Chrysler Imperial 1966 Workshop Manual

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I M EKJAL and CHRYSLER
GROUP INDEX
SERVICE MANUAL
Introduction and
General Specifications
FOREWORD
Lubrication and
Maintenance
This Chrysler and Imperial Service Manual has
been prepared with the latest service information
available for use on 1966 models. Diagnosis, disas
sembly, repair, assembly and installation procedures
coupled with complete specifications and tightening
references can be found in each group. This publica
tion is one of the most important "tools" available to
the service technician. It will prove an invaluable aid
in properly performing any phase of service neces
sary to maintain or restore the fine performance and
reliability characteristics designed, engineered, and
manufactured into these outstanding automobiles.
Newport
300
New Yorker
C300-L
CHRYSLER PLYMOUTH DIVISION
-
CHRYSLER
CORPORATION
MOTORS
Chrysler Corporation reserves the right to make changes in design or to
make additions to or improvements in its products without imposing any ob
ligation, upon itself to install them on its products previously manufactured.
Front Suspension
3
Rear Axle
c
Brakes_S&9
Parking
6
Clutch
I
8
9
IMPERIAL MODELS
1965
1966
AY-l
Crown
BY-3
Crown
LeBaron
BY-3
LeBaron
AY-l
The service tools referred to in this Manual are
available through Kelsey-Hayes Company, Miller Spe
cial Tools, 17640 Grand River, Detroit, Michigan
48227, U.S.A. unless otherwise specified.
Extra copies of this Manual are available at $5.00
each under Part Number 81-0704150. Order from
Chrysler-Plymouth Division, Service Department, P.O.
Box 1658, Detroit, Michigan 48231.
2
-,
1966
BC-i
BC-2
BC-3
Newport
300
New Yorker
AccessoriesRadios, Heaters, Mirrors
I
CHRYSLER MODELS
1965
AC-i
AC-2
AC-3
AC-2-300L
1
2CM SD & 1 8-65
Electrical and Instruments
Engine-Engine Oiling
11
Exhaust System
14
Fuel System
,
Propeller Shaft and
10 Universal Joints
,
17
19
[21
Springs and Shock Absorbers
Steering Gear_MI
Power
Transmission_St dani
Automatic
22
Wheels, Bearings and Tires
23
Body, Sheet Metal and Frame
[24
MyMopar.com
litho in U. 5. A.
Cooling SystemAccessory Belt Drives
Air-Conditioning
81.0704150
_-.
INTRODUCTION AND GENERAL SPECIFICATIONS.
IMpElAL CROWN 4-DOOR HARDTOP
q
NW YORKER 2-DOO kIADTOp
Oo
hARDTOP
NEWPORT 2.DOO IIAkOTOP
MyMopar.com
fly.
1-1964 ImpeaI and Chrysler Models
Nt4o6
INTRODUCTION AND GENERAL SPECIFICATIONS
DEALER-FACTORY CONTACT
The following outline of the proper procedure to use in obtaining assistance or advice on any mat
ter applying to Service will insure your inquiries receiving prompt attention and handling. Make cer
tain those members of your organization who might have the occasion to contact either your Regional
Office or the factory, are thoroughly familiar with this procedure.
All matters pertaining in any way to Warranty Service Claims, or of a technical nature, should be
handled by you direct with your Regional Service Office. When in doubt as to the proper procedure to
follow in the handling of a claim or complaint, prompt results can be obtained through a letter, telegram
or phone call to your Regional Service Office-making certain to include all necessary information.
If the aid of a Service Representative is necessary, the Regional Office will arrange for his contact
as promptly as circumstances permit.
Letters or telegrams to the Regional Service Office, should be confined to one subject only and
should include the following information:
Car Serial Number
Date of Sale
Owner’s Name
Mileage
Complete description of difficulty, corrective action taken, your recommendations as to what should
be done and the reason for so doing.
Include Paint and Trim Code Numbers where finish, upholstery, body or sheet metal is involved,
and estimate of net cost of repairs.
CHRYSLER-PLYMOUTH DIVISION
With the exception of orders for parts or parts literature, all requests for Imperial, Chrysler, Plym
outh Service literature such as Service Bulletins, Service Manuals, Owner Manuals, Time Schedules,
W.S.C.’s or other Chrysler-Plymouth Division Service literature, should be addressed to:
Letters
Chrysler Corporation
Chrysler-Plymouth Division
Service Department
P. 0. Box 1658
Detroit, Michigan 48231
Telegrams
Chrysler-Plymouth Division
Attention
Name of person to whom sent
WUX
Detroit, Michigan
Phone 822-4700 Area Code 313
NOTE: Please make certain to include the Code WUX on all telegrams to the Chrysler-Plymouth Divi
sion as this insures delivery direct to our Teleprint Room thus eliminating delay.
PARTS DIVISION
When parts and accessories are not immediately available from your local source of supply and to
insure for fastest delivery, please follow the "IMPORTANT ORDERING INFORMATION" as outlined
in the "MASTER PARTS PRICE LIST" published by the Parts Division of Chrysler Motors Corporation.
MASTER TECHNICIANS SERVICE CONFERENCE
All correspondence concerning enrollment in the M.T.S.C. Program, issuance of awards, orders for
additional material, the return of reports, or any other matters relating to this program, should be
addressed to:
Master Technician Service Conference
Chrysler Corporation Training Center
P.O. Box 2ll
Detroit, Michigan 48231
Phone 539-3000-Area Code 313
MyMopar.com
3
4
INTRODUCTION AND GENERAL SPECIFICATIONS
1966 MODELS
Chrysler Newport
Chrysler 300
Chrysler New Yorker
BC-I
Imperial Crown
Imperial Leflaron
BC-2
BY-S
01-3
BC-3
VEHICLE AND ENGINE NUMBERS
VEHICLE NUMBER-The vehicle number Serial
Number is located on a metal plate attached to the
left front door body hinge pillar Fig. 2.
All vehicle numbers contain thirteen digits. The
vehicle number is a code which tells the carline 1st
digit, price class 2nd digit, body type 3rd and 4th
digit, engine dIsplacement 5th digit, model year 0th
digit, assembly plant 7th digit, and vehicle sequence
number last six digits starting with 100001.
ENGINE NUMBER-The engine number is
stamped on the boss on the top side of the cylinder
block just back of the water pump Fig. 3.
Fig. 2-Vehicle Number Plate
1st Digit
Carline
2nd DIgit
3rd & 4th Digits
Body Type
Price Class
5th Digit
Eng. Displacement Cii. In.
E-Economy
L-Low
M -Medium
H-High
P-Premium
C-Chrysler
V-Imperial
6th DIgit
7th Digit
Model Year
Assembly Plant
6-1966
23-2 Dr. Hardtop
27-Corivertjb le
414
42-4
43-4
45-2
45-3
3-Je Ife son
Dr. Sedan
Dr. Town Sedan
Dr. Hardtop
Seat Station Wagon
Seat Station Wagon
BODY PLATE NUMBER LOCATION
‘die body number is stamped on
plate which is
attached on the engine side of the cowl just above the
master cylinder on thiperial Models Fig. 4j. On
Chrysler Models the plate is located above the top
F-383
G-413
6-Newark
8-Export
J-440
hinge of the drivers side door. Thc plate shows the
body type, trim code, schedule date, thin code and
the paint code.
INCLUDES SOME SPECIAL ANO
5TANOARO EQUIPMENT TO AGREE
WITH CAR ORDERED
INCLUOES L}ATE AND
MONTH OF YEAR AND
ORDER NLMEER
Fig. S-Engine Number Locption
MyMopar.com
Fig. 4-Body Number Plate
CODE
NLMBER
Nk1175
INTRODUCTION AND GENERAL SPECIFICATIONS
5
GENERAL DATA AND SPECIFICATIONS
Chrysler
BC-i
Body Styles
4
2
4
4
2
Dr.
Dr.
Dr.
Dr.
Dr.
Sedan, 4 Dr. Hard Top
Hard Top, Convertible
Hard Top, 2 Dr. Hard Top
Sedan, 4 Dr. Hard Top
Hard Top, Convertible
Chrysler
BC-2
BC-2 300
Chrysler
BC-3
Newport
300
New Yorker
300
Station Wagon Town and Country
Station Wagon Town and Country
Police Car
Newport
Newport
4 Dr. I-lard Top, Convertible
4 Dr. -ar Top
Wheelbase
Imperial
BY-i
Crown
Le Baron
All Models ExceptTown and Country
Town and Country
123.5"
121.5"
123.5"
123.5"
121.5"
129"
Tread Front
62"
62"
62"
61.8"
Tread Rear
60.7"
60.7"
60.7"
61.7"
218.2"
219.0"
218.2"
218.2"
219.0"
Width with
Bumper
79.5"
79.5"
Rear Axle with
3-Speed
Manual
Transmission
3.23
3.23
Rear Axle with
TorqueFlite
Transmission
2.76
3.23
Length with
Bumper
*
Models with Dual Exhaust
MyMopar.com
All Models ExceptTown and Country
Town and Country
-
-
79.5"
-
2.76
3.23*
80.0"
-
2.94
GROUP 0
LUBRICATION AND MAINTENANCE CHART
NORMAL
SERVICE
Engine Coolant-Check level and/or anti
freeze every 2 months.
Carburetor Fuel Filter - Replace every
24,000 miles or every 2 years, whichever
occurs first.
Distributor Oil Cup-Apply 5 or 10 drops
of light engine oil to cup every 6 months.
Distributor Rotor Felt Wick-When servicing
breaker contacts, apply 2 or 3 drops of light
engine oil to wick under rotor.
Distributor Cam and Rubbing Block-When
servicing breaker contacts, apply shin film
of lubricant to cam and block surfaces,
Carburetor Air Cleaner - Clean element
every 6 months and replace every 2 years.
Carburetor Choke Shaft-Apply solvent to
each end of shaft, where it enters air horn,
every 6 months,
Manifold Heat Control Valve-Apply sol
vent to each end at shaft every 6 months.
Crankcase Ventilation System 1-Inspect
system and service every 6 months.
Automatic Transmission-Check fluid level
every 6 months. Add fluid, if necessary, to
restare to prescribed level.
Engine Tune-Up-Evaluate engine perform’
once every 12 months or 17,000 miles, which
ever occurs first, and tune, if necessary.
2 Front Brake Assemblies and Wheel Bear
ings-Inspect brake linings for wear and
wheel bearings for lubricant every 18 months
or 18,000 miles, whichever occurs first. Also
lubricate pedal bushings.
Manual Transmission-Check fluid level
every 6 months. If below bottom of filler hole,
add lubricant to restore to prescribed level.
Universal Joints-Inspect seals for external
leakage or damage every 6 months. Dis
assemble and relubricate only if leakage is
noted.
Rear Axle and Sure Grip-Check level
every 6 months. If lower than ‘/a inch below
bottom af filler hole, add lubricant to restore
levet
Engine Oil Filter-Replace every second oil
change.
Battery-Check level every 2 months.
PSF
Power Steering Reservoir - Check level
every 6 months. Add fluid, if necessary, to
restore to prescribed level.
tO
Oil Filler Pipe Breather Cap 1-Wash is
kerosene and reail with SAE 30 engine oil
every 6 months.
Engine Oil Dipstick-When refueling, check
engine oil level.
Engine Oil-Drain and refill every 3 months
or 4,000 miles, whichever occurs first. See
Viscosity Chart below:
EO
Multigrades
SAE lOW-SO Where temperatures
or
above 32°F.
SAE 20W-40
are
consissensly
SAt IOW-30 Suitable for year-long operation in many
parts of the U.S.; may be used where
temperatures occasionally drop as low
as -0°F.
SAE SW-20
Recommended where minimum tempera
sures are consistently below + 1 0F.
SAE 30
Where temperatures
above 32°F.
are
SAE 10W
Where temperatures
+32°F. and -10°F.
range
Single Grades
SGL
consistently
betweE
or
Manual Steering Gear-Check level ev.
6 months. Add lubricant, if necessary,
MP
cover worm gear.
MML
Column-Mounted Manual Transmissia,
or
Georshitt Controls-If noisy or shifsing effort
AMG 2 is objectionable, lubricate contact surfaces.
HTF
Mechanisms-See
Brake Master Cylinder-Check fluid level
every 6 months. If below 4 inch from top of
reservoir, odd fluid to restore level.
MML
MML
Front Suspension Boll Joints-Inspect seals
and joints every 6 months or whenever car is
serviced for any other reason. Replace
damaged teals or joints. Relubricate every 3
years or 36,000 miles, whichever occurs first.
AMG
2
AMG
EP-0
AMG
EP-2
CC
DCL
EO
HL
HTF
MML
MP
PSF
Steering Linkage Boll Joints-Inspect seals
and loints every 6 months or whenever car is
serviced for any other reason. Replace
damaged seals or joints. Relubricate every 3
years or 36,000 miles, whichever occurs first.
MML
Clutch Torque Shaft Bearings-Inspect far
or
wear and relubricate every 3 years or
AMG 2 36,000 miles. whichever occurs first.
MML
Clutch Release Bearing Sleeve, Release
or
Fork and Fork Pivot-If effort required to
AMG 2 depress pedal is excessive or linkage is noisy,
lubricate contact surfaces.
