, if when checking, preload was found to be 5 inch pounds, additional tightening of the pinion nut as little as 1/8 turn can add

5 additional inch pounds drag.

Therefore, the pinion nut should be further tightened only a little at a time and preload should be checked after each slight amount of tightening. Exceeding preload specifications will compress the collapsible spacer too far and require its replacement.

using I n s t a l l e r J-21128. See

Figure 6-26.

4. Coat lips of pinion oil seal; seal surface of pinion flange with gear lube. Install pinion flange on pinion by tapping with a soft hammer until a few pinion threads project through flange.

7. While observing the preceeding caution, carefully set preload drag at 20 to 30 inch pounds on new bearings or 15 to 20 inch pounds on used bearings.

5. Install pinion washer and nut.

Hold c o m p a n i o n flange with

Holder J-8614-01. While intermittently rotating pinion to seat bearings, tighten pinion nut until end play begins to be taken up.

See Figure 6-27.

8. Rotate pinion several times to assure that bearings have been seated. Check preload again. If drag has been reduced by rotating p i n i o n , re-set preload to specification.

CAUTION: When no further end d. Assemble Differential

Case Assembly play is detectable and when Before assembling the differ-

Holder J-8614 will no longer pivot ential, examine the wearing surfreely as pinion is rotated, prefaces of all parts for scoring or load specifications are b e i n g unusual wear. Also make certain neared. Further tightening should that all parts are a b s o l u t e l y be done only after preload has clean. Lubricate parts with rear been checked.

axle l u b r i c a n t just b e f o r e assembly.

Fig. 6-27—Installing Pinion Nut

1. Place side gear thrust washers over side gear hubs and install side gears in case. If same parts are reused, replace in original sides.

2. Position one pinion (without washer) between side gears and rotate gears until pinion is directly o p p o s i t e f r o m loading opening in case. Place other pinion between side gears so that pinion axle holes are in line, then rotate gears to make sure holes in pinions will line up with holes in case.

INCH POUNDS

TORQUE WRENCH

Fig. 6-28—Checking Pinion Bearing

Preload

3. If holes line up, rotate pinions back toward loading opening just enough to permit sliding in pinion thrust washers.

4. Install pinion axle. Install pinion axle retaining bolt. Torque to 20-28 ft. lbs.

5. After making certain that mating surfaces of case and ring gear are clean and free of burrs, thread two 3/8-24 x 2 studs into opposite sides of ring gear, then install ring gear on case. See

Figure 6-29. Install ring gear attaching bolts just snug. Torque bolts alternately in progressive stages to 50-60 ft. lbs.

6. If differential s i d e bearings were removed, install new bearings using Installer J-21132 with

Driver Handle J-8092. See Figure 6-30.

Fig. 6-29—Installing Ring Gear on

Differential Case

REAR AXLE 6-13

TAPPING SHIM

INTO PLACE

Fig. 6-31—Installing Differential

Adjusting Shim

Fig. 6-30—Installing Differential

Side Bearings e. Install Differential Case and Adjust Side

Bearing Preload

Differential side bearing preload is adjusted by changing the thickness of both the right and left shims by an equal amount. By changing the thickness of both shims equally, the o r i g i n a l backlash will be maintained. Differential adjusting s h i m s are available in thicknesses ranging from .040" to .082" by two thousandths.

1. Before installation of case assembly, make sure that side bearing surfaces in carrier are clean and free of burrs. Side bearings must be oiled with gear lube, and if same bearings are being reused, they must have original outer races in place.

2. Place differential c a s e and bearing assembly in position in carrier. If new side bearings were installed, use original adjusting shims; if same bearings are to be reused, select new right and left adjusting shims e a c h

.002" thicker than original shim.

Slip left shim in position at left bearing, then drive right shim carefully into position using a soft hammer. See Figure 6-31.

3. As a s a f e t y precaution, install bearing c a p s using four

7/16-14 x 4-1/4 cylinder head bolts.

4. Rotate differential case several complete turns to seat bearings. Check bearing preload using an inch pound torque wrench connected at ring gear attaching bolt.

With wrench projecting approximately straight out, bearing preload should read 30 to 40 in. lbs.

with new bearings, or 15 to 25 in. lbs. with reused bearings. See

Figure 6-32. If preload is not according to these specifications, increase shim thickness on each side .002" for each additional 10 in. lbs. preload desired, or decrease shim thickness .002" on each side for each 10 in. lbs.

preload to be subtracted.

5. When preload is correctly adjusted, leave four safety head bolts and caps in position as a

Fig. 6-32—Checking Differential

Case Preload safety precaution while performing following backlash checking operation.

f. Adjust Differential Backlash

1. Rotate differential case several times to seat bearings, then mount dial indicator as shown in

Fig. 6-33. Use a small button on indicator stem so that contact can be made near heel end of tooth. Set dial indicator so that stem is as nearly as possible in line with gear rotation and perpendicular to tooth angle for accurate backlash reading.

2. With pinion locked to carrier, check gear lash at 3 or 4 points

Fig. 6-33—Checking Ring Gear to

Pinion Backlash

6-14 REAR AXLE around ring gear. Lash must not vary over .001" around ring gear.

If variation is over .001" check for b u r r s , uneven bolting conditions or distorted case flange, and make c o r r e c t i o n s as necessary.

3. Gear lash at the point of minimum lash should be .007" to

.009" for all new gears. If adjustment is necessary, adjust to

.008".

If original gear set having a wear pattern is being reinstalled, original gear lash should be maintained within ± .001".

4. If gear backlash is not within s p e c i f i c a t i o n s , correct by increasing thickness of one differential s h i m and decreasing thickness of other shim the same amount. In this way, correct differential bearing preload will be maintained.

Shift .002" in shim thickness for e a c h .001" change in backlash desired. If backlash is .001" too much, decrease thickness of right shim .002" and increase thickness of left shim .002". If backlash is .002" too little, increase thickness of right shim .004" and decrease thickness of left shim

.004".

5. When gear backlash is correctly adjusted, remove 4 safety head bolts and install bearing caps a c c o r d i n g to markings.

Torque bearing cap bolts to 40- 60 ft. lbs.

6. Install new gasket in housing using heavy grease to retain it in place. Install cover. Torque cover bolts to 25-35 ft. lbs. Wait

20 minutes and retorque cover bolts to specification.

g. Install Axle

Shaft Assemblies

1. Apply a coat of wheel bearing grease in bearing recesses of housing. Install new outer retainer gaskets. Apply a thin coating of Permatex #2 or equivalent to outer diameter of seal if replaced. To help prevent damage to the lip of the wheel seal when installing axle shaft and to ensure lubricant on the seal lip during the first few miles of operation, the axle shaft should be lightly lubricated with axle lubricant from the sealing surface to approximately 6 inches inboard of the shaft. Insert axle shaft assemblies carefully u n t i l shaft splines engage in differential to avoid damage to seals.

2. Drive axle shaft assemblies into position.

3. Place gasket and retainer over studs and install nuts. Torque nuts to 60 ft. lbs.

4. Install b r a k e wheel bolts.

5. Install w h e e l s wheel nuts.

drums over and tighten h. Install Pinion Oil Seal with

Differential Installed in Car and washer using Holder J-8614-

01 to hold flange.

5. Pry oil seal out of carrier.

6. Examine surface of companion flange for nicks or damaged surface. If damaged, replace flange.

7. Examine carrier bore and remove any burrs that might cause leaks around O.D. of seal.

8. Install oil seal using Pinion

Oil Seal Installer J- 21128.

9. Apply seal lubricant to O.D.

of companion flange.

10. While holding companion flange with Holder J-8614-01, install companion flange nut and tighten to same p o s i t i o n as marked in Step 3 above. Tighten nut 1/8 turn beyond alignment marks on pinion shaft threads in order to p r e l o a d collapsible spacer. Check preload using an inch pound torque wrench;torque reading should be equal to or five inch pounds above that recorded in Step 2 preceding.

11. Connect propeller shaft to companion flange using alignment marks. Torque the four (4) bolts to 15-18 ft. lbs.

6-7 DESCRIPTION OF

POSITIVE TRACTION

DIFFERENTIAL

In case of pinion oil seal failure, remove old oil seal and install new one (with differential remaining in car) as follows:

1. Mark propeller shaft and companion flange to permit proper alignment at reinstallation. Disconnect propeller s h a f t from companion f l a n g e and support shaft out of way. If U- joint bearings are not held by a retainer strap, use a piece of wire or tape to retain b e a r i n g s in t h e i r journals.

2. Remove w h e e l s and brake drums. Install an inch pound torque wrench on pinion nut, and record torque required to rotate pinion freely.

3. Mark position of companion flange, pinion shaft threads, and pinion nut so that they can be reinstalled in the same position.

4. Remove companion flange nut a. General Description

Buick Positive Traction Differential is optional equipment on all Buicks. It is designed to perform all the desirable functions of a conventional differential and at the same time overcome its limitations. With a conventional differential, when one wheel is on a slippery surface, its pulling power is limited by the wheel with the lowest traction. Unlike the conventional differential, with the

Positive Traction d e v i c e , the anti- spinning action is limited by the wheel having the best traction, thus limiting the possibility of becoming stuck.

REAR AXLE 6-15

Buick Positive Traction Differential is not a fully locking type and will release before excessive driving force can be directed to one rear wheel. The safety value of this feature eliminates the possibility of dangerous steering reaction. When the rear wheels are under extremely unbalanced tractive conditions, such as having one wheel on ice and the other on dry pavement, wheel spin can occur, if over-acceleration is attempted.