1 See "Crankcase Ventilation System
Servicing’.
TIRE PRESSURES PSI COLD
Models
All models except
Station Wagons
All Stotion Wagons
Front
Rear
24
24
24
28
$
* Posjtion for 1ff adapter
A Prepacked bearing
* Coojing system drain
CHRYSLER
Above pressures for Average Rated Load. See
"Tires", Group 22, far tire sizes and additional
pressure recommendationi.
Chart Chrysler
MyMopar.com FIg. I-Lubrication
NN678
Body Maintenance Section.
KEY TO LUBRICANTS
Part No?
Autamatic Transmission
Fluid. AQ-ATF, Suffix "A"
1843314
Automotive Multi-Purpose
Grease-NLGI-Grade 2
Automotive Multi-Purpose
Grease-EP’NLGI-Grade 0
Automotive Multi-Purpose
Grease EP-NLGI-Grade 2
Carburetor Cleaner
Cam Lubricant
1643273
1473595
Engine Oil
2585317
Hypoid Lubricant
2421 352
High Temperature Brake Fluid
2525035
Multi-Mileage Lubricant
Multi-Purpose Gear Lubricant
Power Steering Fluid
2084329
Manifold Heat Control Valve Solvent 1879318
UJ 0 Universal Joint Grease, NLGI-Grade 0
SGI.
Sure-Grip Lubricant
2585318
*5cc Alternate Specifications In Individual Paragraphs.
CAPACITIES
Add 1 qt, when replacing fllterj
4 qts.
Cooling System
17 qts.*
w/Trl. Tow,, A/Car CAP
18 qts.*
Rear Axle
Transmission
Torqueflite
18.5 pts.
Manual
6 pts.
All cxc. Station Wagon
25 gals.
Fuel Tank
Station Wagon
22 gots.
tAdd 1 ‘/ quarts when equipped with rear seat heater.
Engine Oil
Newport, 300 and New Yorker
--
0-2
LUBRICATION AND MAINTENANCE
LUBRICATION AND MAINTENANCE CHART
Engine Oil Filter-Replace every second oil
change,
NORMAL SERVICE
Engine Coolant-Check level and/or anti
freeze every 2 months.
Carburetor Fuel Filter-Replace every
24,000 miles or every 2 years, whichever
occurs first.
Distributor Oil Cup-Apply 5 or i 0 drops of
light engine oil to cup every 6 months,
Distributor Rotor Felt Wick-When servicing
breaker contacts, apply 2 or 3 drops of light
engine oil to wick under rotor.
Battery-Check level every 2 months,
P$F
Power Steering Reservoir-Check level
every 6 nionttis. Add fluid, if necessary, to
restore to prescribed level,
-
CO
Oil Filler Pipe Breather Cop I- Wash in
kerosene and reoil with SAC 30 engine oil
every 6 months.
Engine Oil Dipstick-- When refueling, check
engine oil level,
Distributor Cam end Rubbing Block-When
servicing breaker contacts, apply thin film of
lubricant to ram and black surfaces.
Engine Oil-Drain and refill every 3 months
EO
or 4,000 mites, whichever
Viscosity Chart below,
occurs first. See
Carburetor Air Cleaner-Clean element
every 6 months and replace every 2 years,
Carburetor Choke Shaft-Apply
Multigrodes
SAC 1OW-30 Where Temperature
or
above 32 F,
are
SAE 1OW-30 Suitable for year-long operation in many
Crankcase Ventilation System 1-Inspect
parts of the U-S. may be used where
temperatures occasionally drop as low
as -10 F,
system and service every 6 months,
Recommended where minimum tempera’
every 6 months. Add fluid, if necessary, to
restore to prescribed level.
Automatic Transmission-Check
lures are consistently below -t- 10 F.
Engine Tune-Up-Evaluate
Where
temperatures
are
consistently
Where
temperatures
range
between
+32F. and -10 F.
Broke Master Cylinder-Check
HTF
level every
6 months, If below ¼ inch from top of reservoir,
Body Mechanisms-See
add fluid to restore level,
Section.
Front Suspension Ball Joints-Inspect seals
and joints every 6 months, or whenever car is
serviced for any other reason, Replaco dam
aged seals or aints, Relubricote every 3 years
or 36,000 mites, whichever occurs first.
MML
MML
engine perform
AMG 2 Front Broke Assemblies and Wheel Bear
MML
ings-Inspect brake linings far wear and
wheel bearings for lubrication every 18
months or I 8,000 miles, whichever occurs first.
Also, lubricate pedal bushings.
above 32 F.
SAC lOW
fluid level
ance every I 2 months or 1 2,000 miles which
ever occurs first, and tune, if necessary.
Single Grodos
SAE 30
Steering Linkage Ball Joints-Inspect
and joints every 6 months, or whenever
serviced for any other reason- Replace
aged seals or joints. Relsbricate every 3
or 36,000 miles, whichever occurs first.
Body Maintenance
KEY TO LUBRICANTS
Part Na.*
AA
Automatic Transmission
Fluid, AO-ATF, Suffix "A"
seals
car is
dam
years
AMG
Automotive Multi-Purpose
2
Grease-NLGI-Grade 2
1843314
AMG
Automotive Multi-Purpose
EP-0 Grease-EP-NLGI-Grade 0
AMG
Automotive Multi-Purpose
UJ
0
Front Universal Joint-Inspect seals for leak-’
age or damage every 6 months,
EP-2 Grease EP-NLGI-Grode 2
CC
Carburetor Cleaner
1643273
AMa
EP-0
Universal Joint Spline-Inspect
seals for’
leakage and damage every 6 months, Dis
assemble and relubricate only if necessary,
DCL
Cam Lubricant
1473595
CO
HL
Engine Oil
Hypoid Lubricant
2585317
AMG
Center and Rear Universal Joints-Inspect
seals for leakage ond damage every 6
months, Disassemble and relubricote only if
necessary.
HTF
High Temperature Brake Fluid
2421352
MML
2525035
MP
Multi-Mileage Lubricant
Multi-Purpose Gear Lubricant
PSF
Power Steering Fluid
2084329
EP-2
HL or
MP
SGL
to
Manifold Heat Control Valve-Apply sol
vent to each end of shaft every 6 months,
SAE 20W-40
SAE 5W-30
solvent
each end of shaft, where it enters air horn,
every 6 months.
consistently
Rear Axle and Sure-Grip-Check level every
6 manths. If tower than ¼ inch below bottom
of filler hole, add lubricant to restore level.
1
See ‘‘Crankcase
Servicing’’.
Vensilation
1 qt. when replacing f’,lterj
Cooling System including heater
.
.5 qts.
Add
Rear Axle
Valve Solvent
UJ 0
System
CAPACITIES
Engine Oil
Manifold Heat Control
1 8 qts.
4 pts.
Transmission
18.5 pts,
Fuel Tank
23 gals,
NLGI-Grade 0
$GL
Sure-Grip Lubricant
2585318
*See Alternate Specifications In Individual
A Prepacked bearing
* Cooling system drain
Paragraphs.
IMPERIAL
NN679
See "Fuel" Section for proper cap application
and fuel tank venting.
MyMopar.com
1879318
Universal Joint Grease,
Fig. 2-Lubrication Chart-Imperial
TIRE PRESSURES PSI COLD
Modets
Front Rear
All models except
Convertible Coupe
22
22
Convertible Coupe
24
24
Above pressures far Average Rated Load. See
‘‘Tires’’, Group 22, for tire sizes and additional
pressure recommendations.
LUBRICATION AND MAINTENANCE
0-3
LUBRICATION AND MAINTENANCE
CONTENTS
ALTERNATOR
BATTERY
BODY MAINTENANCE
Deck Lid Hinge
Deck Lid Latch
Door Check Arm-Rear Door
Door Hinges
Door Latch Striker Rotor
Door Latch Striker Plates
Door Locks, Remote Controls, Window
Regulators
Fuel Tank Access Door Hinge
Hood Hinge
Lock Cylinders
Tail Gate Torsion Bar
Throttle Linkage
BRAKES
CARBURETOR AIR CLEANER
Paper Element Type
CARBURETOR CHOKE SHAFT
CERTIFIED CAR CARE
CHASSIS LUBRICATION
Front Suspension Ball Joints
Steering Linkage Ball Joints
CLASSIFICATION OF LUBRICANTS
Engine Oil
Gear Lubricants
Greases
CLUTCH LINKAGE
Manual Transmission
Clutch Release Bearing Sleeve, Release
Fork and Fork Pivot
Clutch Torque Shaft Bearings
COOLING SYSTEM
CRANKCASE VENTILATION SYSTEM
Carburetor Air Cleaner
Cleaner Air Package
Closed
Servicing Procedures
Standard
Page
9
9
22
21
21
21
21
21
21
22
20
20
22
23
7
14
14
3
Page
9
11
10
13
10
11
11
19
15
9
6
20
8
13
10
8
24
15
15
REAR AXLE
6
6
6
7
Standard and Sure-Grip
7
Trailer Towing Service
SPEEDOMETER CABLE
19
STEERING GEAR
Manual
17
17
Power Steering
SUMMARY OF LUBRICATION AND MAINTENANCE
3
SERVICES
19
TIRES
9
TRANSMISSION
6
6
8
9
13
11
11
12
11
CERTIFIED CAR CARE
Certified Car Care is a thorough servicing program
that helps make sure the cars you sell receive the reg
ular attention you know they need.
Certified Car Care helps build business for you in
the best way known-through customer satisfaction.
Inform your customers that the best approach to
trouble-free driving is Certified Car Care.
This is a practical plan to help you build up sales
and service volume, by providing regular service cus
tomer visits.
SUMMARY OF LUBRICATION AND
MAINTENANCE SERVICES
Maintenance and lubrication service recommenda
tions for the 1966 Chrysler Corportion-built vehicles
have been compiled to provide maximum protection
MyMopar.com
DISTRIBUTOR
ENGINE OIL FILTER
ENGINE OIL-SELECTION OF
ENGINE PERFORMANCE EVALUATION
FREQUENCY OF OIL CHANGES
During Break-In
Severe Operating Conditions
Taxi and Police Operation
FRONT WHEEL BEARINGS
FUEL FILTER
HEADLIGHTS
HOISTING
HOOD LOCK
HYDRAULIC BRAKE SYSTEM
MANIFOLD HEAT CONTROL VALVE
MATERIALS ADDED TO ENGINE OILS
PARKING BRAKE MECHANISM
PARTS REQUIRING NO LUBRICATION
PROPELLER SHAFT AND UNIVERSAL JOINTS
Constant Velocity Universal Joints
Cross and Roller Type
18
Automatic
18
Trailer Towing Service and Hard Usage
TRANSMISSION
Column-Mounted Manual Transmission
Gearshift Controls
18
17
Manual Three-Speed
18
Trailer Towing Service
10
WINDSHIELD WIPER BLADES
for the car owner’s investment against all reasonable
types of driving conditions.
Since these conditions vary with the individual car
owner’s driving habits, the area in which the car is
operated and the type of service to which the car is
subjected, it is necessary to prescribe lubrication and
maintenance service on a time frequency as well as
mileage interval basis.
Vehicles operated under conditions not classified as
normal service for passenger cars, such as in trailer
towing service; operation at higher than normal load
ing or police or taxicab operation, require servicing at
more frequent intervals. This information is included
in each group under appropriate headings.
Information pertaining to Lubrication and Mainte
nance requirements is shown on charts Figs. 1 and 2
and on page 5-
______
0-4
LUBRICATION AND MAINTENANCE
STATION WAGON 65"
ALL OTHER MODELS
-
54-58"
-
22.2"
26.7"
PAD POSITION WITHIN
20 SQ." MINIMUM
FOUR PADS
THESE LIMITS SATISFACTORY
STATION WAGON 121"
ALL OTHER MODELS 124’
FRONT
REAR WHEELS
WHEELS
NH 196
Fig. 3-Support Locations for Frame Contact HoistingChrysler Models
-
17.2"
CAR
17,7"
22.5"
PAD POSITIONS WITHIN THESE
28.5" -
/
LIMITS SATISFACTORY
20 50." MINIMUM FOUR PADS
t
REAR WHEELS
Fig. 4-Support Locations for Frame Contact HoistingImperial Models
MyMopar.com
N Ni 95
LUBRICATION AND MAINTENANCE
0-5
LUBRICATION AND MAINTENANCE SERVICES
SERVICE
ITEM
PAGE
Replace
INTERVAL
Fluid
Level
3 Months or 4,000 Miles,
whichever occurs first
Engine Crankcase Oil
10
Every Second Oil Change Engine Oil Filter
11
Rotate Tires
19
CarburetorAirCleaner
14
Crankcase Ventilation System
12
Carburetor Choke Shaft
14
Oil Filler Pipe Breather Cap
12
Manifold Heatcontrol Valve
13
Distributor
9
Transmission
17 & 18
Rear Axle
7
Gear
17
Steering
Every 6 Months
Linkage
6
Suspension Ball Joints
6
Universal Joints
10
Propeller Shaft Spline
Imperial
17
Brake Master Cylinder
8
Brake Hoses
7
Body Mechanisms
20
Headlight Aiming
9
Cooling
9
Every Year
Crankcase Ventilator Valve
All Systems
12
Every 12 Months or
Engine Performance
12,000 Miles, whichever
Evaluation
occurs first
13
Every 18 Months or
Brakes, Brake Linings and
18,000 Miles, whichever
Brake Linkage Bushings
7
occurs first
Front Wheel Bearings
19
Every 2 Years
Carburetor Air Cleaner
14
Every 2 Years or 24,000
Fuel Filter
Miles, whichever occurs
first
15
Every 3 Years or 36,000
Front Suspension Ball Joints
6
Miles, whichever occurs Steering Tie Rod Ends
6
first
Clutch Torque Shaft
8
Spark Plugs-See Engine
Performance Evaluation
13
Speedometer Cable
19
Clutch
Release
When Necessary
Bearing Sleeve, Fork
Fingers and Pivot
9
Column-Mounted Gearshift
Linkage
18
Wheel Brakes
7
Parking Brakes
8
Points That Should Not Be Lubricated
24
-
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SERVICE
Check Inspect Lubricate Service
and/or
Clean
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
-
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
0-6
LUBRICATION AND MAINTENANCE
CLASSIFICATION OF LUBRICANTS
Oils and lubricants are classified and graded ac
cording to standards recommended by the Society of
Automotive Engineers SAE, the American Petro
leum Institute API and the National Lubricating
Grease Institute NLGI.
Engine 011
The SAE grade number indicates the viscosity of
engine oils, for example SAE 30, which is a single
grade oil. Engine oils are also identified by a dual
number, for example SAE 10W-SO, which indicates a
multigrade oil.
The API designation indicates the classification of
engine oils for use under certain operating conditions.
Only engine oils designated "For Service MS" should
be used. These oils contain sufficient chemical addi
tives to provide maximum engine protection Both
the SAE grade and the APT designation must be
found on the container.
CHASSIS LUBRICATION
Front Suspension Ball Joints
The front suspension ball joints Fig. 5 are semipermanently lubricated with special lubricant at the
factory. Relubrication is required every 3 years or
36,000 miles, whichever occurs first. The ball joints,
however, should be inspected every six months, or
whenever vehicle is serviced for other reasons, for
damage to the seals which can result in loss of lubri
cant. Clean accumulated dirt and lubricant from out
side surface of seals to permit thorough inspection.
Replace damaged seals or joints immediately to pre
vent contamination of lubricant or damage to parts.
Lubricate ball joints, if necessary.
Gear Lubricants
The SAE grade number also indicates the viscosity
of Multi-Purpose Gear Lubricants, defined by MIL-L
27058. An example is SAE 75, which is a light viscosi
ty lubricant.
Lubricants-Greases
Semi-solid grease lubricants, such as specified for
propeller shaft universal joints, bear the NLGI desig
nation. They are further classified as grades "0" or
HOISTING
Special care should be taken when raising the vehi
cle on a frame contact type hoist. The hoist must be
equipped with the proper adapters in order that the
vehicle will be supported in the correct locations
Figs. 3 and 4.
Conventional hydraulic hoists may be used after
determining that the adapter plates will make firm
contact with the lower control arms and the rear axle
housing.
A regular floor jack may be used under the rear
axle housing, or under the front suspension lower
control arms, however, a floor jack must never be
used on any parts of the underbody.
CAUTION: Do not attempt to raise one entire side of
the vehicle by placing a lack midway between front
and rear wheels. This practice may result in perma
nent damage to the body.
The bumpers are designed to accept a bumper jack
in an emergency, if it becomes necessary to change a
tire on the road. Notches are provided in the bumpers
for the purpose of raising the vehicle with the
bumper jack.
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Fig. 5-Upper and Lower Ball Joint Lubrication Points
Newport, 300, New Yorker
When lubricating control arm ball joints, use only
the special long-life chassis greases intended for this
purpose. Multi-Mileage Lubricant, Part Number
2525035, is a lubricant of this type recommended for
all Chrysler Corporation vehicles. Remove threaded
plug from each ball joint and temporarily install lu
brication fittings. Inject lubricant until it flows freely
from seal bleed area at base of seal. Stop when seal
begins to balloon. Remove fittings and reinstall
threaded plugs.
CAUTION: If high pressure lubrication equipment is
used, stop filling when lubricant begins to flow freely
from bleed area at base or at the top of the seal, or if
the seal begins to balloon.
Steering Linkage Ball Joints
The four tie rod end ball joints and the steering
gear arm ball joint Fig. 6 are semi-permanently lu
bricated with a special lubricant at the factory.
Relubrication of tie rod ball joints is required every
-LUBRICATION AND MAINTENANCE
0-7
if necessary to change lubricant, remove old lubri
cant with a suction pump ‘rig. 4
The fhuid ]evel. however, should be checked every
six month& When checking the level, vehicle should
be in a level position on a wheel or axle-type hoist.
The level should be between the bottom of the filler
plug hole to one-half inch below,
N K&5
Fig- 6-Steering Linkage lubrication Points
3 years or 38,000 miles, whichever occurs first. The
ball joints! however, should be inspected every six
months. or ‘shejiever vehicle is serviced for other ma
sons, for damage to seal.c which can result in loss of
lubricant.
When inspecting ball joints, clean accunmlated dirt
and lubricant from outside surfaces of seals to permit
thorough inspection. Replace damaged seals or joints
immediately to prevent contamination of lubricant or
failure of parts. Lubricate ball joints, if necessary.
When lubricating stcering linkage ball joints, use
only the special long-life chassis greases intended for
this purpose- Multi-Mileage Lubricant Part Nmnber
2525025 is a lubricant of this type recommended for
all Chrysler Corporation vehicles. Remove threaded
plug from each ball joint and temporarily install In
brication fittings. Inject lubricant until it flows freely
from seal bleed area at top or base of seal- Stop when
seal begins to balloon. Remove fittings and reinstall
threaded plugs.
CAUTION: High pressure lubrication equipme.,t mfl
be used if care Is taken *o use an extremely 5low flow
rate to allow lime to observe the lubricant bleed from
the seal besa
REAR AXLE
Standard and Sure-Grip
The lubricant installed in the rear axle at time of
assembly is a high quality product and regularly
scheduled changes of the lubricant are not recom
mended iii vehicles where operation is classified as
normal passenger car senice. The only exceptions,
however, would be where the lubricant has become
contaminated with water! or in the case of thc stand
ard rear axle, to provide the correct viscosity grade
for the anticipated temperature range, as indicated by
the accompanying table:
Anticipated Temperature Range
Viscosity Grade
Above
-1rF.
SAE
As low as
-3OF-
ME 80
-3GF.
SAE 75
Below
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Fig.
7-Removing Ree.’ Axle Lubriceet
To restore level in the standard rear axle, if neces
sary, add sufficient quantity of multi-purpose gear
lubricant, as defined by lllL-l-2I05B. Such a lubri
cant is available under Part Number 2585317, Hypoid
Gear Lubricanl.
Use the correct viscosity grade for the anticipated
temperature ranges previously mentioned.
In Sure-Grip axles, use only the special multi
purpose gear lubricant intended for use in limited-slip
differentials. Such a lubricant is available under Part
Number 2585318. Special Sure-Grip Lubricant.
TraiJer Towing Service
For vehicles equipped for trailer towing service, the
rear axle lubricant should be changed periodically.
Drain and refill the axle with the specified lubricant
every 36,000 miles or 3 yeafl whichever occurs first.
lithe axle is submerged in water, such as on a boat
launching ramp where water can enter the axle vent,
and contamination is suspected or evident, replace the
lubricant immediately to avoid early axle failure.
BRAKES
The brakes on all models equipped with drum
brakes, except for some pollee cars and high-perform
ance models, are equipped with self-adjusting fea
tures which make it unnecessary to perform major
brake adjustments.
Inspect brake linings for wear every IS months or
18,000 miles, whichever occurs first. At this time? lu
bricate contact areas of brake shoe supports with a
very thin film of high-temperature, silicone type lu
bricatlng compound. Such a lubricant is avallable
0-8
LUBRICATION AND MAINTENANCE
under Part Number 1881923, Sil-Glide.
To perform this service, remove brake shoes and
clean contact areas. Smooth down with sandpaper be
fore applying Sil-Glide.
HYDRAULIC BRAKE SYSTEM
Every six months check fluid level in master cylin
der frig. 8. ‘l’he level should be within one-quarter
inch of top of reservoir.
NM 174
Fit. 9.-Foot-Operated Parkh,g SrWr.
four and one half inches, the brake cable should be
adjusted. For adjusting procedure, refer to Parldng
Brakes," Group 5.
Fig. 8-Master Cylinder
CAUTION
Before removing master cylinder cover
and screw, wipe them clean to prevent dirt and other
foreign matter fron, dropping into reservoir.
Replenish fluid! when necessary, with Heavy Duty
Hydraulic Brake fluid! conforming to SAE 70R3 for
best brake performance and greater safety. Such a
fluid is available under Pan Number 2421a52. Hi
Temp Hrake Fluid.
Inspect brake hoses for cracldng, abrasions, cuts or
tears it! outer covering. Examine all connections for
fluid leakage and correct where necessary.
The plastic bushings at the upper end of the brake
pedal should be serviced every 18 months or 18000
miles, whichever occurs first, or at time of major
brake service. The bushings, located on the brake
pedal pivot on all models, should be removed, thor
oughly cleaned and relnbricated with an automotive
multi-purpose grease such as Multi-Mileage Lubricant,
Part Number 2525035.
CLUTCH LINKAGE
Manual Transmission
Clutch Torque Shaft Bearings
!
r:
--t:
t
i.I4-
FILL CAVITY
oTM
All models use a foot-operated lever Fig. 9. Pivot
points indicated should be lubricated occasionally to
maintain ease of operation.
Apply a film of smooth, white body hardware lubri
cant conforming to NLOI. grade 1. Lubriplate, Part
Nmnber 1004700, is a type of lubricant recommended
for this purpose.
When
the root pedal can be depressed more than
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SIDES
I
.4
-
::..
..
PARKING BRAKE MECHANISM
-
Inspect clutch torque shaft bearings Fig. 10 for
wear amid relubricate every 3 years or 30,000 miles,
whichever occurs first. To perform this service, refer
to "Clutch," Group 8. After removing torque sbaft
assembly, disassemble and thoroughly clean all parts
in a suitable solvent and inspect for wear. Damaged
bearings and/or ball studs should be replaced.
,.
64
l71a
Fig. iO-C!uldi Torque Shaft and Linkage
Lubrication Points
When reassembling shaft, coat inside surfaces at
ends of shaft, inside and outside surfaces of hearings
and ball studs Fig. 10 with Multi-Mileage Lubricant,
Part Number 2525035, or Automotive Multi-Purpose
Grease. NLGI grade 2.
-LUBRICATION AND MAINTENANCE
Clutch Release Bearing Sleeve, Release Fork
and Fork Pivot
Whenever the effort required to depress the clutch
pedal becomes excessive, or when servicing clutch
torque shaft bearings, lubricate sleeve, fork and pivot
Fig. 1o. To gain access to these areas remove clutch
inspection plate at bottom of clutch hausing. the fork
seal and the fork.
CAUTION: Care must be tsk.n to avoid gettln lubri
cant on clutch disc and/er pressure plate.
Fill cavity in sleeve and coat release fork pads on
sleeve Fig. 10 with Multi-Mileage Lubricant, Part
Number 2525035, or Automotive Multi-Purpose
Grease, NLGI grade 2. Apply a film of sammie lubricant
on contact areas of fork fingers, pivot contact area of
fork and fork pivot.
COOLING SYSTEM
Inspect coolant level every two months and refill as
necessary.
Dram, flush and refill cooling system once a year,
preferably in the Fall. If the system contains a con.
siderable amount of sediment, clean and flush with a
reliable cooling system cleaner. Follow with a thor
ough rinsing to remove all deposits.
Drain cooling system by removing drain plugs in
sides of cylinder block and open drain cock in lower
radiator tank.
On Chrysler models equipped with rear seat heater,
drain heater by removing hose clamps at rear on
underbody panel and disconnect hoses at heater con
0-9
and ventilating holes inspected for an accummatior’ of
dirt which would obstruct the flow of air Refer to
Electrical," Group 8, for complete servicing of the
alternator.
sAnE RY
Check fluid level every two months, and more often
in hot weather and on long trips. Fill cells, if neces
sary, using only water of a known low mineral con
tent, until water is ¾ inch above plates. Do not
overfill.
Check specific gravity. using a reliable hydrometer,
every 12 months or 12,000 miles, whichever occurs
fir or more often if there is excessive ufie of water.
Clean battery posts and cable terminals and tighten
terminals. Coat connections with light mineral grease
or petrolatum.
Refer to Electrical,’’ Group 8, for complete servic
ing
DISTRIBUTOR
Apply 5 to 10 drops of light engine oil into distribu
tor oil cup il’ig. 11 every si months.
nections. Discard old solutions.