However, even when wheel spin does occur, the major driving f o r c e is directed to the nonspinning wheel.

Another advantage of the Positive

Traction Differential is that on uneven surfaces such as railroad tracks, chuck holes, etc., wheel action is not adversely affected.

During power application on a conventional differential, when one wheel hits a bump and bounces clear of the road, it spins momentarily. When this r a p i d l y spinning wheel again contacts the road, the sudden shock may cause the car to swerve. This action is also hard on tires and the entire drive train. With a P o s i t i v e

Traction Differential the f r e e wheel rotates at the same speed as the wheel on the road, thereby minimizing adverse effects.

ential action within the case itself. This preload assures an adequate amount of pull when extremely low tractive conditions such as wet ice, mud, or snow are encountered at one r e a r wheel. It also provides smooth transfer of torque when traveling over alternating to tractive conditions at both rear wheels.

b. Operation

The design of the Positive Traction Differential is b a s i c and simple. The unit is completely interchangeable with a conventional differential. However, this unit has in addition c o a r s e , spiral-threaded cone brakes installed behind the side g e a r s .

These brakes are s t a t i c a l l y spring preloaded to provide an internal resistance to the differ-

During application of torque to the axle, the initial spring loading of the cone brakes is supplemented by the inherent g e a r separating forces between the side and spider gears which progressively increases the resistance in the differential. This unit is therefore an a u t o m a t i c throttle-sensitive device that provides greater resistance under greater torque loads. It should be remembered however, that this is not a positive lock differential,

DIFFERENTIAL CASE

(FLANGE HALF)

PINION SHAFT

DIFFERENTIAL CASE

(CAP HALF)

THRUST WASHER

CONE BRAKE

SIDE GEAR

PRELOAD SPRING

SPLINES

SPRING BLOCK

F i g . 6 - 3 5 — P o s i t i v e T r a c t i o n D i f f e r e n t i a l

6-16

REAR AXLE

DIFFERENTIAL CASE

(FLANGE HALF)

PINION

SHAFT

THRUST

WASHER

CONE

BRAKE

HEX HEAD

CAP SCREW

THRUST

WASHER

DIFFERENTIAL

CASE

(CAP HALF)

F i g . 6 - 3 6 — Positive Traction Differential—Exploded V i e w and it will release before excessive driving force can be applied to one wheel.

CAUTION: When working on a car with Positive Traction Differential, never raise one rear wheel and run the engine with the transmission in gear. The driving force to the wheel on the floor could cause the car to move.

circle stamped on the bottom edge of the carrier housing flange. See

Figure 6-37. However, if the wrong lubricant is accidentally added, it will be necessary to completely remove all lubricant, flush with light engine oil, and then fill with the special lubricant. Capacity of the rear axle housing is 2-1/2 pints.

ring gear from case. Otherwise ring gear need not be removed.

2. If a differential bearing is to be replaced, pull bearing outer race from case, using Remover

J-2241-A as described in paragraph 6-5 (f).

3. Clamp case assembly in a brass jawed vise by ring gear or by case flange.

4. Mark flange half of case and cover half with a center punch or

6-8 LUBRICATION OF

POSITIVE TRACTION

DIFFERENTIAL

The lubricant level should be checked every 6000 miles. Maintain level between the bottom of the filler plug opening and 1/4 inch below the opening by adding

Special Positive Traction Lubricant or equivalent a v a i l a b l e through the Buick Parts Department under part No. 531536.

Never use any lubricant other than this special lubricant, even for adding.

6-9 POSITIVE TRACTION

DIFFERENTIAL

SERVICE

PROCEDURES

All rear axle service procedures are the same in the Positive

Traction rear axle as in a conventional rear axle, except for servicing the internal parts of the differential assembly. All rear axle parts outside of the differential, such as the ring gear, differential side bearings, and axle shafts, are the same in either rear axle assembly.

SAMPLE MARKING

LO ® 3.08 - 2 03

LOCATED BOTTOM

RIGHT AXLE TUBE.

Positive Traction Differentials can be easily identified either by a stainless steel plate attached by a rear cover bolt or by an X in a a. Disassembly of Differential

1. If ring gear or differential case is to be replaced, remove

Fig. 6-37—Identification of Positive

Traction Differential

REAR AXLE halves of case must be replaced if one half is damaged or worn.

c. Assembly of Differential

Fig. 6-38—Alignment Marks paint to provide alignment for reassembly. See Figure 6-38.

5. Loosen six bolts holding cover half of case to cap half. Remove assembly from vise, place on bench with bolt heads up, and remove bolts.

6. Lift cap half of case from flange half. Remove cap half, cone brake, p r e l o a d springs, spring block, and side gear shims if provided, from assembly so that they can be reinstalled in their original positions.

7. Remove corresponding p a r t s from flange half of case and keep with flange half.

b. Cleaning and Inspection of Parts

1. Make certain all parts are absolutely clean and dry.

2. Inspect pinion shaft, pinion and side gears, brake cone surfaces and corresponding cone seats in the case. The cone seats in the case should be smooth and free of any excessive scoring. S l i g h t grooves or scratches indicating passage of foreign material are permissible and normal. The land surface on the heavy spirals of the male cones will duplicate the case surface condition. Replace any parts which are excessively scored, pitted or worn. Both

CAUTION: When assembling the unit, use axle shafts as mounting tools to assure proper gear and cone spline alignment. Do not ignore this procedure as it will be impossible to install shafts at final assembly and attempting to force the shafts into position may result in damage to the spring thrust blocks.

Fig. 6-40—Installing Parts into Cap

Half of Differential Case

1. Clamp one axle shaft in a vise allowing three inches to extend above vise jaws. Then place the cap side of differential case over extended axle shaft with interior of case facing up. See Figure

6-39.

2. Install proper cone over axle shaft splines, seating it into position in cap half of case. NOTE:

Be certain that each cone is installed in proper case half since tapers and s u r f a c e s become matched and their p o s i t i o n s should not be changed

4. Place one spring block in position over gear face in alignment with pinion g e a r shaft grooves. I n s t a l l thrust block, pinion shaft, p i n i o n gears and thrust washers into cap half of differential case in such a manner that pinion shaft retaining dowel can be inserted through pinion gear shaft into differential case.

This prevents the pinion shaft from sliding out and causing damage to the carrier assembly. See

Figure 6-40.

5. Insert springs into s p r i n g thrust block that is already installed into case, and then place second thrust block over springs.

See Figure 6-41.

3. If unit was originally assembled with shims located between side gears and cones for backlash adjustment, reinstall side gear with shim so that gear may seat on shim. If unit was originally assembled without shims,

IAV* W * * J •

CASE

DIFFEI i ji

*ENTIAL •

(CAP HALF)H

• AAL^HAFT

Fig. 6-39-Axle Shaft & Cap Half of

Differential Positioned in a Vise

6. Install second side gear face down on spring thrust block so

r •"

SPRING

^ BLOCK

PRELOADS}

SPRINGS 5 1

KBIIR

Ulto us

HPRELOADI

^ S P R I N G

IHBLOCK

•SPRINGS!

Fig. 6-41—Installing Preload Springs and Second Thrust Block Into

Differential Case

6-17

6-18

REAR AXLE that side gear will mesh with pinion gears.

7. Place shim, if provided, and remaining cone over side gear.

Fig. 6-42—Installing Flange Half of

Differential Case

8. Install flange side of differential assembly over cone in proper position to match alignment marks; insert two bolts finger tight 180° apart. See Figure

6-42.

Fig. 6-43—Torquing Differential Bolts

9. Install other axle shaft through flange half of differential case rotating axle to enter cone splines and then side gear s p l i n e s .

Leaving the axle shaft in this position, insert remaining bolts and tighten to 15-18 ft. lbs. See Figure 6-43.

REAR AXLE, 4 6 , 4 8 , 4 9 0 0 0 SERIES

6-19

SECTION 6-B

REAR AXLE, 4 6 , 4 8 , 49000 SERIES

6-10

6-11

6-12

6-13

6-14

6-15

CONTENTS OF SECTION 6-B

Subject Page Paragraph

Rear Axle Specifications 6-19 6-16

Description of Rear Axle 6-20

Rear Axle Trouble Diagnosis . . . . 6-22 6-17

Removal and Installation of 6-18

Rear Axle Assembly 6-24

Removal and Installation of Axle 6-19

Shaft, Wheel Bearing or Oil Seal . . 6-25

Removal and Installation of 6-20

Carrier Assembly 6-26

Subject Page

Disassembly of Carrier

Assembly 6-28

Assembly of Carrier Assembly . . . 6-30

Description of Positive Traction

Differential 6-36

Lubrication of Positive Traction

Differential 6-36

Positive Traction Differential

Service Procedures 6-38

6 - 1 0 REAR AXLE SPECIFICATIONS a. Tightening Specifications

Use a reliable torque wrench to tighten the parts listed, to insure proper tightening without straining or diatorting parts. These specifications are for clean and lightly lubricated threads only; dry or dirty threads produce increased friction which prevents accurate measurement of tightness.

Part Location

Bolt Center Bearing Support to F r a m e 45, 46, 48000. . . .

Bolt Center Bearing Support to Frame 49000

Nut Clamp, Rear U-Joint to Pinion Flange, 46, 48000 . .

Bolt Rear CV Joint to Pinion Flange, 49000

Nut Differential C a r r i e r to Housing

Nut Spring, Upper End to Frame 49000

Bolt & Nut Upper Control Arm, Inner to Outer Arm 49000 . . . .