All models are equipped with 180 degree thermo
stats and only permanent type anti.freeze should be
used. Alcohol base anti-freeze products should not be
used because of their low boiling point. The use of
160 degree thermostats is not recommendcd, especial
ly for vehicles equipped with air-conditioning.
Refill cooling system with water and a suitable high
quality, permanent type anti-freeze, in sufficient
quantity to protect the system against freezing during
cold weather seasons. A suitable high quality perma
nent type anti-freeze is available under Part Number
I 3] 6209.
When vehicle is operated in areas where protection
from freezing is not required. and vehicle is not
equipped with Air Conditioning, refill cooling system
with clean water and add a high quality corrosion
inhibitor, such as Chrysler Rust Resistor. Part Num
ber 2421778. Tbis need not be done until the first
yearly se,Mce.
ALTERNATOR
The alternator is provided with prelnbricated bear
ings. which require no periodic lubrication.
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The
outside of the alternator should be wiped clean
Fin. I T-Distributor Lub.lcotio,, Points
Whenever breaker cootacts are serviced, lubricate
cam surfaces, Wipe old lubricant from cain and rub’
bing block Fig. 11 and apply a thin film of Can’
Lubricant, Part NLLlnher 1473595. or equivalent. At
this time, apply 2 or 3 drops of light engine oil to felt
wick under rotor.
CAUTION: Avoid over.oiling and applying an xees
Live amount of earn lubricant to prevent lubricants
from apreading to breaker contacts,
HEADLIGHTS
One of the most important factors in automobile
safety, is the correct aiming of the headlights
Changes in suspension, such as front suspension
height and/or deflection of rear springs due to heavy
0-10
LUBRICATION AND MAINTENANCE
loading, will change the headlight beam pattern and
may cause unsafe night time driving conditions.
Therefore, it is recommended that headlight aiming
be checked every six months.
If a vehicle is abnormally loaded, such as for a
vacation trip, or with a salesman’s products, the head
light aiming should be checked and adjusted to serve
the new conditions. Refer to "Electrical Group,"
Group 8, for adjusting procedures.
number and an MS Service classification on the con
tainer should not be used.
WINDSHIELD WIPER BLADES
Long exposure to heat and road splash tend to
harden the rubber wiper blades, thus destroying their
efficiency. When blades smear or in general do not
satisfactorily clean the windshield, they should be re
placed.
To replace, depress release on top of blade bridge
and slide out rubber blade. Slide new rubber blade
refill into bridge to lock it in place. Refer to Parts List
for correct rubber blade refill.
ENGINE OJL-SELECTION OF
For best performance, and to provide for maximum
protection of all engine for all types of operation, only
those lubricants should be selected which:
a Conform to the requirements of the API classi
fication "FOR SERVICE MS."
b Have the proper SAE grade number for the ex
pected temperature range.
Oil Viscosity Recommendations
Multigrades
SAE 20W-40 or Where temperatures are consistently
SAE 1OW-30
above 32°F.
SAE 1OW-30
Suitable for year long operation in
many parts of the U.S.; may be used
where temperatures occasionally drop
as low as -10°F.
SAE 5-W20
Recommended where minimum tem
peratures are consistently below
+ 10° F.
Single Grades
SAE 30
Where temperatures are consistently
above 32°F.
SAE lOW
Where temperatures range between +
32°F. and -10°F.
Low viscosity oils make engine starting easier in
cold weather. Modern SAE 5W-20 grade oils have
been subjected to extensive engineering evaluation
and may be safely used as recommended. As stated in
the accompanying chart Fig. 12, when minimum
temperatures may be consistently below + 10°F. dur
ing some winter months, oils of the SAE 5W-20 vis
cosity may be used. If your region is in the shaded
area, SAE 5W-20 oil should be used during the winter
months.
Lubricants which do not have both an SAE grade
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NK575
Fig. 12-Shaded Area Covers Region where
Minimum Temperatures of +10°F. are Consistently
Reached During Winter Months
MATERIALS ADDED TO ENGINE OILS
It is not necessary to add any other products to
engine oils for most types of driving when MS quality
oils are used.
In some instances, such as infrequent operation or
short trips only, and during break-in after a major
overhaul, addition of special materials containing
anti-rust and anti-scuff additives is beneficial. A suit
able product for this purpose is available under Fart
Number 1879406, Engine Oil Supplement.
FREQUENCY OF OIL CHANGES
The engine oil should be changed every three 3
months, or 4,000 miles, whichever occurs first.
During Break-In
Cars should be driven moderately during the first
300 miles. After the initial 50 miles, speeds up to 50
to 60 mph are desirable. While cruising, brief fullthrottle acceleration contribute to a good break-in.
Wide-open throttle accelerations in low gear can be
detrimental and should be avoided for at least 500
miles.
The oil installed in the engine at the factory is a
high quality lubricant, classified "For Service MS,"
and should be retained until the first regularly
scheduled three-month or 4,000 mile oil change,
whichever occurs first. If it becomes necessary to add
oil during this initial period, an oil with the "For
Service MS" classification and of the proper viscosity
grade should be used. Nondetergent or straight
mineral oils must never be used.
Frequently, a new engine will consume some oil
during its first few thousand miles of operation. This
should be considered as a normal part of the break-in
and not to be interpreted as an indication of diff i
culty.
LUBRICATION AND MAINTENANCE
Severe Operating Conditions
Severe operating conditions, such as frequent driv
ing on dusty roads, or in saiidy geographic areas, or
unusually short trip driving in cold weather may rea
sonably require oil changes more frequently than
every three months Under these conditions, consult
and follow the adsice of any Chrysier Motors Corporalion Authorized Dealer’s Service Manager
0-11
to the throttle body passages and the oil filter pipe
breather cap.
‘
V
EREMEIER
CONNECIT-G hON
i_M
Taxi and Police Operation
Severe service such as taxi and city police driving,
which are principally short trip operations including
frequent and prolonged idling, require more frequent
oil changes on a regular schedule. For this service, it
is recommended that engine oil be changed every two
months, not to exceed 2000 miles. Replace filter
every second oil change.
mis *v#
ENGINE OIL FILTER
All engines are equipped wth full-flow, throw-away
oil filters Fig. 13 to provide efficient filtering of en
gine oil for ruaximuni engine protection.
ES IS COLDE CODED TO IOETI N
&VL ASSEMbLY
‘e
ENONES
Mxnz C
Fl9
14_Strntdard C,ankces
VentIlatIon System
The Closed Ventilation System Fig. 15 is basically
the same as the Standard System except that it con
tains a closed oil filler pipe breather cap Fig. 16 and
a hose connecting the cap to the carburetor air clean
er housin& In addition, the air cleaner filter element
is provided with a plastic mesh outer wrapper Fig.
171.
bREATHER CAP HOSE
OIL FILTER
ASSEMBLY
/
CONNECTING FIOSE
-:
IrAKE MANIFOLD
Engine eli Fitter 383, 440
Cu In. Enginesl
<
-
Fig. 3aemovin
The filter should be replaced every second oil
change. Since filters vary widely in quality, it is rec
oumiended that a Chrysler Corporation Engine Oil
Filter, or equivalent, be used or replacement to as
sure efficient service.
CRANKCASE VENTILATION SYSTEM
Two types of crankcase ventilation systems will be
found on Chrysler and Imperial models. A brief
desc"iption follows to provide easy identification so
that proper service procedures may be applied.
The Standard VenFilation System {l1ig 14 consists
of a ventilator valve and cap mounted on the right
hand rocker cover, a carburetor with drilled passages
in the
throttle body, a hose leading from the valve cap
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/
FLOW
CONTROL
VALVE
>
BEEATIIER
cr
THIS WASHER IS COLOR
CODED TO IDENTIFY
VENT vALvE ASSEMBLY
V-C
ENGINES
o4X3o70
Fi9. I 5_Closed Cronkcase V.ntilotion System
Cleaner Air Package
The crankcase ventilation system utilizing the
Cleaner Air Package Fig. 10 is basically the Closed
Crankcase Ventilation System Fig. isi combined with
a system of exhaust emission control through timing
and earburetion. This is provided through the use of
a modified carburetor, an altered distributor and a
special vacuum control valve.
0-12
LUBRICATION AND MAINTENANCE
NKSZ7
Fig. 76-Closed Type Srecther
Cap
WQAPPER
ALTER ELEMENT
,..,.
....,...;..t__
NES6
Fig. I7Cothuretor AIr Cleaner Element
and Wropp.r
ALIEE ED DIsTRIBUTOR
iOOIF]a CMBURETOR
outlined Replace valve every year.
In cases of severe service, such as experienced in
p0] ce. taxicab or other operation involving short Irips
with prolongcd idling, it is recommended that the sys
tem be checked for operation with *very oil change
and serviced as required.
With engine idling, remove ventilator valve assem
bly from right hand rocker cover Fig. 14. If valve is
worhng frcoly, a hissing noise will be heard as air
passes through the valve, and a strong vacuum should
be felt when a finger is placed over the valve inlet.
if valve is worhng properly, reinstall ventilator
valve assembly and remove oil filler pipe breathcr
cap. With engine idling, loosely hold a piece of stiff
paper or a parts tag over oil filler pipe. After allowing
about a rrlinute for crankcase pressure to reduce, the
paper should be drawn against filler pipe with a no.
ticeable force. If this occurs, a final check should be
madetobe certain valve shuttle isfree.
Shut off engine, remove valve and shake it vigor
ously. A clicking noise should he heard if valve shuttle
is free. If noise is heard, valve is satisfactory and no
further service is necessary.
If valve does not click when shaken, or the papor is
not drawn against filler pipe with a noticeable force,
replace valve and recheck system.
Do not attempt to clean valve. Replace it with slew
one. Use valves that have a black end washer.
Remove ventilator valve hose Fig. 14 from cap and
carburetor. Inspect it for deposits and clean. if IIel:es.
sary.
Remove breather cap F’ig 14 and wash it thorcughly in kerosene or other suitable solvent to re
move all old oil and dirt. Reoll filter element with
SAE 30 engine oil.
Servico air cleaner filter element every six months.
as outlined on page 14, and replace filter elemcnt
every two years. Use a Chrysler Corporation filter
element or equivalent for replacement.
Remove carburetor. Hand turn a ¼ inch drill
through the passages to dislodge solid particles.
CAUTION: under no circumstances should metal be
removed. Use smaller drill, If necessary. Blow pas
sages clean. It is not necessary to disassembl, the
Fig. IS-Cleaner
Air Packoge
Typical
Servicing Procedures
Periodic servicing of the crankcase ventilation sys
tem is required to maintain good engine performance
and prevent malfunction of the system because of
combustion products deposited in the valve, hose and
carburetor passages.
Standard System
Every six months clean and service the system as
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carburetor for this service.
Closed Ventilation System
Service system with the wrapper air cleaner every
six months, as outlined for the standard system. Re
place valve every year. Service air cleaner filter ele
ment every six months, as outlined on page 14. and
replace filter clement and wrapper every two years.
If vehicle is used extensively or short trips with fre
quently idling, these services will be r.qiiir’d more
frequ..,tly.
LUBRICATION AND MAINTENANCE
0-13
Cleaner Air Package
replaced.
Service the crankcase ventilation system on vchi
des equipped with this package as outlined on page
2-Distributor-Clean and inspect distributor cap
and rotor if requred. Check breaker contacts for ab
normal pitting, bluing, or Tnisalignment, and adjust.
Lubricate cam and wick, see page 9. Be sure that ail
distributor secondary wires and tower caps are clean
and connected properly. See "Electrical Group" for
ignition timing procedures and settings.
3-Carburetor-Remove and clean air filter. Check
operation of manifold heat control valve and choke
Isp Etra gal; ‘se so lvemtt reco III mend Cd. C lean crank
case ventilation system, see page 12. See ‘Fuel Sys
tem Group" for carburetor adjustment proeedurcs.
4-Battery_Check specific gravity. Clean and
tighten terminals; apply grease to post and terminals.
Check circuit voltages as directed in the ‘‘Fiectrical
Group."
5-Sterting Motar-Test cranking ability as de
scribed in Electrical Group."
6-Velve Lash where applicable-Should an en
gine continue to be noisy and the idle rough after a
tone-up, adjust valve lash to specifications. Refer to
the ‘Engine Group’’ for lath values and instructions.
The carburetor, distributor and vacuum control
valve are serviced as outiined in }sel System, Group
14 and Ignition System," Group 8.
Taxi and Police Operation
For this typc of service, the crankcasc ventilation
system should be serviced at each oil change. A .sug
gested practice fur taxi and police operations is to
maintain spare valves, installing a clean valve at each
oil change. Valves sn removed can be cleaned by soak
ing overnight in carburetor cleaner, followed by dry
ing with compressed air.
Carbaretor Air Cleaner
Remove air cleaner from carburetor and remove
filter element from cleaner. Remove gauze wrapper
from element Fig. 17. The wrapper helps prevent oil
wetting of the element by collecting condensed oil
vapors on its surface. Wash wrapper in kerosene or
other suitable solvent to remove dirt and oil. Examine
filter element. II it is dry or has only one Or two
oil-wetted spots, clean by gently blowing out dirt from
element with corttp’-essed air IF’ig. 21. Hold air nozzle
about two inches from inner screen.
If element is saturated with oil for more than onehalf of its circumference, replace it with a new ele
ment.- Noticeable quantities of oil on filter indicate a
malfuiiclinning of the ventilation system due to a
sticking valve or excessive deposit build-up in ventila
tion system. Normally. fiter element and wrapper
should be replaced every two years. Use a Chrysler
Corporation filter element or equivalent for replace
ment-
MANIFOLD HEAT CONTROL VALVE
Freedom of movement of the heat control valve, by
removing lead deposits from the valve shaft bearings,
is assured by application of suitable solvent. Such a
solvent is available under Part Number 1879318.
Manifold Heat Control Valve Solvent.
Every six months apply solvent to each end of valve
shaft at bushings Fig. 10. Apply solvent when man!
fold is COOl. Allow solvent to soak a few minutes,
then wo"k valve shaft hack and forth until it works
freely.
If vehicle is used extensively for short trips with fre
quent idling, these services will be required more
frequently,
ENGINE PERrORMANcE EVALUATION
Engine operating efficiency depends on correct ig
nition, carburetor adjustments, aud on valve lash
where applicable. To obtain best engine performance,
Chrysler Corporation recommends that the engine be
evaluated every 12 months or 12,000 miles, whichever
occurs first, and tuned, if necessary. Services per
formed during this evaluation should include the fol
lov4ng;
1-Sperk Plugs-Remove and inspect each spark
ping. Most plugs can be cleaned, adjusted, and rein
stalled. Rough idle, hard starting, frequent engine
miss at high speeds or apparent physical deteriora
tion, are indications that the spark plugs should be
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VALVE StIAST
NN2QI
Fig. I 9-Manifold Heat Control Valve 383, 440
Co. In. Engines
0-14
LUBRiCATION AND MAINTENANCE
CARBURETOR AIR CLEANER Papef Element
Type
The paper filter element iFig. 2J in the carburetor
air cleaner should be cleaned every six months and
replaced every two years. Use a Chrysler Corporation
filter element or equivalent for replacement.
Exartiine element for puncturcs. Discard an ele
ment that has small pin-point punctures. Examine soft
plastic seal%ng rings on bntli sides of element for
smoothness and uniformity. Replace if not satis
factory.
t this time, also -service the Carburetor Choke
Shaft, as outlined below.
CARBURETOR CHOKE SHAFT
Gum deposits on choke shaft bearings may he re
moved by applying a gum solvent. Such a solvent is
available under Part Number 1043273. Carburetor
Cleaner. This will assure freedom or ninvement of
choke shaft.
Every six months, with air cleaner removed, apply
cleaner to ends 0f choke shaft where it rotates in the
air horn Fig. ‘22’. At the same time. !flO.c choke shaft
back and forth until deposits are flushed out
Run engine at idle to clean out any excess cleaner
from carburetor and intakc manifold.
0
.3X3 ‘a
FIg. 20-Carburetor Air Cleone’
To clean, remove air cleaner from carburetor. Re
move cover and filter element and clean cover and
housing. Using compressed air, gently clean element
by holding air hose none at leasttwo inches from the
inside screen .:Fig. 21.
CAUTION: Do not use compressed air on outside sur
face of element as this will embed foreign matter In
the element paper.
Fig. 21-Cleaning FiIt., lemei,t
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N23e
Fig. 22-Apply Solnnt to
choke Shalt Endj
F0. 23-Fuel Filter 383, 44CC". In. Enne
LUBRICATION AND MAINTENANCE
0-15
Cross and Roller Universoljoints
FUEL FILTER
The fuel filter Fig. 23 is of tile disposable type.
Under average operating conditions, rnter should be
replaced every 2 years or 24,000 miles, whichever
occurs first. Should an excessive aiiount of foreign
matter accujnulate in fuel tank, filter may require
replacing more frequently.
Alter installing new filte". run engine for several
minutes and check for leaks at connections.
When necessary to service universal joint bearings
}‘igs. 25 and 20, disassembin joints as outlined
under "Propeller Shaft and Universal Joints," Group
is-
Clean and inspect all parts carefully for sertce
ability. Heptace parts as required. Repack joint bear
ings uflng. Universal Joint Grease, NIOl grade O
PROPELLER SHAFT AND UNIVERSAL JOINTS
Under normal operating conditions, lubrication of
the universal joints is not required. Every six months,
however, the bearing seals on front universal joint
Fig. 24’ mid rear universal joint Fig. 25’ on Newport,
300 and New Yorker models and the front, center and
rear universal joints Figs. 20, 27 and 1B:! on Imperial
models, should be inspected for external leakage or
damage. The joints should riot be disassenibled or yelubricated unless external leakage or damage is ob
served.
OUTPUT SHAfT
I
Type
INERTLA YOKE
EXTNSION
/
SEAL
FRONT YOKE
Fig. 26-Front Universal Joint-Single Cross
Imperial Models
-
SCM
BUS FtLW 0
Fig. 27._Center Universal Joint-Constant Velocity
?ype Imperial Models
SHAFT
NKSo5
Fig. 24-Front Universal Joint-Crass and Roller Type
Chrysler Newport. 300 and New York.r Model.
Fig. 28-Rear Uni,,.rsal JoInt-Constant Velocity
Type Imperial Models
Constant Velocity
Universal Joints
When necessary to service universal joint bearings
fig- 25-Rear UnWersal Joint-Cross arid Roller Type
Newpatt, 300 and New Yorker Models
Chrysler
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and centering pivots Figs. 29 and 80, disassemble
joints as outlined under Propeller Shaft and Univer
al joints." Group 10.
Clemi aol ingpect all parts carefully for service
ability. Replace parts as required. Repack joint bear
ings and centering pivots, using Automotive Multi
Purpose ER Grease. MGI grade 2.
0-16 LUBRICATION AND MAINTENANCE
-‘EiALNK
C
-
-.
-
RIJ5k:NC
AND POLLES
5EA
- - -
S ETA L N ER
--
OYE
CROSS
-K
RFTA.NER
-
N <99
5EA
BUSHING
AND
S
$1iIT
AND POLLE?s
-
Fig. 29-Front Universal Joint-Cross and Roller Type
Chrysler Newport, 300 and New Yorker Models
SE,’ L A SSFM R L Y
.:EMTE SOCKET YOKE SHAFT
CENTP;NLi
N.
/
/
S7UC
A P. iNC
ASSEM.i L
/,.SPL IT WASHER
Sr AL
SEARING ASSEMBLY
SL,N C
N Li I
-.
CENTER BEARING
NNNN
SCPW
SEtL
SEAR
w ASKER
CLAMP
‘BAcKET
/
t
/
fRONt SHAFT
‘$
/
CROSS
/CENTER YOKE
CENTE SOCKET
YOKE ASSEMBLY
41
C.
REAR
CROS5
BEAR; NC AsEEM5LY>
/
/
RA NSMLSE ION
YOKE
CENTER YOKE
N I
Fig. 30-Propeller Shaft and Universal JointsCantani Velocity Type Imperial Models
Slip Spl;ne Yoke
Relubrication of the slip spline yoke Fig. 2:. is
required only when the propeller shalt is removed
and dtsassembled for servicing.
Thoroughly clean old lubricant from splines. Then,
Coat them with not to exceed 1/3 ounce of an AutoMyMopar.com
motive Multi-Purpose Grease, NLGI grade 2, contaIn
ing extreme pressure additives and molybdenum
disuiphide, spread evenly over the entire area of the
splines. Multi-Mileage Lubricant, Part Number
2525035, is suitable for this application.
Carefully examine rubber seal before installing it In
LUBRICATION AND MAINTENANCE 0-11
housing extensinn. rr not serviceable, replace it with a
new one
Two-Piece Propeller Shaft Spline Imperial
Models
When relubricating the shaft spline, first thorough
ly clean splines on yoke and front shaft. Then, re
lubricate splines with approximately one ounce of
Multi-Purpose E.P. Grease! NLGI grade 0.
into reservoir.
To restore level! if necessary, add sufficient hy
draulic fluid specially formulated for minimum effect
on rubber hoses. Such a fluid is available under Part
Number 2084329, Power Steering Fluid.
STEERING GEAR
Manual
The lubricant installed In the steenng gear at the
time of assembly is a high quality product and regu
larly scheduled changes are not required.
The fluid level, however, should he checked every
si months, by removing filler plug Fig. 31 to deter‘nine that lubricant completely covers worm gear.
.
-
FILLER PLUG
Fig. 32-Power Steering Pump Reservoir
TRANSMISSION
Manual Three-Speed
The lubricant installed in the transmission at the
time of assembly is a high quality product and regu
any scheduled changes are not required for vehicles
whose operation is classified as normal service for
passenger cars.
The fluid level! however,
six months and determined
should be checked every
thst it is at tile bottom of
filler plug hole IFig. 33. When necessar to replenish,
refill as required, using only Automatic flansmission
Fluid, AQ-ATF. Suffix "A" for all temperature
ranges. Included in this group is Autoolatic Transniis
sion Fluid, AQ-ATF-2351A. available under Part Num
N K593
Fig. 3 -Manuel Steering Gear Li,bricntian
if additional luhricant is reqmred to restore level,
add sufficient quantity of Multi-Purpose Gear Oil SAX
00, as defined by MIL-L-21058. This is suitable for all
temperatures. Special Sure-Grip Lubricant, Part
Number 2585318. is a fluid of this type and is recom
mended.
CAUTION: When filling, do not use a pressure gun es
high pressure may damage the se.Is.
Power Steering
Check fluid level in power steering reservoir every
six months. When fluid is cold, level should be at base
of filler neck rig. 32. When fluid is hot, Level should
be helfway up filler neck.
CAUTION: Before removing filler neck cap, wipe it
carefully to prevent accumulated dirt from dropping
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Fig 33Tran,misjion Filler end Dreirt Plugs
0-18
LUBRICATION AND MAINTENANCE
her 1843314. In warm weather, Multi-Purpose Lubri
cant SAE 90, as defined by MIL-L-2105B nay be used.
VheII vehicle is used for other than normal service.
or for toising trailcrs. refer to Trailer Towing Serv
ice." below for recommended servicing,
Trailer Towing Service
For vehicics equipped for t’-ailer towing service, or
if the regular operation of the vehicle is classified as
severe, the transmission lubricant should be changed
periodically. Drain and refill with specified Iuhricant
initially after 30.000 miles or 3 years, whichever oc
curs first and every 12,000 miles or 12 jnnnl 1w,
whichever occurs first. thereaftel’.
from dropping into transmission filler tube,
After engine has idled for about two minutes, liiove
gearshift lever .clowly through all gear positions, pau
ng momentarily in each position and ending with
!ever in ‘N’ position.
When fluid is OL’. lcvel should be at the FULL
or slightly below, but nev.r above ‘‘FULL’’ mark
Fig. 25:. to a void foaming of the fluid, Fluid should
be added or extracted! depending upon the reading.
to restore level as prescribed.
mark.
I
Column-Mounted Manual Transmission
Georshift Controls Newpofl and 300 Models
If operation of gearshift controls becomes noisy or
shift effort becomes objectionable, lubricate linkage
at lower end of steering column Fig. 34.
Apply a fihll of Multi-Mileage Lubricant, Part
Number 2525035. or Automotive Multi-Purpose
Grease. N LOl grade 2, to contact surfaces Fig. 34.
62l67
Fig. 35-Transmission Dip Stick Markings
NK5l
Fig. 34_Column-Mounted Monuoi Troasmiasien
Gearshift Control Lubrication Points
TRANSMISSION
Automatic
The fluid level should be checked every six months.
This check should he made when engine temperature
gauge indicates a nonllal warmed-up condLtlon and
transmission fluid is heated to its normal operating
temperature. while level may he determined when
fluid is ‘cold’’ the preferred method is ‘c’itti the fluid
!!hot!
Check level with parking brake applied firmly and
engine idling.
CAUTION: Before removing level indicator, wipe oH
cap MyMopar.com
nd top of filler tube to prevent eccumulated dirt
If it is necessa r.v to check level when transmission
is !.cold, fluid level should be at. or slightly below
the ‘ADD ONE PlNT mark. If level is below this
mark, add one pint of fluid and recheck level.
Restore level! when necessary, using only Auto
matic Transmission Fluid AQ.ATF. Suffix "A." In
cluded in this group ‘as Automatic Transmission Fluid
AQ-ATF-235lA. available under Part Number
1843314. No other fluids are recommended except
fluids from this group. Exception to this is a sealer
wluit:ii introduces a small amount of swelling to re
.duce fluid leakage resulting from hardening or
shrinkage of the seals in high mileage vehicles. Such
a product is available under Part Number 2298923.
Transmission Sealer.
For vehicles operated under normal scrvice condi
tions, the transmission fluid and filter will provide
satisfactory lubrication and protection to the trans
mission. ‘therefore, periodic fluid changes are not
required, except for hard usage and trailer towing
scrvice as explained as follows.
Trailer Towing Service and Hard Usa9e
For vehicles equipped for trailer towing Service. or
if the regular operation of the vehicle is classified as
severe, the transmission fluid and filter should be
changed perIodically. Drain and refill the transmis
sion with the specified fluid arid replace the filter
LUBRICATION AND MAINTENANCE
0-19
initially after 30,000 miles or 3 years, whichever oc
cnrs first and every 12.000 miles or every 12 months,
whichever occurs first, thereafter.