Bolt & Nut Upper & Lower Control Arm Pivot, All, 49000 . . . .

Bolt & Nut Upper & Lower Control A r m Pivot, All, 46, 48000 . .

Bolt & Nut Upper Control Arm Bracket to Frame, 46, 48000 . . .

Nut Rear Shock, Upper & Lower Ends, 49000

Bolt & Nut Rear Shock, Upper End, 46, 48000

Nut Rear Shock, Lower End, 46, 48000

Bolt Ring Gear to Case

Nut Wheel Bearing Retainer & Brake Assembly to Housing

Bolt & Nut Differential Bearing Support Clamping

Nut Spring, Lower End to Lower Control Arm, 49000 . .

Nut Wheel & Brake Drum to Rear Axle Shaft

Bolt & Nut Track Bar to Axle or Frame Bracket, 49000

Nut Pinion Bearing Lock, 46, 48000

Thread

Size

5/16-18

5/16-24

5/16-18

7/16-14

3/8 -16

1/2 -13

7/16-14

1/2 -13

3/8 -16

1/2 -13

5/16-18

1/2 -20

7/16-20

3/8 -16

1/2 -20

1/2 -13

1/2 -20

5/8 -18

7/8 -14 b. General Specifications

All Series

Item (Except as otherwise noted)

Rear Axle Type Semi-Floating Hypoid

Drive and Torque Through 3 Control Arms - 49000

Drive and Torque Through 4 Control Arms - 46, 48000

Rear Axle Oil Capacity 4 1/2 Pints

Ring and Piston Gear Set Type Hypoid

Bolted Ring Gear 12 Bolts—7/16 Alloy

Pinion Position Adjustment Shims

Pinion Bearing Preload Adjustment Spacers

Ring Gear Position and Preload Adjustment Shims

Torque

Ft.-Lbs.

17-23

15-25

12-15

75-95

4 0 - 5 0

15-20

40-55

60-95

25-35

35-45

15-20

30-60

65-75

40-55

40-50

20-30

65-85

100-140

200-300

6-20

REAR AXLE, 46, 48, 49000 SERIES b. General Specifications (Cont'd.)

All Series

Item (Except as otherwise noted)

Rear Universal Joint Angle Adjustment Vernier—Upper Control Arm - 49000

Rear Universal Joint Angle Adjustment Shim at Upper Control Arm to Frame - 46, 48000

Differential Cover Welded to Housing

Propeller Shaft . 2 Piece—Open Drive Line

Center Support Ball Bearing

Universal Joints 2 Single—1 Double Constant Velocity - 46, 48000

Universal Joints 1 Single—2 Double Constant Velocity - 49000 c. Limits for Fitting and Adjusting

Pinion Position ±.0015 from Marking on Pinion

Pinion Bearing Preload 15-35 Inch Lbs. Torque on Pinion with New Seal

Ring Gear Position 007-.009 Backlash

Ring Gear Preload 004 Compression (.002 per side)

A i r p •• mitted to the frame through two cross axis by lock taper cones d. Rear Axle e e a r Ratios

u p p e r a n d t w Q l Q w e r c o n t r o l seC ured in the pedestal bores by

_ .. . .. . . . arms. The upper arms may be clamp bolts. The ring gear is

Gear ratios are indicated by num-

s h i m m e d

^ ^

f r a m e a t t a c h

, ^ ^

c a g e T h e c a g e bers stamped on the bottom of the

m e n t s t o p r o v i d e p i n i o n a n g l e a d

h o u s e s

0 s i d e g e a r s i n m e s h axle housing. The production date

j u g t m e n t C oil springs are seated with two pinions mounted on a i n

brackets which are welded to pinion axle which is anchored in

' t l the axle tubes. the case by a spring p i . The

On m series> large

^ ^ J ings at both ends of the control e Speedometer Gears arms absorb vibration and noise.

T h e

ax l e s h a f t

"^^ splines ene. speeaomerer wears ^ ^ ^ ^ . ^ ^ ^ ^ ^ ^

g a g e

^ differential

s i d e g e a r s

Speedometer gears must corres- ring gear and pinion with the with a noating fit The outer ends pond to axle ratios and tire sizes centerline of the pinion gear be- are supported m the axle housing

in order to have correct speed- low the centerline of the ring by thrust type ball bearings which ometer and odometer readings, gear. See Figure 6-45. are factory packed for the life of the bearings and sealed on both

The drive pinion is mounted in sides. The axle shaft oil seals

£ i i DESCRIPTION OF

t w 0

* a

P ere<

° H e r

bearings which are located inboard of the bear-

™ REAR AXLE

a r e p r e l o a d e d b v t w 0

selected ings. The bearings are secured

REAR AXLE spacers at assembly. See Figure against a shoulder on the shaft by

The rear axle assembly is of the

"

°\

?

e P

™?1 V

P°

sit

*

oned b

?

P

r e s s

*" f t ^ "

6 ring

" l T

a r

«

semi-floating type in which the a shim located between the head movement of the bearing and shaft car weieht is carried on the axle

o f t h e d r l v e p l m o n a n d the r e a r

^^"^^

l s

stopped by a shoulder shaftTSrough b^l bearings Tn! P^on bearing. The front bearing in the housing; outward movement closed in the outer axle housing. ^ held in place by a large washer is stopped by a retainer plate.

The rear axle is designed for use f d

» tacking pinion nut. The dif- Wheel side thrust is taken at the with an open drive line and coil

f e f e n t l i

c a r r i e r c a s t l

^ * ? .

a n

wheel bearings so an axle shaft springs passage to the pinion may be removed by removing the bearings and an oil return hole so nuts holding the bearing retainer

On the 49000 Series, drive from that the oil will circulate and and brake backing plate to the the axle housing is transmitted cool. axle housing flange. See Figure to the frame through one upper _ . . . - * .. , . . . . 6-47.

and two lower control arms. The The differential is supported in lower control arms also provide £ a r r l e r b y

*"?

t a p e r e d r o l l e

, r s

^ Th e r ear axle filler plug is loseats fo the c o l s s th bearings. These are preloaded cated in the right side of the carupper control arm is adjustable ^ inserting shims between the rier casting. The lubricant level

• i l J w ^ • « «. * • 7 • bearings and the pedestals. The is correct when the level is at the

"ersafSint T e differential assembly is posi- filler opening to 1/4 inch below

^ ^ * tioned for proper gear and pinion the filler opening. Since periodic

On the 46 and 48000 Series, drive backlash by varying these shims, lubricant changes are not recomfrom the axle housing is trans- The bearings are centered on the mended, there is no drain plug.

REAR AXLE, 46, 48, 49000 SERIES

AXLE

TYPE

STANOARD

DIFFERENTIAL

AXLE

CODE

AXLE ASM.

NUMBER

1399885

1399884

1399883

1399893

RATIO SERIES

3.07

49 AUTO. TRANS.

46-48 AUTO. TRANS.

3.42

46 SYNC. TRANS.

S.CO.

ALL SERIES SPECIAL ORDER AXLE RATIOS.

POSITIVE

TRACTION

DIFFERENTIAL

1399890

1399889

1399888

1399894

49 AUTO. TRANS.

3.07

4 6 - 4 8 AUTO. TRANS.

3.42

4 6 SYNC.

S.C.O.

ALL SERIES SPECIAL ORDER AXLE RATIOS.

6-21

. 5 0 DIA. APPROX.

ALL POSITIVE TRACTION DIFFERE

TO HAVE 0 STAMPED ON BOTTOM SIDE

OF CARRIER FLANGE FOR FIELD

IDENTIFICATION.

ALL AXLES TO HAVE RATIO, CODE a DATE

STAMPED ON BOTTOM OF HOUSING FOR

FIELD IDENTIFICATION.

SAMPLE MARKING FOR 3.07 RATIO

DATE JULY 22 WOULD BE . . .STANDARD

AXLES PA 203, POSITIVE FRACTION

® P N 203

SAMPLE MARKING S.CO. (SPECIAL CAR

ORDER) RATIO DATE JULY 22 WOULD BE

STANDARD AXLE 2.56-203, POSITIVE

TRACTION AXLE

® 2.56-203

The rear brake drum is mounted against the axle shaft flange on

Fig. 6-44—Rear Axle Ratio Identification bolts pressed through the inboard side of the axle flange. Right and left side wheel bolts both have right hand threads.

6-22

PINION FLANGE

REAR AXLE, 46, 48, 49000 SERIES

PINION NUT

WASHER

SLINGER

OIL SEAL

FRONT PINION BEARING

COLLAPSABLE SPACER

REAR PINION BEARING

DRIVE PINION

FILLER PLUG

-HUB BOLT

•AXLE SHAFT

-RETAINER (OUTER)

PINION AXLE

RETAINING BOLT

PINION

AXLE

BEARING

V - O I L SEAL

RETAINER (INNER)

GASKET

BRAKE BACKING PLATE

RING GEAR

COVER

SHIM

WASHER

SIDE BEARING

Fig. 6-45—Rear Axle Assembly

A seal in the front of the carrier bears against the pinion flange to prevent differential gear oil from leaking around the O.D. of the flange. An "O" ring seal is compressed between the pinion flange and the drive pinion to prevent gear oil from leaking out through the splines. See Figure 6-45.

6 - 1 2 REAR AXLE TROUBLE

DIAGNOSIS

a. Elimination of External

Noises

When a rear axle is suspected of being noisy it is advisable to make a thorough test to determine whether the noise originates in the tires, road surface, f r o n t wheel bearings, engine, transmission, or rear axle assembly.

Noise which originates in other places cannot be corrected by adjustment or replacement of parts in the rear axle assembly.

(1) Road Noise. Some road surfaces, such as brick or rough surfaced concrete, cause noise which may be mistaken for tire or rear axle noise. Driving on a different type of road, such as smooth asphalt or dirt, will quickly show whether the road surface is the cause of noise.

Road noise usually is the same on drive or coast.

(2) Tire Noise. Tire noise may easily be mistaken for rear axle noise even though the noisy tires may be located on the front wheels. Tires which are worn unevenly or which have the surfaces of the non-skid divisions worn in sawtooth fashion are usually noisy, and may produce vibrations which seem to originate elsewhere in the vehicle. This is particularly true with low tire pressure. Some designs of nonskid treads may be more noisy than others, even when tires are new.

(3) Test for Tire Noise. Tire noise changes with different road surfaces, but rear axle noise does not. Temporarily inflating all tires to approximately 50 pounds pressure, for test purposes only, will materially alter noise caused by tires, but will not affect noise caused by the rear axle. Rear axle noise usually ceases when coasting at speeds under 30 miles per hour; however, tire noise continues but with lower tone as car

REAR AXLE, 46, 48, 4 9 0 0 0 SERIES

PINION

FLANGE

FRONT REAR

PINION PINION

BEARING BEARING

6-23

speed is reduced. Rear axle noise usually changes when comparing drive and coast, but tire noise remains about the same.

(4) Front Wheel Bearing Noise.

Loose or rough front wheel bearings will cause noise which may be confused with rear axle noises; however, front wheel bearing noise does not change when comparing drive and coast. Light application of brake while holding

RETAINER

WHEEL

BEARING

F i g . 6 - 4 7 — R e a r W h e e l Bearing and Seal

F i g . 6 - 4 6 — D r i v e P i n i o n Parts car speed steady will often cause wheel bearing noise to diminish as this takes some weight off the bearing. Front wheel bearings may be easily checked for noise by jacking up the wheels and spinning them, also by shaking wheels to determine if bearings are loose.

(5) Engine and Transmission

Noises. Sometimes a noise which seems to originate in the rear axle is actually caused by the engine or transmission. To determine which unit is a c t u a l l y causing the noise, observe approximate car speeds and conditions under which the noise is most pronounced; then stop car in a quiet place to avoid interfering noises. With transmission in neutral, run engine slowly up and down through engine speeds corresponding to car speed at which the noise was most pronounced.

If a similar noise is produced with car standing, it is caused by the engine or transmission and not the rear axle.

b. Rear Axle Noises

If a careful test of the car shows that the noise is not caused by external items as described in subparagraph a, it is then reasonable to assume that the noise is caused by the rear axle assembly.

The rear axle should be tested on a smooth level road to avoid road noise. It is not advisable to test rear axle for noise by running with rear wheels jacked up.

Noises in the rear axle assembly may be caused by faulty propeller shaft or rear wheel bearings, faulty differential or pinion shaft bearings, misalignment between two U-joints, worn differential side gears and pinions, or by a mismatched, improperly adjusted or scored ring and pinion gear set.

(1) Rear Wheel Bearing Noise. A rough rear wheel bearing produces a vibration or growl which continues with car coasting with transmission in neutral. A brinelled rear wheel bearing causes a knock or click approximately every two revolutions of rear wheel since the bearing rollers do not travel at the same speed as the rear axle and wheel. Jack up rear wheels and spin by hand while listening at hubs for evidence of rough or brinelled wheel bearing.

(2) Differential Side Gear and

Pinion Noise. Differential side gears and pinions seldom cause noise since their movement is

6-24

REAR AXLE, 46, 48, 49000 SERIES relatively slight on straight ahead driving. Noise produced by these gears will be most pronounced on turns.

(3) Pinion Bearing Noise. Rough or brinelled pinion bearings produce a continuous low pitch whirring or scraping noise starting at relatively low speed.

(4) Ring and Pinion Gear Noise.

Noise produced by the ring and pinion gear set generally shows up as drive noise, coast noise, or float noise.

(a) Drive noise is most evident on constant acceleration through the speed range.

(b) Coast noise is most evident when car is allowed to coast through the speed range with throttle closed.

(d) Drive, coast, and float noises will be very rough and irregular if the differential or pinion shaft bearings are rough, worn, or loose, and will vary in tone with speed.

c. Check for Propeller Shaft

Vibration

Objectionable vibrations at high speed (65 MPH or higher) may be caused by a propeller shaft that is out of balance. Out of balance may be caused by a bent shaft.

To determine whether the propeller shaft is causing vibration, drive car through the speed range and note car speed at which vibration is most pronounced. Shift transmission into low range and drive car at same engine speed as when vibration was most pronounced in direct drive, and note the effect on vibration.

To determine the required engine speed, divide car speed by the transmission gear ratio, using

2.48 for automatic. Example: if vibration is most pronounced at

65 MPH in direct drive, the same engine speed would be produced in low range at = 26 MPH.

If the vibration is still present at the same engine speed whether in direct drive or in the lower gear, then the propeller shaft is not out of balance. If the vibration decreases or is eliminated in the lower gear, then the propeller shaft is out of balance and should be removed for correction.

d. Oil Leaks fin

It is difficult to determine the source of some oil leaks. When there is evidence of an oil leak at these locations, the probable cause is as follows:

(1) A leak coming from the bottom edge of the brake backing plate is caused by either a leaking wheel bearing seal or a leaking brake cylinder. The feel and smell of the leaking oil will help determine the type leak to expect.

(2) Oil coming from between the rear pinion flange slinger and the carrier is caused by a leaking pinion seal. Oil coming out around the pinion nut is caused by a defective " O " ring seal between the drive pinion and the pinion flange.

Even after the point of leakage has been determined, it is hard to tell whether the oil is leaking past the lip of the seal or past the O.D. of the seal. Therefore it is a good idea to make sure the leak is stopped by using a nonhardening s e a l i n g compound around the O.D. of the new seal.

6 - 1 3 REMOVAL AND I N -

STALLATION OF REAR

AXLE ASSEMBLY

It is not necessary to remove the rear axle assembly for any normal repairs. The axle shafts and the carrier assembly can easily be removed from the car, leaving the rear axle assembly in place.

However, if the housing is damaged, the rear axle assembly can be removed and installed using the following procedure.

a. Removal of Rear Axle

Assembly

1. Raise rear of car and support securely using car stands under both frame side rails.

2. Mark rear universal joint and pinion flange for proper reassembly. Disconnect r e a r universal joint by removing two

U-bolts. (On 49000, mark flanged ball stud yoke and rear pinion flange for proper alignment at reassembly. T h e n disconnect rear CV joint from rear axle by removing four pinion flange bolts.) Push rear propeller shaft forward as far as possible, then wire it to the upper control arm frame bracket to support it out of the way.

3. Disconnect brake hose at support bracket. Cover hose and brake pipe openings to prevent entrance of dirt.

4. Disconnect p a r k i n g brake cables. Unclip each cable at two places, disengage from guides, pull each cable free and lay-out forward from rear wheels.

5. Place a jack under center of rear axle housing and raise until shock absorbers are compressed slightly. Disconnect shock absorbers at lower ends.

6. Disconnect track bar at axle end on 49000.

7. Disconnect upper control arm

(or arms, 46, 48000) at axle end.

8. Lower jack slightly and disconnect lower control arms at axle end.

9. Lower jack from under axle housing and remove.

10. Roll rear axle assembly out from under car.

REAR AXLE, 46, 48, 49000 SERIES 6-25 b. Installation of Rear

Axle Assembly

1. With car resting securely on stands under frame, roll rear axle assembly into place.

2. Place a jack under center of axle housing and raise until aligned with lower control arms.

Install lower control arm bolts and nuts. Torque nuts to 95 ft.

lbs.

3. Raise jack slightly and connect upper control arm (or arms 46,

48000) to axle housing. Torque nuts to 95 ft. lbs.

4. Connect track bar to axle housing. Torque nut to 120 ft. lbs.

5. Connect shock absorber lower ends. Torque nuts to 40 ft. lbs.

6. Install parking brake cables through clips and guides.

7. Connect and adjust parking brake according to procedure in paragraph 9-8.

8. Connect brake hose at support bracket and lock in place with yoke.

9. Bleed both rear wheel cylinders as described in paragraph

9-6.

10. Connect rear universal joint to pinion flange according to alignment marks. C o m p r e s s bearings using a C-clamp so that bearing snap rings will engage pinion flange without gouging. See

Figure 6-113. (On 49000, connect flanged ball stud yoke and rear pinion flange according to alignment marks.)

11. Torque U-bolt nuts to 13 ft.

lbs. using an extension such as

J-9113 (this corresponds to 15 ft.

lbs. without an extension). See

Figure 6-114. (On 49000, torque 4 pinion flange bolts to 75-95 ft.

lbs.).

12. With car approximately level, fill rear axle housing to filler plug hole using specified gear lubricant. If axle housing or any roar suspension parts were replaced due to damage, rear universal joint angle must be checked and adjusted as required.

See paragraph 6-28.

6 - 1 4 REMOVAL AND

INSTALLATION OF

AXLE SHAFT, WHEEL

BEARING, OR

OIL SEAL a. Remove Axle Shaft

Assembly

1. Place car stands solidly under rear axle housing so that wheels are clear of floor.

2. Remove rear wheel and brake drum. Both left and right side wheel b o l t s have r i g h t hand threads.

3. Remove nuts holding wheel bearing retainer plate to brake backing plate, leaving bolts in place to support backing plate.