For transmission fluid draining and refilling service
and filter replace Illent, see TorqueFlite Transmis
sion," Group 21.
FRONT WHEEL BEARINGS
The brake linings and front wheel bearings on cars
equipped with either drum or disc brakes should be
inspected every 18 months or 18,000 miles. whichever
occurs first. The hearings should be cleaned and re
packed whenever brake linings are replaced or the
brake drums resurfaced.
Vhen an inspection of wheel bearings inhicaftIs II]
bricant is low in qua rItitv. or contaminated wift dirt
or water to produce a milk appearance, bearings
should he cleaned, inspected and relubricated if ser
viceable.
CAUTION To avoid possible tontamination of lubri
cant by mixing lubricant, that are not compatible, do
not add lubricant to bearings.
Thoronghlr clean old luhricant Iron’ bearings arid
hubs. Repack bearings and hubs with Automotive
Multi-Purpose Grease. NLGI grade 2. When repacking
hubs, make sure all surfaces of hub and outer grease
cup interiors are covered with grease IFig. 301 to min
imize condensation and grease travel out of bearing.
Fig. 37,-Front Wheel Seoring Adjiniment
slot and install cotter pin.
i: Install wheel covers.
TI R ES
Tires, including spare, should be rotated every sec
ond oil change according to the tire rotation diagram
lFig. 33 to provide uniform wear, long tire life! and to
retain comfortable riding qualities.
DO NOT OVERFILL.
/
Fig. 3S-Tire Rototion biogran.
Fig. 36-Front Wheel Bearing Lubrication
Adjust bearings as rollows:
U Install wheel and drum assenhlies and tighten
wheel nuts to 05 foot-pounds.
2 Tighten wheel bearing adjusting nut IFig. 371 to
90 inch-pounds while rotating wheel.
13:1 Position nut lock on adjusting nut so One pair of
cotter pin slots align with hole in spindle.
4 flack off adjusting nut and nut lock to the next
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Tires should be examined for unusual wear pat
terns, foreign material and proper inflation pressures.
Unusual wear conditions may reflect a need for a
change in driving habits or indicate that mechanical
corrections may be necessary.
Refer to the Lubrication and Maintenance Charts
IFigs. 1 and 2. for recommended inflatioo pressures.
SPEEDOMETER CABLE
To service a noisy speedometer cable, disconnect
0-20
LUBRICATION AND MAINTENANCE
housing at speedometer head. Remove shaft and clean
it thoroughly. Apply a very thin film of speedometer
cable lubricant on the shaft. Such a lubricant is avail
able under Part Number 1243632, Speedometer Cable
Lubricant. Wipe excess lubricant from the top onefoot of the shaft and from the ferrule.
CAUTION: Excessive lubricant may cause malfunc
tion of the speedometer.
Lock Cylinders
When necessary, apply a thin film of Lubriplate
directly to key. Insert key into lock and actuate sev
eral times. Wipe excess lubricant from key. Particular
attention should be given to external lock cylinders
during fall and winter months to insure protection
from water and ice.
HoodHinges Chrysler Models
HOOD LOCK, RELEASE MECHANISM AND
SAFETY CATCH
Apply Lubriplate, sparingly, to all pivot points and
torsion bar contact areas Fig. 40. Do not apply lubri
Lubrication of the hood lock mechanism and safety
catch is of vital importance to assure ease of operation
and freedom from binding.
Apply Automotive Multi-Purpose Lubricant, NLGI
grade 2, sparingly to all link ends and sliding contact
areas Fig. 39. Work lubricant into lock mechanism
until all frictional surfaces are covered.
cant to torsion bar roller to cam surfaces.
RELEASE HANDLE
CONTACT AREA
SLIDING
TORSION BAR
PIVOT
POINTS
BRACKET
NK66OA
Fig. 40-Hood Hinge Lubrication Points
Chrysler Models
HoodHingesImperial Models
NKÔ1OA
Apply Lubriplate, sparingly to all pivot points,
spring anchor points and gear teeth Fig. 41.
Fig. 39-Hood Lock Lubrication Points
Chrysler Models
BODY MAINTENANCE
Body and other operating mechanisms, including
throttle linkage, should be inspected, cleaned and
lubricated every six months. This is necessary to
maintain ease of operation and to provide protection
against rust and wear.
Prior to applying any lubricants, wipe the parts
clean to remove dust and grit. Excess oil or lubricant
should be removed.
Relubricate mechanisms as outlined in the follow
ing paragraphs.
Where Lubriplate is specified, use a smooth, white
body hardware lubricant conforming to NLGI, grade
1. A suitable lubricant is available under Part Number
1064768.
Where Door Ease Lubricant is specified, use a stain
less wax type lubricant. Such a lubricant is available
under Part Number 1064769.
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PIVOT POINTS
TEETH
PIVOT
POINT
SPRING ANCHOR
POINTS
Fig.
NNÔ65
47-Hood HingeLubrication Points
Imperial Models
LUBRICATION AND MAINTENANCE
0-21
Door HingesChrysler and Imperial
Lubriplate to all pivot and sliding contact areas.
On all hinges, apply engine oil to hinge pin ends
Fig. 42.
On lower hinges, in addition, apply engine oil to
spring ends and contact areas.
Door Remote Control Mechanism Imperial
Models
To inspect this mechanism and relubricate, if nec
essary, remove door or quarter trim panel. Apply a
film of Lubriplate to all pivot and sliding contact
areas and to coils of spring.
Door Check Arm-Rear Door Imperial
Apply Door Ease Lubricant to upper surface of
arm.
Deck Lid Latch All Models
FRONT DOOR UPPER
REAR DOOR UPPER
SPRING ENDS CONTACT
FRONT DOOR LOWER
Apply Lubriplate, sparingly, to inner pivot and slid
ing contact surfaces Figs. 44 and 45.
AREA
REAR DOOR LOWER NK631
Fig. 42-Door HingeLubrication Points
Chrysler Models
SLIDING
SURFACE
Door Latch Striker Rotor All Models
Apply light engine oil, sparingly, to outside and
inside rotor bearing surfaces Fig. 43. Wipe off ex
cess oil.
Door Latch Striker Plate All Models
Apply Door Ease Lubricant to striker teeth lock
rotor contact surfaces Fig. 43.
-,
I
APPLY
ENGINE OIL
Fig. 44-Deck Lid Latch Lubrication Points
Chrysler Models
STRIKER
I
APPLY DOOR
EASE
ROTOR
64x425A
Fig. 43-Door Striker Rotor and Striker Plate
Lubrication Points All Models
Door Locks and Locking Control Linkage All
Models
To inspect these parts and relubricate, if necessary,
remove
door or quarter trim panel. Apply a film of
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NN 666
Fig. 45-Deck Lid Latch Lubrication Points
Imperial Models
Window Regulator, Glass Lower Frame
To inspect these parts and relubricate, if necessary,
remove door or quarter trim panel. Apply Lubriplate,
0-22
LUBRICATION AND MAINTENANCE
sparingly, to regulator sector gear teeth, assist spring
and pivots. Apply Lubriplate, sparingly, to glass lower
frame roller slide tracks and roller and bracket as
sembly pivot points.
Deck Lid Hinge
Chrysler and Imperial Models
Apply Lubriplate, sparingly, to all pivot points and
torsion bar contact surfaces Figs. 46 and 47.
SPRING SURFACES
BEARING AREA
NK657
Fig. 48-Fuel Tank Access Door HingeLubrication
Points Chrysler Models
CONTACT AREA
Tail Gate Hinges,Torsion Bar and
Check Arm Guide Plate
Newport and New Yorker Models
A
TORSION BAR SUPPORT
BEARING AREA
NK635A
Fig. 46-Deck Lid HingeLubrication Points
Chrysler Models
1 Apply engine oil, sparingly, to hinge pivot areas
Fig. 49.
2 Apply Door Ease Lubricant to tail gate lock
striker plates and dovetail surfaces.
3 Apply Door Ease Lubricant directly to sliding
contact surfaces of tail gate torsion bar and support
arm guide pillars.
4 Apply Automotive Multi-Purpose Lubricant,
NLGI grade 2, to contact surfaces between torsion bar
and tail gate hinge or tail gate end face plate, right
side only.
To inspect and lubricate tail gate lock and inside
remote control handle linkage and window regulator,
if necessary, remove tail gate trim panel. Apply Lu
briplate, sparingly, to all pivot and sliding contact sur
faces, including window regulator sector gear teeth
and assist spring.
.SUPPORT ARM GUIDE
TORSION BAR GUIDE
LOCK AND REMOTE
CONTROL CONTACT
SURFACES
SLIDING
CONTACT
SURFACE
TORSION BAR
Fig. 47-Deck Lid HingeLubrication Points
Imperial Models
Fuel Tank Access Door Hinge
Chrysler Models
Apply Automotive Multi-Purpose Lubricant, NLGI
grade 2, sparingly, to all pivot areas and to spring end
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contact
areas Fig. 48.
HINGE
PIVOT
a
-
"-LOCK
TORSION BAR
CONTACT SURFACE
PIN
AREA
STRIKER
SLIDING
CONTACT
SURFACE
NK63BA
Fig. 49-Tail Gate Torsion Bar and Check Arm Guide
Plate Lubrication Points Chrysler Newport and
New Yorker Models
LUBRICATION AND MAINTENANCE
0-23
POINT
NYLON ROLLER
ACCELERATOR SHA
NK392A
Fig. 50-throttle Linkage Lubrication Points Chrysler Models
Throttle Linkage Chrysler Models
On all models, apply a thin film of Automotive
Multi-Purpose Grease, NLGI Grade 2, to both ends of
the accelerator shaft where it turns in the bracket
Fig. 50.
On models with manual transmission, also, apply a
thin film of the same lubricant on the accelerator
shaft where the nylon roller rolls on it.
On models with automatic transmission, apply a
thin film of the same lubricant to the nylon roller
where it contacts the pedal and to the pivot points of
both upper and lower transmission linkage bellcranks.
Throttle Linkage Imperial Models
Apply a thin film of Automotive Multi-Purpose
Grease, NLGI Grade 2, to both ends of the accelerator
shaft where it turns in the bracket and where the
nylon roller rolls on it Fig. 51.
ACCELERATOR SHAFT
NYLON ROLLER
I
NK399
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Fig. 5-Throttle Linkage Lubrication Points Imperial Models
0-24
LUBRICATION AND MAINTENANCE
PARTS REQUIRING NO LUBRICATION
There are many points that should not be lubricated, some because they are permanently lubricated,
some because lubricants will be detrimental to their
operating characteristics, and some because lubricants will cause component failures. In any event,
rubber bushings should not be lubricated, not only
because lubricants will cause rubber to fail, but also
will destroy their necessary friction characteristics.
The following parts should not be lubricated:
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Accelerator Pedal
Pivot
All Rubber Bushings
Alternator Bearings
Automatic Transmission
Controls and Linkage
Carburetor Air Cleaner
Paper Element Type
Clutch Pedal Push
Rod Ends
Clutch Release Bearing
Drive Belts
Fan Belt Idler Pulley
Rear Springs
Rear Wheel Bearings
Starting Motor Bushings
Upper and Lower Control
Arm Bushings
Water Pump Bearings
GROUP 1
ACCESSORI ES
CONTENTS
Page
AUTO PILOT
ELECTRIC CLOCKS
HEATERS
1
5
5
Page
RADIOS AND ANTENNAS
SAFEGUARD SENTINEL
WINDSHIELDWASHERS
13
21
25
AUTO PILOT
INDEX
General Information
Installation
Removal
1
5
4
Service Diagnosis
Tests and Adjustments
1
2
GENERAL INFORMATION
The auto pilot is a driver operated voluntary speed
control. It can be used either as a warning signal to
indicate that a pre-set speed has been reached, or as a
fully automatic vehicle speed regulator.
The auto pilot instrument panel control is used to
set the auto pilot to a desired speed for existing driv
ing conditions. When the pre-set speed is reached, the
auto-pilot provides a reaction pressure to the acceler
ator pedal pressure. Since the reaction pressure is
low, five to seven pounds, the driver can over-ride the
setting by pressing the accelerator through the re
action pressure.
Operation
The auto pilot is self engaging when the pre-set
vehicle speed is reached. Set the instrument panel
control to the desired speed and pull the button in the
center of the control "OUT." When the desired vehi
cle speed is reached the reaction pressure is felt in
the accelerator pedal. At the point of reaction pres
sure the driver’s accelerator pedal pressure is relaxed
and the accelerator is in the auto pilot automatic reg
ulation. The auto-pilot will automatically advance the
accelerator on uphill operation and retard on down
grade operation. Auto pilot automatic control ceases
instantly with the slightest brake pedal movement
and the accelerator will revert to manual control. Dis
engagement of the automatic control may also be ac
complished by pushing "IN" the button in the center
of the instrument panel control or turning the igni
tion switch to "OFF."
Lubrication
All internal working parts of the auto pilot are
equipped with self-lubricated bearings which have
been factory lubricated for the service life of the unit.