4. Pull out axle shaft assembly using Puller J-6176 with a slide hammer. See Figure 6-48. CAU-

TION: While pulling axle shaft out through seal, support shaft carefully in center of seal to avoid cutting seal lip.

5. Replace two opposite retainer nuts finger tight to hold brake plate in position.

ADAPTER

J-2619-4

SLIDE

HAMMER

J-2619

b. Remove and Install

Rear Wheel Bearing

The rear wheel bearing and the bearing retaining ring both have a heavy press fit on the axle shaft.

Because of this fit, they should be removed or installed separately.

1. Notch wheel bearing retaining ring in 3 or 4 places with a chisel. See Figure 6-49. Retaining ring will expand so that it can be slipped off. CAUTION: Axle shaft may be nicked if ring is cut completely through.

2. Press wheel bearing off, using

Remove J-6525 either in a press or in a set-up using Ram and

Yoke Assembly J-6180 and Adapter J-6258 as shown in Figure

6-50.

3. Install bearing retainer plate.

Press new wheel bearing and retaining ring against shoulder on axle shaft using Installer J-9739 either in a press or in a set-up using Ram and Yoke Assembly

J-6180 and Holder J-6407 shown in Figure 6-51. CAUTION: Bearing retainer plate must be on axle shaft before bearing is installed; retainer gasket can be installed after bearing.

Fig. 6-48—Removing Rear Axle Shaft

6-26

REAR AXLE, 4 6 , 4 8 , 4 9 0 0 0 SERIES

BEARING

RAM & YOKE

ASSY. J-6180

Fig. 6-49—Removing Rear Wheel

Bearing Retaining Ring c.

Remove and Install Axle

Shaft Oil Seal

The oil seal is located inboard of the wheel bearing with its O.D.

tight in the rear axle housing and its sealing lip contacting a ground surface of the axle shaft. See

Figure 6-45. Before removing, install 2 nuts finger tight to retain backing plate to axle housing.

This protects the brake lines.

1. To remove oil seal, insert

Puller J-6199 just through seal and expand. Pull seal with a slide hammer. See Figure 6-52.

2. Before installing apply sealer to O.D. of new seal.

3. Position seal over Installer

J-9740 and drive seal straight into housing until installer bottoms against w h e e l b e a r i n g shoulder. See Figure 6-53.

d. Remove and Install Rear

Wheel Bolt

1. To remove and install a rear wheel bolt, axle shaft assembly must be out of car. Remove rear wheel bolt by pressing from axle flange.

2. Install new rear wheel bolt by pressing through axle flange.

Check new bolt for looseness; if bolt can be moved at all with

Fig. 6-50—Removing Rear Wheel Bearing

PUMP& HOSE

ASSY. J-6207 fingers, axle shaft must be replaced.

e. Install Axle Shaft Assembly

Rear axle shafts are not interchangeable between s i d e s ; the right shaft is longer than the left.

1. Apply a coat of wheel bearing grease in wheel bearing recess of housing. Install new outer retainer plate gasket over retainer bolts.

2. Apply gear lubricant to the bearing surface and splines at the inner end of the axle shaft. Apply a coat of wheel bearing grease on the seal surface of the shaft to approximately 6 inches inboard of the shaft. Install axle shaft through seal carefully to avoid cutting seal lip.

position. NOTE:

Drive shaft into

If the axle to be installed is a positive traction axle, ONLY POSITIVE TRACTION

LUBRICANT SHOULD BE USED.

3. Install retainer nuts and torque to 50 ft. lbs.

4. Install drum and wheel.

Torque lug nuts to 70 ft. lbs.

6 - 1 5 REMOVAL AND

INSTALLATION OF

CARRIER ASSEMBLY a. Remove Carrier Assembly

1. Raise rear of car and support securely under rear axle housing.

2. Mark rear universal joint and pinion flange for proper alignment

REAR AXLE, 4 6 , 4 8 , 4 9 0 0 0 SERIES

6-27

Fig. 6-51—Installing Rear Wheel Bearing or Retaining Ring

ADAPTER

J-2619-4

SLIDE

HAMMER

J-2619

Fig. 6-52—Removing Axle Shaft Oil Seal

Fig. 6-53-lnstalling Axle Shaft

Oil Seal at reassembly. Then disconnect rear universal joint by removing two U-bolts. (On 49000, mark flanged ball stud yoke and rear pinion flange for proper alignment at reassembly. Then disconnect rear CV joint by removing 4 pinion flange bolts.) Push rear propeller shaft forward as far as possible, then wire it to the upper control arm frame bracket to support it out of the way.

3. Remove rear wheels and brake drums. Remove axle shaft assemblies as described in paragraph 6-14.

4. Remove carrier to axle housing nuts except two opposite nuts; back these two nuts out until they engage only a few threads.

5. Locate a drain pan under carrier flange, then move carrier forward to drain gear lubricant.

6. Remove carrier a s s e m b l y using a transmission jack, if available.

b. Install Carrier Assembly

1. Clean gasket surface of rear axle housing. Apply gasket cement and install new gasket. Make sure mounting surface of carrier is clean and free of any burrs or nicks.

2. Raise carrier assembly with a transmission jack, if available.

Install carrier on axle housing.

Torque nuts to 50 ft. lbs.

3. Install axle shaft assemblies as described in paragraph 6-14.

6-28

REAR AXLE, 4 6 , 4 8 , 4 9 0 0 0 SERIES

Install rear drums and wheels.

Torque lug nuts to 70 ft. lbs.

4. Connect rear universal joint to p i n i o n flange according to alignment m a r k s . C o m p r e s s bearings using a C- clamp so that bearing snap rings will engage pinion flange without gouging. See

Figure 6-113. (On Riviera, connect flanged ball stud yoke and rear pinion flange according to alignment marks.)

5. Torque U-bolt nuts to 13 ft.

lbs. using an extension such as

J-9113. See Figure 6-114. (On

Riviera torque 4 pinion flange bolts to 75-95 ft. lbs.).

6. With car approximately level, fill rear axle housing to filler plug h o l e u s i n g s p e c i f i e d lubricant.

6 - 1 6 DISASSEMBLY OF

CARRIER ASSEMBLY a. Removal and Disassembly of

Ring Gear and Case

Assembly

1. P l a c e carrier assembly in suitable mounting fixture such as

Fixture J-6177.

2. It is advisable to check the existing gear lash with a dial indicator as described in paragraph

6-17, e. This will indicate gear or bearing wear or an error in backlash or preload setting which will help in determining cause of axle noise. It will also enable used gears to be reinstalled at original lash setting to avoid changing gear tooth contact.

3. Remove differential bearing pedestal clamp bolts and open pedestals by tapping a wedge in each pedestal slot.

CAUTION: Do not use excessive force on wedges as pedestal bores may be permanently distorted.

4. Pull differential bearing supports with Puller J-9744-1 using the following procedure:

(a) Using a screwdriver, turn ex-

Fig. 6-54— Installing Support Puller panding screw in puller body

J-9744-5 in a counterclockwise direction to retract pins; then insert puller body into differential bearing support until reference line on tool is flush with end of support and punch mark is in general direction of hole in support. See Figure 6-54.

(b) Expand pins a slight amount by turning expanding screw with screwdriver in a clockwise direction until a light drag on pins is felt, then move tool as required to engage pins with holes in support. Fully expand pins.

(c) Place bridge J-9744-2 over puller complete with draw bolt, thrust bearing, and washer as shown in Figure 6-55. With a suitable wrench tighten bolt to withdraw bearing support.

5. Install Spreader J-6185 shown

Fig. 6-55—Removing Differential

Support Bearing in Figure 6-79. Tighten spreader bolt just enough to free case assembly.

CAUTION: Do not spread pedestals any farther than necessary or t h e y may be permanently sprung.

Lift case straight out until side bearings are half-way clear of pedestals. Then take hold at bearings with both hands to prevent bearings from dropping and lift case assembly out. Keep right and left bearings, shims, and supports in sets so that they may be reinstalled in the same positions.

Remove spreader tool.

6. Mark ring gear and case, so they may be reassembled in same relative position. Remove ring gear from case. If ring gear is tight, tap it off using a soft hammer; do not pry between ring gear and case.

7. Drive differential pinion axle spring pin and pinion axle from case. Mark side gears, pinions, and washers so they may be reinstalled in same sides. Remove side gears, pinions, and washers.

DRAW BOLT

PULLER

JAWS

Fig. 6-56—Proper Position of

J-6552 Parts

REAR AXLE, 4 6 , 4 8 , 4 9 0 0 0 SERIES

6-29

6-60—Removing Pinion Flange

Fig. 6-57—Installing Sleeve to

Remove Bearing Outer Race

8. If a differential bearing is to be replaced, pull bearing outer race from case with Remover

J-6552 using the following procedure: (See Figures 6-56 and

6-57).

(a) Insert puller jaws with lips down under edge of outer race.

(b) Carefully t h r e a d spreader screw into jaws, making sure that threads are not crossed. Leave spreader screw one full turn away from jaws.

(c) Place retainer ring and adapter over jaws, tapping them down while pulling up spreader screw so that ring fits snugly around jaws; then turn spreader screw tightly against jaws.

(d) Place sleeve over assembled tool. Insert draw bolt through washer, thrust bearing and sleeve.

Then thread it into spreader screw and pull bearing outer race.