The following mechanical and electrical tests will
aid in isolating and correcting malfunction conditions
for the auto pilot. Service Diagnosis procedures must
be followed to make certain the malfunction is in the
auto pilot unit and not in some other component of
the system.
If the malfunction cannot be definitely isolated, it
is recommended that the tests and adjustments be
performed in the following sequence:
Accelerator Linkage Adjustment
Control Cable Adjustment
Electrical
SERVICE DIAGNOSIS
Condition
Possible Cause
Correction
It is recommended that the diagnosis be performed in the sequence outlined. If diagnosis
shows the trouble to be internal in the Auto Pilot drive mechanism it is recommended that the
unit be replaced. Do not attempt any internal service on the drive mechanism.
AUTO PILOT CONTROL
a Blown fuse.
a
b Poor electrical connections to the b
control.
c Faulty control.
c
NO "SPEED WARNING"
PEDAL PRESSURE
a Blown fuse or faulty wiring in motor a Test wiring circuits. See "Electrical
Tests."
circuit Red wire.
b Accelerator linkage broken or discon b Connect or replace the linkage and
adjust.
nected.
BUTTON DOES NOT
REMAIN OUT WITH
IGNITION ON
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Replace the fuse.
Check the connections and the instru
ment panel control for grounding.
Replace the control unit if necessary.
1-2
ACCESSORIES
Condition
Possible Cause
Correction
a See "Electrical Tests" Red Wire.
"SPEED WARNING"
PEDAL PRESSURE AT
ALL SPEEDS including
below 22 miles per hour
a Faulty electrical circuit.
AUTOMATIC LATCHING
DOES NOT ENGAGE
WHEN BUUON IS
PULLED OUT. "SPEED
WARNING" O.K.
a Insufficient brake switch clearance.
b Brake pedal not returning fully.
AUTOMATIC LATCH
ENGAGES AT SELECTED
SPEED WITH CONTROL
BUTION PUSHED IN
a No. 3 black wire to the panel control a Test the circuit for ground and repair
is grounded.
if necessary. Black Wire.
b Faulty grounding switch in the instru b Test at No. 3 terminal. Replace con
ment panel control.
trol unit if necessary.
AUTOMATIC LATCH
a Faulty or improperly adjusted brake a Test and adjust the brake switch. Re
switch.
place if necessary.
REMAINS ENGAGED
WHEN BRAKE PEDAL
c Faulty electrical circuit
a Adjust auto pilot brake switch.
b Test brake pedal for full return. Adjust
or repair as necessary.
c See "Electrical Tests" Blue and Black
Wires.
IS TOUCHED
ROUGH ROADS
b Insufficient brake switch clearance.
a See "Electrical Tests" Black and
Blue Wires.
b Adjust brake switch to specifications.
AUTO PILOT WILL
NOT FUNCTION AT
LOW END OF DIAL
a Improper control cable adjustment.
a Adjust control cable.
PULSATING
ACCELERATOR PEDAL
a Speedometer cable or drive cable a Align the cables. Replace if necessary.
kinked.
b Lack of cable lubrication.
b Lubricate the cables.
c Improper accelerator linkage adjust c Adjust the accelerator linkage.
ment.
CARBURETOR DOES
NOT RETURN TO
a Improper auto pilot linkage adjust a Adjust the auto pilot linkage.
SPEEDOMETER DOES
NOT REGISTER OR
a Speedometer drive pinion in transmis
sion is faulty.
b Faulty speedometer cable.
c Faulty drive cable from transmission
to the auto-pilot drive mechanism.
d Faulty speedometer.
b Replace the speedometer cable.
c Replace the drive cable.
a Cables bent or kinked.
b Lack of cable lubrication.
c Noisy speedometer head assembly.
a Replace the cables.
b Lubricate the cables.
c Repair or replace the speedometer as
necessary.
UNIT DISENGAGES
INTERMITTENTLY ON
NORMAL IDLE
UNIT DOES NOT
OPERATE
SPEEDOMETER NOISE
UNIT REPEATEDLY
BLOWING FUSES
a Poor electrical connections.
ment.
b Standard throttle linkage faulty.
b Repair or replace the linkage.
a Replace the speedometer drive pinion.
d Repair or replace the speedometer if
necessary.
a Short circuit in wiring, drive mecha- a See "Electrical Tests."
nism or switches.
ACCELERATOR LINKAGE ADJUSTMENT Fig. 1 lock nut on linkage. This will provide proper clear
ance between stop stud and exterior arm with carbu
1 Make certain automatic choke is "Off" and car
retor ip idle position.
buretor is at normal idle position. Operate linkage by
moving auto-pilot exterior arm several times and al
Control Cable Adjustment
low linkage to ease into its normal position. Do not
1 Loosen but do not remove set screw on dust
force linkage to close throttle.
shield. This screw retains control cable in bottom of
2 Loosen lock nut on auto pilot linkage rod and
dust shield Fig. 2.
insert locking arm gauge Tool C-3844 over stop stud
2 Rotate instrument panel control dial counter
on auto pilot.
clockwise until it contacts internal stop.
3 Hold exterior arm against gauge pin and tighten
3 Push in lightly on control cable at dust shield.
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-
ACCESSORIES
Fig. I-Accelerator Linkage Adjnatm.nt
This will position control rod, to which inner cable
attaches, against its upper stop.
CAUTIONt Do not force cable beyond thi, position.
141 Make certain that instrmnent panel control
thai is still against its extreme counterclockwise stop.
51 Tighten screw on dust shield securely.
A correctly adjusted control cable will not spring
Dial CaJlb,atlen
back on full rotation in .ilher direction.
Electrical Tests Fig. 3
I
Tu-rn ignition switch to "On’’ or ‘‘Accessory’
position. DO NOr START ENGINE.
12.1 Pull out auto pilot control button in center in
strument panel control. Leave button out for all of
electrical tests, If control button will not stay out, test
for a blown fuse, feed wire disconnected or poor
grounding of control.
3 TermInal No. I Red Wir&-using test lamp,
ground one test lamp lead and touch other lead to
terminal No. 1 Fig. 4. The test lamp should light, if
light fails to light, test for an "open’’ circuit in red
wire be$ween auto pilot and ignition circuit.
flAft END
OUST SHrEW
CA StE
o4
42
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Fig 2-Auto Pilot Oust Shield
4 Terminal No. 2 Blue Wirel-Ground one lead
of test lamp and touch other lead to No. 2 tenninal
Fig. 4. If light fails to light, test for open" coffee
tions in blue wire between auto-pilot and auto-pilot
brake switch, if circuit is "open’ at brake switch, test
brake switch adjustment.
It is important that this adjustment be carefully
performed to insur. proper autopilot op.r.tion,
Adjust brake switch Fig. ö until light goes out
with approximately ¼ to ½ inch of brake pedal
noveinent.
For convenience in adjusting the brake switch, test
light can be connected to "Blue Vire" side of switch.
To replace aisto-pilot brake switch, brak, pedal and
bracket assembly will have to be r.n.àv.d.
5 Terminal No. 3 Black Wire-insert one lead of
test light in the No. 1 terminal and other lead of test
light in No. 3 terminal Fig. 4. The test light should
light, if light fails to light, test for an "open" circuit
in black wire circuit between auto-pilot and instru’
ment panel control, If light still fails to light inspect
instnnr’ent panel control for proper grounding. When
control button is pushed in. light should go out if
circuit is wired correctJy.
I On a level stretch of road engage Autopilot at
full counterclockwise dial position. Carefully increase
dial setting to ‘‘3’’ mark on dial, being careful not to
overshoot the 3" mark, if 3" mark is overshot re
peat setting procedure from below the "3" mark.
2 Record speedometer reading with dial at the
.3.’ mark.
3 Move dial to the "4" mark and record speed
ometer reading again being careful not to overshoot
the "4’’ mark.
4 Repeat procedure at higher speeds until normal
driving range has been covered.
5 Repeat procedure as dial position is lowered
through normal driving range being careful to avoid
downward overshooting of desired mark on dial.
6 Examine recorded speedometer readings at
each dial setting for both ‘upward" and "downward"
indications and adjust dial for best overall correlation
between Auto-pilot control dial and speedometer.
On Imperial models turn the control knob until the
set screw on the control ring is at the top. Loosen the
set screw using an Allen wrench, and rotate the con
trol the desired amount while preventing the ring
from turning with the Allen wrench. Tighten the set
screw and recheck calibration,
On Chrysler Models, use a hex wrench and remove
the reset butt on, washer and control knob. Rotate the
plastic dial protruding through the bezel the required
amount. Install the control knob and push it in all the
way so the ,serrations on the dial and control knob
1’4
ACCESSORIES.
INsTRUMENT
PANEL
SLACK
INSTRUMENT
PANEL
CONTROL
FUSE.IN
FUSE &OCJ<
UGHTINC
CIRCUIT
WIEJ NG
CONNEaOR
car
BLACK
SLUE
RED
DASN
A
AUTOPILOT
AAKE SWIlCfI
NOEMALLY
C tO S E DI
PANEL
NK354A
Fig. 3-Auto Pilot Wiring Diagrom
mate. Tighter’ this set screw. Retest the calibration
and II satisfactory, install the washer and reset
button.
14 Turn and pull dust shield from housing and
slide dUst shield down cable and slip ball end of
howden cable out of socket.
DRIVE MECHANISM
Removal
U Disconnect wire connector at drive mechanism.
2 Disconnect drive cable and speedometer cable
at drive unit.
A small piece of tape will prevent ferrule nut on
drive cal,lsfrom failing down the cable.
3 Loosen set screw at lower end of dust shield, It
is not necessary to remove screw.
Fig. 4-reSting wiring
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Circuits
Fig. S,’Auto Pilot lick. switch
ACCESSORIES
5 Disconnect accelerator linkage from exterior
arm on drive unit.
6 Remove bolts and nuts securing drive mecha
nism to mounting brackets and remove drive mecha
nism leaving brackets in vehicle.
Installation
1 Position drive mechanism on mounting brackets
and install mounting bolts and nuts.
2 Connect drive cable and speedometer cable to
drive mechanism.
1-5
3 Connect accelerator linkage to exterior arm on
drive mechanism. Adjust linkage.
4 Install ball end of bowden cable in socket on
drive mechanism.
5 Install dust shield on housing. Push in and turn
clockwise. Do not tighten set screw on end of dust
shield until after control cable is properly adjusted.
6 Adjust control cab’e.
7 Connect wire connector at drive mechanism.
ELECTRIC CLOCK
GENERAL INFORMATION
The electric clock if so equipped is a solenoid
actuated, self regulating unit. The clock can be regu
lated by pulling out on the reset knob below the clock
face and turning until the correct setting is obtained.
The clock will regulate itself only if the correction
of setting is greater than five minutes. If the clock is
gaining time, set the clock back to the correct time. If
the clock is running slow, advance it to the correct
time. Regulation will take place during the next re
wind cycle of the clock immediately following the
regulation setting. One setting will regulate approxi
mately 20 seconds in a 24 hour period.
SERVICE DIAGNOSIS
Condition
CLOCK DOES NOT
OPERATE
Possible Cause
Correction
a Install connector on terminal.
b Repair or replace the clock as neces
sary.
Cc Replace fuse.
a Wire loose or off terminal.
b Internal short.
Cc Blown fuse.
CHRYSLER MODELS
IMPERIAL MODELS
Removal
Removal
1 Disconnect battery ground cable.
2 Remove ash receiver, ash receiver housing,
upper half of glove box and radio. See "Radio Remov
al," Group I.
3 Disconnect feed wire and remove light bulb.
Working through ash receiver housing opening, re
move the four self tapping screws retaining clock to
back of panel.
4 Remove clock from upper panel.
1 Remove clock reset knob.
2 Remove the screws that attach instrument clus
ter bezel to instrument cluster and remove bezel.
Remove screws attaching dock to instrument
cluster.
4 Pull clock forward slightly and disconnect wir
ing to clock.
5 Remove clock.
Installation
1 Position clock in front of opening in instrument
cluster and connect wiring to clock.
2 Place clock in instrument cluster opening and
install attaching screws.
3 Position instrument cluster bezel on instrument
cluster and install attaching screws.
4 Install clock reset knob.
1 From under panel, position clock in opening
and install the four screws.
2 Connect light bulb and feed wire.
3 Install radio. See "Radio Installation," Group 1
and ash receiver assembly.
4 Connect battery ground cable.
Installation
-
HEATERS
INDEX
Adjustments
Blower Motor Chrysler Models
Blower Motor Imperial Models
Blower Motor Resistor Replacement
-
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Page
8
9
10
9
Controls
Page
See Instruments and
Indicators Group 8
8
8
9
-
Control Cable Adjustment
Heater Core Chrysler Models
Heater Chrysler Models
-
-
1-6
ACCESSORIES
Neater Core Imperial Models
Neater Door Service
Rear Seat Heater
Rear Seat Heater Core
-
Page
9
9
10
11
Rear Seat Heater Blower Motor
Rear Window Defroster
Vacuum Actuator Replacement Imperial
Ventilator Door Adjustment Imperial
-
-
Page
11
7
10
9
GENERAL INFORMATION
CHRYSLER MODELS
heater blower motor.