Fig. 6-58—Removing Pinion Nut for looseness of pinion assembly by shaking. Any noticeable looseness indicates worn or defective bearings, requiring replacement.

If run long with very loose bearings, ring and pinion gears will be damaged and also need replacing.

2. Install Holder J-8614-01 on pinion flange using two 5/16-18 x 2 bolts with flat washers. (On

49000, install Holder J-8614-01 on pinion flange using Adapters

J-21619.) Remove pinion nut using a 5/16 (3/4 drive) socket on

Handle J-6246. Remove washer.

See Figures 6-58 and 59.

NOTE: Because of differences in castings, it may be necessary to file out slightly the slotted bolt holes in Holder in order to accommodate J-21619 Adapters.

3. Pull flange from pinion using

P u l l e r J-8614-02 in H o l d e r

J-8614-01. (On 49000 use Puller

J-861402 in Holder J-8614-01 with

Adapters J-21619.) To install puller, back out puller screw, insert puller through holder, and rotate 1/8 turn. See Figures 6-60 and 61.

4. As pinion flange is removed, hold hand under pinion to catch it, as it may fall through. Remove

"O" ring seal from pinion. If necessary, tap pinion out with a soft hammer, being careful to guide pinion with hand to avoid damage to bearing outer races.

5. If rear pinion bearing is to be replaced or pinion depth setting is b. Removal of Pinion and Bearings

1. Check pinion preload as described in paragraph 6-17. If there is no preload reading, check

Fig. 6-59—Removing Pinion

Nut - 49000

Fig. 6-61—Removing Pinion

Flange - 49000

6-30

REAR AXLE, 4 6 , 4 8 , 4 9 0 0 0 SERIES

WRENCH

REMOVER

J-9746

Fig. 6-62—Installing Pinion

Bearing Remover to be changed, remove rear bearing from pinion shaft using Remover J-9746 and Holder J-6407 in a press, or in a set-up using

Ram and Yoke Assembly J-6180 as shown in Figures 62 and 63.

6. Pry pinion oil seal from carrier, being careful not to damage front pinion bearing. If front pinion bearing is to be replaced, drive outer race from carrier using a drift in slots provided for this purpose.

7. If rear pinion bearing is to be replaced, drive outer race from carrier using a drift in slots provided for this purpose.

6 - 1 7 ASSEMBLY OF

CARRIER ASSEMBLY

Before installation of any parts, examine the wearing surfaces of all parts for scoring or unusual wear. Make certain that the interior of the carrier housing is absolutely clean and dry. Also make certain that the parts to be assembled are absolutely clean and that there are no burred edges. Lubricate all parts with the specified rear axle lubricant just before assembly.

NOTE: If the Buick is equipped with a Positive Traction Differ ential, only P o s i t i v e Traction

Lube should be used.

CAUTION: If the ring gear and pinion are changed, only factory hypoid lubricant should be used for filling because of its special anti-scoring properties. For this reason the proper lubricant is included in the carton with the replacement gears as received from the Buick warehouses. See paragraph 1-9.

a. Pinion Setting Marks and Setting Gauges

All Buick ring and pinion gear sets are selectively matched for best operating position and proper tooth contact. After matching, a serial number is etched on both the pinion and the ring gear to aid in keeping matched parts together.

Parts h a v i n g d i f f e r e n t serial numbers must never be used together.

PINION DEPTHS MARKED "-" (MINUS). NOMINAL DEPTH,

AND "+" (PLUS) ILLUSTRATE THE RELATIVE POSITION

EACH PINION WOULD SET IN RELATION TO THE CENTER

LINE OF THE RING GEAR AFTER BEING GAUGED AND

PROPERLY SHIMMED

Fig. 6-63—Removing Rear

Pinion Bearing

PINION DEPTH

SHIM

^CARRIER

ADD SHIMS TO MAKE

PINION MINUS "-"

SUBTRACT SHIMS TO

MAKE PINION PLUS "+"

^ DRIVE PINION

Fig. 6-64—Nominal Pinion Setting Depth

REAR AXLE, 46, 48, 49000 SERIES

6-31

Ring and pinion gear sets are matched in a special test machine which permits adjustment of pinion depth in ring gear until a point is reached where best operation and proper tooth contact under load is obtained. At this point, the setting of the pinion with reference to the center line of the ring gear is indicated by the machine.

If during repair, a pinion is found having a plus or minus reading recorded in thousandths on the rear face of the pinion, this indicates that the pinion during test-

'if

GAUGE PLATE

J-5647-36

STUD

J-8619-13 ing was found to have best tooth contact at a position varying from design or nominal depth.

In order to compensate for all of the allowable machining variables, a procedure of gauging the carrier and shimming the pinion has been developed. After gauging a carrier, the assembler is able to install a shim between the front face of the pinion and its bearing so that pinion depth can be adjusted to an exact required specification for best tooth contact in each axle assembly.

Pinion Setting Gauge J-5647 with

A d a p t e r J-5647-35, A d a p t e r

J-5647-34, P i l o t J-5647-37,

Gauge Plate J-5647-36, and Stud and Nut Assembly J-8619-13 is used to set pinion depth. See

DIAL INDICATOR

KMO B-30

PILOT

' W '

J-5647-37 ^

Fig. 6-65—Pinion Setting Gauge J-5647 and Adapters

Figure 6-65. It is not necessary to reassemble and install the pinion depth shim since the pinion depth setting gauge arrangement provides in effect, a nominal or z e r o pinion as a g a u g i n g reference.

b. Checking Pinion Depth

NOTE: B e f o r e setting pinion depth, the pinion bearing races must be in position and the pinion oil seal must be removed. Install races following instructions in subparagraph c , Steps 1 and 27

1. Be certain that all parts in pinion setting gauge are clean.

2. Install the disks on the indicator gauge. Install the small contact button on the stem of the dial indicator and mount the dial indicator on the indicator gauge.

3. Place the indicator gauge on the master gauge so that the spring-loaded center is engaged in the centering hole corresponding to the indicator pad "b". See

Figure 6-65.

4. Center the indicator contact button on the specified contact pad and lock the indicator by tightening the thumb screw.

5. Hold gauge yoke down firmly with both disks contacting the horizontal and vertical pads on the master gauge; set dial indicator at zero.

6. Lubricate front and rear pinion bearings which will be used in final reassembly, and position them in their respective races in the carrier. With bearings held in place in races, install a 50 thousandths shim and Gauge Plate

J-5647-36 on rear pinion bearing inner race. Install Pilot J-5647-

37 on front pinion bearing with small diameter raised portion inside bearing race. Insert Stud

J-8619-13 through pilot, and thread it into the gauge plate.

See Figure 6-66.

NOTE: Fifty thousandths shim is r e q u i r e d under Gauge Plate

6-32

STUD

J-8619-13

REAR AXLE, 46, 48, 49000 SERIES

PILOT

J-5647-37

FRONT PINION

BEARING

REAR PINION

BEARING

.050" SHIM

GAUGE PLATE

J-5647-36 v//////// z>

J-5647-36 during gauging operation in order to compensate for variations in different carrier assemblies. By using fifty thousandths shim, the dial indicator will contact Gauge Plate J-5647-

36 in any carrier assembly during gauging operation.

7. Install nut on Stud J-8619-13.

Hold stud stationary with wrench positioned on flats on end of stud; tighten nut until a reading of 20 inch pounds is obtained when rotating the gauge plate assembly with an inch pound torque wrench.

8. Be certain that differential support bores are free of burrs.

Drive a wedge into each pedestal split and spread them just enough so that Adapters J- 5647- 35 and 34 can be inserted. Then place indicator gauge in carrier as follows: (See Figure 6-67.) a. Remove disks from indicator gauge and hold it in position in the carrier with pins centered in the pedestal bores.

Fig. 6-66—Installing Gauge Plate in Carrier b. Slide long adapter through pedestal bore farthest from pinion and over gauge pin. Then slide short adapter in place on other side.

c. Position the spring-loaded pin of the indicator gauge in the centering hole of Gauge Plate J-5647-

36, and position the contact button of dial indicator to bear against, machined surface of Gauge Plate.

See Figure 6-67.

ADAPTER

J-5647-34'

GAUGE PLATE

J-5647-36

ADAPTER

J-5647-35

Fig. 6-67—Checking Pinion Setting

9. Press gauge yoke down firmly.

Record number of thousandths dial indicator moves in a "+"

(plus) or "-" (minus) direction from zero. (Reading will usually be (plus). Remove dial indicator from carrier and check zero setting on master gauge to make certain this setting was not disturbed by handling. If zero setting is still correct, remove gauging set-up (including 50 thousandths shim), then add a plus reading or subtract a minus reading from 50 thousandths. This answer indicates the thickness of the shims to be selected as further qualified in Step 11.

NOTE: The usual dial indicator reading will average from 1 to 10 thousandths in a plus direction with a corresponding shim thickness after computation of between

51 and 60 thousandths.

10. Examine ring gear and pinion for nicks, burrs, or scoring. Any of these conditions will require replacement of the set.

REAR AXLE, 46, 48, 49000 SERIES

6-33

11. The correct pinion shim to be used during pinion reassembly should be selected as follows: a. If a production (marked) pinion is being reused and pinion is marked "+" plus, subtract the amount specified on the pinion from the shim thickness as determined in Step 9.

b. If a production (marked) pinion is being reused and the pinion is marked " - " (minus), add the amount specified on the pinion to the shim thickness as determined in Step 9.

c. If a service pinion is being used (no marking) shim pinion using shim thickness directly as determined in Step 9.

NOTE: Frequently, p r o d u c t i o n pinions are nominal or zero pinions (no marking). When re-using a nominal production pinion, shim as with service pinion using shim thickness directly as determined in Step 9.

c. Installation of Pinion

Bearings and Pinion

1. Drive front pinion bearing

Fig. 6-69—Installing Pinion Bearing

Outer Race

INSTALLER

J-21005

Fig. 6-71—Installing Front

Pinion Bearing outer r a c e against shoulder on carrier u s i n g Replacer J-8611 with driver handle. See Figure

6-68.

2. Drive r e a r pinion bearing outer r a c e against shoulder in carrier u s i n g Replacer J-9745 with driver handle. See Figure

6-69.

3. Plate correct shim (as determined in subpar. b) against head of pinion and install rear pinion bearing using Replacer J- 6377 and

Holder J-6407 with Ring J-6407-2 in a press or as shown in Figure

6-70.

4. For a starting pinion bearing preload adjustment, use original pinion preload spacers. Place these spacers on pinion and hold pinion assembly in position in carrier. Oil front pinion bearing and place in position on pinion.

Hold pinion in place and drive front pinion bearing over pinion until fully seated using Installer

J-21005. See Figure 6-71.

5. Install new "O" ring seal on pinion. Coat O.D. of new pinion seal with sealing compound and install seal using I n s t a l l e r

J-21005. See Figure 6-72.

6. Fill space between lips of oil seal with wheel bearing grease and apply a thin coat of the same

Fig. 6-68—Installing Front Pinion

Bearing Outer Race

RING

J-64Q7-2

HOLDER

J-6407

Fig. 6-70—Installing Rear

Pinion Bearing Fig. 6-72—Installing Pinion Seal

6-34

REAR AXLE, 4 6 , 4 8 , 4 9 0 0 0 SERIES

Fig. 6-73—Tightening Pinion Nut grease on seal surface of pinion flange. Install pinion flange on pinion by tapping with a soft hammer until a few pinion threads project through the flange. Install pinion washer and nut. Hold pinion flange with Holder J-8614-01.

(On 49000, hold pinion flange with

Holder J-8614-01 and Adapters

J-21619.) Torque pinion nut to

80 ft. lbs. using Torque Wrench

J-1313 on outer end of Hnadle

J-6246. (This amounts to an actual 250 ft. lbs. torque at nut.)

See (Figure 6-73.)

7. Rotate pinion three or four times to seat bearings. Turn pinion slowly with an inch pound torque wrench; bearing preload

Fig. 6-74—Checking Pinion

Bearing Preload

Fig. 6-76—Installing Ring Gear on Differential Case

Fig. 6-75—Installing Differential

Bearing Outer Race including drag of new seal should be 15 to 35 inch pounds. See Figure 6-74.

If preload torque is low, reduce total pinion spacer thickness.001" for each added 10 in. lbs. preload needed; if preload is high, increase total pinion spacer thickness .001" for each 10 in. lbs.

preload to be subtracted. These spacers are furnished to be used in pairs so that possible thicknesses range from .400" to .470" by thousandths. Service spacers are marked with their thickness in thousandths.

spring pin through hole in pinion axle until flush with case.

3. Check matching numbers on ring gear and pinion to make sure the two parts have not been mixed with another gear set.

4. After making sure that mating surfaces of case and ring gear are clean and free of burrs, bolt ring gear to case using three

Studs J-6251 to align parts. See

Figure 6-76. If same ring gear and case are used, line up marks so they are assembled in same relative positions.

Do not use lock washers or any substitute bolts.

5. First tighten bolts alternately on opposite sides of the case to

35 ft. lbs. torque, then tighten in the same manner to 70 ft. lbs.

e. Installation and Adjustment of Ring and Case

Assembly d. Assembly of Differential

Case, Gears and Bearings

1. Drive differential b e a r i n g outer races into case, using Replacer J-9742. See Figure 6-75.

2. Install side gears, pinions, and washers in case. If same parts are used, replace in original sides. Install pinion axle. Drive

1. Before installation of ring gear and case assembly make sure that differential bearing and bearing support surfaces in carrier pedestals are clean and free of burrs. Remove any burrs which might prevent bearings or bearing s u p p o r t s from seating properly.

2. Place case assembly and differential bearings in position in carrier. If same bearings are used, install in original positions.

Insert Support Tools J-9743 through the pedestal bores into

REAR AXLE, 4 6 , 4 8 , 4 9 0 0 0 SERIES

6-35

SUPPORT

TOOL

DIAL

INDICATOR

Fig. 6-77—Positioning Differential for Correct Backlash the bearing inner races. Press tools toward each other to seat them, using hand pressure. If support tools are loose, install pedestal clamp bolts and nuts and tighten lightly until support tools can just be moved by twisting them. If support tools are too tight, loosen them as necessary by slightly wedging pedestals open with chisels. See Figure 6-77.

3. Rotate the differential assembly three or four times to seat bearing rollers, then manually adjust the whole assembly sideways to get .008" gear backlash. The assembly tools may be tapped lightly with a hammer to seat them. Check backlash as follows:

(a) Mount dial indicator as shown in Figure 6-78. Use a small button on indicator stem so that contact can be made near heel end of tooth. Set dial indicator so that indicator stem is as nearly as possible in line with gear rotation and perpendicular to the tooth surface. If stem bears against edge of tooth, or stem is at considerable angle to the line of gear rotation, or at a considerable angle to face of the tooth, a false indication of backlash will be obtained.

(b) Check gear lash at three or four points around ring gear.

Lash must not vary more than

.003" around ring gear. If lash varies over .003" check for burrs, uneven bolting conditions, or distorted case flange, and make necessary corrections.

CAUTION: Any gear lash check must be made with pinion locked to carrier to be sure it cannot turn.

(c) Adjust gear lash at the point of minimum lash to .008" for all new gears. If original gear set is being reinstalled, the original lash should be maintained.

4. Measure with a shim between each bearing and its pedestal. Do not remove support tools for measuring. Select shim that measures .002" thicker than largest shim that can be inserted for each side; this should preload each differential bearing .002".

These shims are furnished to be used singly in thicknesses ranging from .040" to .082" by two thousandths. Service shims are marked with their thickness in thousandths.

5. Remove support tool farthest from ring gear, insert shim for that side, and replace support tool.

6. Place other shim in position for insertion. While keeping a heavy hand pressure on shim, spread carrier pedestals just enough to start shim, using

Spreader J-6185.

CAUTION: Do not spread pedestals any farther apart than is absolutely necessary to push differential shim into position. If pedestals are sprung too far, they may take a permanent set. See

Figure 6-79. Leave support tool in position until after shim is started to keep case assembly from dropping out of line.

7. Remove left assembly tool and push shim into final position.

Center it first with fingers through pedestal bore, then with a support tool. Remove spreader tool and pedestal wedges.

8. Lubricate support bushings with hypoid gear lubricant. Drive

Fig. 6-78—Checking Backlash with

Dial Indicator

6-36

REAR AXLE, 46, 48, 49000 SERIES rig. 6-79-lnstalling Differential

Bearing Shims each differential bearing support into its pedestal until seated solidly in the bearing, using Support Tool J-9743. See Figure

6-80. Tighten pedestal clamp bolts and nuts to 50 ft. lbs.

9. Recheck backlash as in Step

3. Final backlash must be .007"-

.009" at point of minimum lash, with not more than .003" variation around gear.

10. Add lubricant and fill to level of filler plug opening to 1/4" below.

CAUTION: If the ring gear and pinion are changed only factory hypoid lubricant should be used for filling because of its special anti-scoring properties. For this reason the proper lubricant is included in the carton with the replacement gears as received from the Buick w a r e h o u s e s . See paragraph 1-9.

6 - 1 8 DESCRIPTION OF

POSITIVE TRACTION

DIFFERENTIAL a. General Description

The Positive Traction (non-spin)

Differential is optional equipment on all series Buicks. Its primary advantage is that it reduces the possibility of the car becoming stuck under adverse driving conditions. Unlike the conventional differential assembly, when one wheel is on a slippery surface the car will still move forward since

Fig. 6-80-lnstalling Differential

Bearing Supports both wheels tend to rotate at the same speed, allowing the wheel on dry surface to provide the necessary traction.

A secondary advantage of the

Positive Traction Differential is that bumps do not adversely effect rear wheel action. During power application, with a conventional differential, when one rear wheel hits a bump and bounces clear of the road, it spins momentarily.

When this rapidly spinning wheel contacts the road again, the sudden shock may cause the car to swerve. This is also hard on the complete drive train and tires.

With a non-spin differential, the free wheel continues rotating at the same speed as the wheel on the road, thereby minimizing the shock and its resulting swerve.

The Positive Traction Differential consists of a different type of differential case assembly which is used in place of the conventional case assembly. All rear axle parts are identical.

See Figures 6-81 and 82. This p r e l o a d assures an adequate amount of pull when extremely low tractive conditions are encountered at one wheel such as mud, snow or wet ice. It also p r o v i d e s smooth transfer of torque when traveling over alternating tractive conditions at both rear wheels. In effect, the function of the preloaded clutch packs is to hold the side gears to the case which tends to hold the axle shafts together.

During application of torque to the axle, the initial spring loading of the clutch packs is supplemented by the gear separating forces between the side and spider gears which progressively increases the resistance in the differential. The unit therefore provides greater resistance under greater torque loads. This is not, however, a positive lock differential and it w i l l release before excessive driving force can be applied to one rear wheel.

CAUTION: When working on a car with a Positive Traction Differential, never raise one rear wheel and run the engine with the transmission in gear. The driving force to the wheel on the floor may cause the car to move.

b. Operation

The Positive Traction Differential has pinion gears and side gears which operate in a manner similar to those in a conventional differential. However, this unit has in addition clutch packs installed behind each side gear.

These clutch packs are statically spring preloaded to provide an internal resistance to the differential action within the case itself.

6 - 1 9 LUBRICATION OF

POSITIVE TRACTION

DIFFERENTIAL

The lubricant level should be checked every 6000 miles. Maintain level between the bottom of the filler plug opening and 1/4 inch below the opening by adding

Special Positive Traction lubricant available through the Buick

Parts Department under Group

5.535, Part No. 531536. Never use lubricant o t h e r than this special l u b r i c a n t or its equivalent, even for adding, or a severe clutch chatter may result when turning corners.

REAR AXLE, 46, 48, 49000 SERIES

DIFFERENTIAL CASE

THRUST WASHER

PINION SHAFT LOCK PIN f

\ \

6-37

SPLINED

SIDE GEARS

PINION

Figure 6-81—Positive Traction Differential

P o s i t i v e Traction Differentials filler plug or by an X in a c i r c l e ure 6-83. However, if the wrong can be easily identified either by stamped on the bottom edge of the lubricant is accidentally added, it a stainless steel plate around the carrier housing flange. See Fig- will be necessary to completely

6-38

REAR AXLE, 4 6 , 4 8 , 4 9 0 0 0 SERIES

CASE RING GEAR

BEARING

RACE

SIDE GEAR

AND CLUTCH

PACK ASSEMBLY

PRELOAD SPRING

PINION SHAFT

PIN

PRELOAD

SPRING

RETAINER

THRUST

WASHER PINION

GEAR

PINION

SHAFT

SIDE GEAR

CLUTCH PLATES

SIDE

BEARING

Figure 6-82—Positive Traction Differential—Exploded View remove all lubricant, flush with light engine oil, and then fill with the special lubricant. Capacity of the rear axle housing is 4-1/2 pints.

6 - 2 0 POSITIVE TRACTION

DIFFERENTIAL

SERVICE PROCEDURES

All rear axle service procedures are the same in the P o s i t i v e

Traction rear axle as in a conventional rear axle, except for servicing the internal parts of the differential assembly. All rear

REAR AXLE, 46, 48, 49000 SERIES

6-39

Figure 6-83—Identification of Positive

Traction Differential Axle axle parts outside of the differential such as the ring gear, differential side bearings, and axle shafts are the same in either rear axle assembly.

8. Remove the clutch plate guides and separate the shims and clutch plates from the side gears.

NOTE: Keep the clutch plates in t h e i r original location in the clutch pack.

3. Inspect clutch discs and plates for worn, cracked or distorted condition. If any of these defects exist, new clutch packs must be installed.

c. Assembly of Differential b. Cleaning and Inspection of Parts

1. Make certain that all differential parts are absolutely clean and dry.

2. Inspect cross shaft, pinions and side gears. Replace any parts which are excessively s c o r e d , pitted or worn.

1. If ring gear was removed, install ring gear on case flange using three Studs J-6251 as shown in Figure 6-76.

2. If a differential bearing outer race was removed, drive new race into case using Replacer

J-9742 as shown in Figure 6-75.

a. Disassembly of Differential

1. If ring gear or differential case is to be replaced, remove ring gear from case. Otherwise ring gear need not be removed.

2. If a differential bearing is to be replaced, pull bearing outer race from case using Remover

J-6552 as shown in Figure 6-57.

3. Clamp case assembly in a brass jawed vise by ring gear or by case flange.

4. R e m o v e pinion shaft l o c k screw and lock washer, then remove pinion shaft from case.

5. R e m o v e the preload spring thrust blocks and spring from the case. See Figure 6-84.

6. Rotate side g e a r s until the pinions are in the open area of the case. Remove the pinions and thrust washers.

7. Remove a side gear, clutch pack and shims from the case, noting location in the case to aid in reassembly. Remove the side gear clutch pack and shims from the opposite side.

Fig. 6-84—Removing Preload Thrust Blocks and Springs

6-40

3. Apply Special Positive Traction L u b r i c a n t to the clutch plates.

4. Assemble the clutch packs as follows: a. Alternately position nine clutch plates on the side gear, starting and ending with a clutch plate with the external lugs.

b. Install the two clutch guides over the clutch plate lugs.

c. Install the same shims which were removed or an equal amount on the clutch plate.

d. Repeat Steps a, b, and c on the other clutch pack.

5. Check the pinion to side gear clearance as follows: a. I n s t a l l one side gear with clutch pack and shims in the case.

b. Position the two pinion gears and thrust washers on the side gear and install the pinion shaft.

c. Compress the clutch stack by inserting a screwdriver or wedge between the side gear and the pinion shaft.

d. Install dial indicator with the contact button against the pinion gear. See Figure 6-85.

e. Rotate pinion gear. Clearance should be .001" to .006".

f. If c l e a r a n c e is more than

.006", add shims between clutch pack and case. If clearance is less than .001", remove shims.

A .002" shim will change clearance approximately .001". Recheck clearance after adding or subtracting shims.

g. Remove side gear and repeat procedure with opposite clutch pack, on opposite side of case.

6. Remove pinion shaft, pinions and thrust washers.

7. Install the remaining side gear and clutch pack with c o r r e c t shims in the case.

FLAT WASHER

TWO

C-CLAMP

REAR AXLE, 4 6 , 4 8 , 4 9 0 0 0 SERIES

PINION SHAFT

PINION GEAR i

DIAL

INDICATOR

SET J-8001

Ml

1 1

TO .006

BACKLASH

Figure 6-85—Checking Side Gear to Pinion Backlash

Figure 6-86—Compressing Preload Springs

REAR AXLE, 46, 48, 49000 SERIES

6-41

8. Place the pinion gears on the side gears and rotate into correct positioa

9. Compress the preload springs as shown in Figure 6-86 and install the preload thrust blocks and springs between the s i d e gears.

10. Insert the thrust washers behind the pinion gears.

11. Install the pinion shaft and retain with the lock bolt. Tighten lock bolt 15 to 25 ft. lbs.

12. Check the side gear splined hole to be certain it is in line with the hole in the preload thrust blocks. The spring retainer can be moved slightly to correct misalignment.

d. Simple Procedure for

Testing a Positive Traction

Differential

If there is a doubt that a Buick is equipped with a Positive Traction

Differential, or to determine if this option is performing satisfactorily, a simple t e s t can be performed.

1. Place transmission in neutral.

2. Raise one wheel off floor and place a block of wood in front and rear of opposite wheel.

3. Remove wheel cover and install torque wrench with extension on lug nut.

4. Disregard breakaway t o r q u e and observe only torque required to c o n t i n u o u s l y turn wheel smoothly. If torque reading is less than 30 ft. lbs., unit should be disassembled and repaired as required.

6-42

PROPELLER SHAFT, 4 5 , 46 r

4 8 , & 4 9 0 0 0 SERIES

SECTION 6-C

PROPELLER SHAFT, 4 5 , 4 6 , 4 8 , & 49000 SERIES

CONTENTS OF SECTION 6-C

6-21

6-22

6-23

6-24

6-25

6-26

Subject Page Paragraph

Description of Propeller Shaft— 6-27

45, 46, 48000 6-42 6-28

Description of Propeller Shaft—

49000 6-46 6-29

Propeller Shaft Trouble Diagnosis . . 6-46

Removal of Propeller Shaft 6-48 6-30

Disassembly of Propeller Shaft . . . 6-49

Assembly of Propeller Shaft . . . . 6-51

Subject Page

Installation of Propeller Shaft . . . . 6-54

Adjustment of Rear Universal

Joint Angle—45, 46, 48000 6-55

Adjustment of Rear Universal

Joint Angle—49000 6-58

Propeller Shaft Balancing

Procedure 6-58

6-21 DESCRIPTION OF

PROPELLER SHAFT-

45, 46, 48000

The propeller s h a f t assembly consists of a f r o n t propeller shaft, a rear propeller shaft, a standard universal joint at each end, and a double constant velocity type universal joint in the center. See Figure 6-87. A center support bearing attaches the rear end of the front propeller shaft to a center bearing support assembly which is mounted on a cross member between the right and left sides of the perimeter frame. A splined front yoke on the front end of the rear propeller shaft extends into a splined coupling in the rear end of the front propeller shaft. This slip spline permits the slight lengthening and shortening of the propeller shaft req u i r e d by the up and down movement of the rear axle assembly. See Figure 6-88.

The constant velocity universal joint is composed of two single joints connected with a special link yoke. A center ball and socket between the joints maintains the relative position of the two units. See Figure 6-88. This center ball causes each of the two joints to operate through exactly one half of the complete angle between the front and rear propeller shafts. Because the two joint angles are the same, even though the usual universal joint fluctuation is present within the unit, the acceleration of the front joint is always neutralized by the deceleration of the rear joint, or vice versa. The end result is, the front and rear propeller shafts always turn at a constant velocity.

The center support bearing consists of a s e a l e d bearing, the i n n e r race of which is h e l d

Figure 6-87—Propeller Shaft and Rear Axle Assembly

PROPELLER SHAFT, 4 5 , 4 6 , 4 8 , & 4 9 0 0 0 SERIES

FRONT

PROPELLER

SHAFT

CENTER SUPPORT