The "Rear Heat" button will automatically put the
heater in a high blower speed condition regardless
of the position of the fan switch.
Chrysler models use a "Blend Air" type heater.
Fresh air enters the heater through the cowl grille
and passes through a plenum chamber to the heater
core. A temperature control door in the heater ple
num chamber directs the fresh air either through or
past the heater core. The amount of "blend" is con
trolled by the setting of the temperature lever on the
instrument panel. Direction of the "blended air" is
controlled by the "Heat-Defrost" push buttons on the
instrument panel Fig. 1.
Two doors, inside the heater assembly, are control
led by the "Heat" and "Defrost" buttons. When the
"Heat" button is pressed the heater defroster door is
closed and the heater regulator door, by the action of
the vacuum actuator, is opened. When the "Defrost"
button is pressed the heater regulator door remains
open and the heater defroster door, by the action of
the vacuum actuator, is opened to route the heated
air up to the windshield.
The "Fan Switch" determines the speed of the
Heatingthe Vehicle
For best heating results the windows of the vehicle
should be closed. When the green temperature indi
cator light goes "out" move the temperature control
lever to the "warm" position. Push the "Heat" button
and move the fan switch to "high." The temperature
condition inside the vehicle can then be controlled
using the "Fan Switch" and the "Temperature Control
Lever."
Summer Ventilation
Two air inlets are provided to allow outside air to
be brought inside the vehicle in warm weather inde
pendent of the heater. The control knobs for the in
lets are located on the lower edge of the instrument
panel on both sides of the steering column. Be sure
the air inlets are shut during cold weather.
TEMPERATURE
CONTROL DOOR
Fig. I-Heater
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Chrysler Models
N N 176
ACCESSORIES
Fig. 2-Push
Button HeaterSchematic View
IMPERIAL MODELS
The hot water heating system Fig. 2 is controlled
by four push buttons and a temperature control lever.
A fifth push button independently controls the sum
mer ventilation system
The Temperature Control Lever-operates the
water valve through a control cable. It is important
that the control cable be adjusted to provide full
opening and closing of the water valve for efficient
functioning of the system. When the lever is in the
far right position, air is not being heated. Air tem
perature is increased by moving the lever left toward
the "WARM" position.
Summer Ventilation-is controlled by the venti
lator air damper.
For Heating-air enters through the cowl intake,
passes through the heater core into the blower and
distribution duct through the opened shut-off damper.
Defrosting-is controlled by the defroster damper.
For maximum defrosting or deicing, the temperature
control lever must be set in the full warm position.
"OF F" Button-When the "OFF" button is pushed
in, the system will not operate. The "OFF" button
cuts off the current from the control lever switch and
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blower motor. The ventilation doors are closed, pre
venting outside air from entering the vehicle.
"VENT" Button-Opens the ventilation door to al
low outside air to enter the vehicle directly. It does not
operate the blower.
"DEF" Button-Causes a major portion of the air
to be forced onto the windshield through the air out
lets on top of the instrument panel for defrosting or
defogging.
"HI" Button-Causes a major portion of air to be
directed toward the vehicle floor, at a higher blower
speed.
"LO" Button-Provides a gentle heat at a low
blower speed.
REAR WINDOW DEFROSTER
The rear window defroster is located on and under
the rear shelf panel of the vehicle, and consists of a
blower, flexible hose and nozzle. A switch, located on
the instrument panel, controls the blower for defrost
ing the rear window. The rear window defroster
operates independently from the heater. The air re
circulated on the rear window glass is drawn by the
defroster blower from air inside the vehicle.
1-8
ACCESSORIES
SERVICE DIAGNOSIS
Possible Cause
Condition
INSUFFICIENT HEAT
Correction
a Coolant level too low.
b Engine thermostat stuck open.
c Damaged vacuum line to shut-off
damper.
d Obstructed heater hose.
e Radiator hoses leaking.
f Fresh air vent doors leaking.
g Temperature valve not opening Im
perial models.
h Temperature control door leaking
Chrysler Models.
I Heater door obstructed by carpet.
a Fill the radiator.
b Replace thermostat.
c Replace vacuum line.
d
e
f
g
Replace heater hoses.
Correct leak and bleed system.
Adjust control cables.
Inspect the valve and repair as need
ed. Test the Bowden cable adjust
ment.
h Adjust control cables.
i
Reposition carpet.
TOO MUCH HEAT
a Disengaged cable.
b Thermostat stuck in closed position.
a Connect or replace cable.
b Replace thermostat.
BLOWER MOTOR
a Blown fuse.
a Check for excessive resistance in cir
cuit and replace fuse.
b Tighten all electrical connections.
c Replace switch.
d Replace motor.
NOT OPERATING
b Faulty electrical connection.
c Faulty blower switch.
d Faulty motor.
SERVICE AND ADJUSTMENTSChrysler Models
Control Cable
1 Disconnect battery ground cable.
2 Remove ash receiver and housing.
3 Remove vacuum control switch and tempera
ture control bracket and lower assembly to ash re
ceiver housing opening.
4 Disconnect temperature control cable at heater
assembly.
5 At heater control, position temperature control
cable to approximately 1/4 inch of cable housing ex
tends beyond edge of cable retaining clip.
6 Instalj temperature control bracket and secure
vacuum control switch in place on temperature con
trol bracket.
7 Place temperature control arm in extreme left
position and connect cable to temperature control
door crank on heater assembly while holding door in
extreme right position.
8 Install ash receiver and housing assembly.
9 Connect battery ground cable and test opera
tion of heater controls. For Heater Control and Switch
removal, see "Switches in Instruments and lndica
tnrs"-Group 8.
HeaterRemoval
1 Disconnect battery ground cable and drain
radiator.
2 In engine compartment disconnect heater hoses
at dash panel. Plug hose fittings on heater to prevent
any coolant from spilling on inside of vehicle as heat-
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er assembly is removed.
3 From under instrument panel remove bracket
from top of heater to dash panel.
4 Remove defroster hoses at heater and discon
nect vacuum lines at heater.
5 Disconnect wiring at heater blower motor re
sistor.
6 Remove glove box.
7 Disconnect control cable at heater end.
8 Unclamp flexible connector at right end of
heater. Do Not Remove Connector.
9 Pull carpet or mat out from under instrument
panel.
10 From inside engine compartment remove
three nuts that mount heater assembly to dash panel.
11 Pull heater assembly toward rear of vehicle
until mounting studs are clear of dash panel. Rotate
heater assembly until studs are down and remove
heater from under instrument panel.
HeaterInstallation
1 Position heater assembly under instrument
panel with mounting studs down.
2 Guide heater toward front of vehicle while ro
tating heater until mounting studs are in line with
mounting holes in dash panel. Push heater until studs
protrude through dash panel.
3 From in engine compartment install three heat
er assembly mounting nuts.
4 From under instrument panel install flexible
connector at right end of heater.
5 Connect and adjust control cables at heater as
sembly. See "Control Cable Adjustment."
ACESSORIES
6 Connect wiring at heater blower motor resistor.
7 Install defroster hoses and connect heater vac
uum lines.
8 Install heater dash panel bracket.
9 Install glove box.
10 Position carpet or mat under instrument
panel.
11 From in engine compartment remove plugs
from hose-fittings and connect hoses to heater Fig. 3.
12 Connect battery ground cable and fill cooling
system.
13 Start engine, operate heater and bleed air
from heater system.
HEATER CORE
Removal
1 Remove heater as outlined in "Heater Remov
2 Remove heater cover plate.
3 Remove screws that mount heater core to heat
er and remove core.
Installation
1 Position core in heater assembly and install
mounting screws.
2 Install heater cover plate.
3 Install heater as outlined in "Heater Installa
tion."
HEATER BLOWER MOTOR
Removal
1 Remove heater as outlined in "Heater Removal."
2 Disconnect wiring from heater assembly to
blower motor.
3 Remove motor cooler tube.
4 Remove heater backplate 10 screws.
5 Remove fan from motor shaft.
6 Remove blower motor from mounting plate.
InstallatIon
1 Install blower motor on heater mounting plate.
2 Install fan on motor shaft. Adjust for clearance
between motor and fan.
3 Install heater mounting plate 10 screws.
4 Install motor cooler tube.
5 Connect wiring from heater assembly to blower
motor.
6 Install heater as outlined in "Heater Installa
tion."
HEATER DOOR SERVICE
For service of the heater regulator door, heater de
froster door or the heater fresh air door the heater
must be removed from the vehicle and disassembled.
Refer to "Heater Removal and Installation."
BLOWER MOTOR RESISTOR REPLACEMENT
1 From under instrument panel disconnect wir
ing at resistor.
2 Remove two screws that mount resistor to heat
er and remove resistor.
3 Position new or repaired resistor into opening
in heater assembly and install the mounting screws.
4 Connect wiring to resistor.
SERVICE AND ADJUSTMENTS-Imperial
Models
VENTILATOR DOOR
For efficient heater operation the ventilator door
must be properly adjusted. To adjust the ventilator
door proceed as follows:
1 Loosen two vacuum actuator mounting screws.
2 Push on ventilator door linkage Fig. 4 to in
sure linkage is positioned "over-center."
8 Push on vacuum actuator Fig. 4, until slack is
removed.
4 Tighten vacuum actuator mounting screws
securely.
HEATER CORE
Removal
1
2
3
4
dash
Disconnect battery ground cable.
Drain radiator.
Disconnect heater hoses at heater.
Remove screws attaching heater core housing to
panel.
VACUUM
ACTUATOR
Fig. 3-Neater HoseConnections Chrysler Models
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1-9
VENTILATOR
DOOR LINKAGE
Fig. 4-Adjusting Ventilating Door
1-10
ACCESSORIES
5 Remove housing and core as an assembly.
6 Remove mastic to expose core mounting screws.
7 Remove heater core from outer housing.
Installation
1 Position heater core in heater outer housing
and install screws.
2 Install new mastic.
3 Position heater housing and core assembly on
dash panel.
4 Install all screws loosely, to insure proper
alignment before tightening
5 Connect heater hoses at heater. Make certain
hoses are connected correctly Fig. 5.
6 Fill cooling system.
HEATER BLOWER
RETURN HOSE FROM
HEATER OUTLET -
11
Fig. 5-HeaterHoseConnections imperial Models
-
Removal
1 Disconnect battery ground cable.
2 Disconnect heater ground wire at windshield
wiper motor mounting bracket.
3 Disconnect heater wires from harness connectors.
4 Disconnect vacuum hoses at each vacuum unit.
5 Remove hoses from their attaching clips.
6 Remove heater valve capillary coil from opening
in heater housing driver’s compartment, passenger
side.
7 Remove clips from housing.
8 Remove three screws attaching heater distribu
tion duct to dash panel. One is located to left of vent
door and to right of brake pedal bracket; one below
heater at passenger side and one screw located at
windshield wiper motor right link pivot.
To facilitate removal, disconnect windshield wiper
right link at pivot to expose housing screws.
9 Remove housing and blower by pulling down
and out of driver’s compartment.
10 Remove blower, mounting plate and motor.
Installation
If blower motor was removed from mounting plate
be sure mounting grommets are installed at attaching
bolts.
1 Install blower motor and mounting plate to
heater housing. Be sure blower wheel is free and does
not rub.
2 Position housing on dash panel and install three
attaching screws. There is a spacer at each attaching
screw. Be sure these spacers are installed between
heater housing and dash panel when installing hous
ing, otherwise, housing could be damaged when tight.
ening screws.
3 Reposition heater water valve capifiary coil in
heater housing and install attaching clips.
4 Connect vacuum hoses at vacuum unit and in
stall attaching clips.
5 Connect heater wire at harness connectors and
install black ground wire at windshield wiper motor
bracket.
6 Attach windshield wiper motor pivot link if
disconnected.
7 Connect battery ground cable.
HEATER VACUUM ACTUATOR
Replacement
1 Disconnect vacuum hoses.
2 Remove two nuts and lockwashers attaching
vacuum unit to housing, and one clip attaching vac
uum unit rod to actuator unit.
REAR SEAT HEATER-Chrysler Models
GENERAL INFORMATION
The rear seat heater is a recirculating hot water
type heater mounted in the right side of the luggage
compartment. A variable speed electric blower draws
inside air through a duct mounted in the shelf panel,
behind the rear seat back, and forces it through the
heater core. From the heater core, warm air can be
deflected either to the rear floor through ducts
mounted under the rear seat cushion or through a
defroster duct which is also mounted in the shelf
panel.
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The heater core is supplied with warm engine cool
ant from the front heater hoses by means of "tee"
connections. A vacuum actuated valve mounted on
the right front fender well controls the supply of
coolant routed through steel tubing, under the right
side of the floor pan, to the heater core.
Controls consist of two toggle type switches mount
ed under the front heater controls. The right hand
switch controls the heater blower motor speed. The
other switch controls a vacuum actuated damper
ACCESSORIES
1-11
which directs the flow of air either to the defroster or
6 Remove the three metal screws from mounting
floor heater ducts. This switch also controls the valve
in the engine compartment.
brackets and remove heater to the bench for servicing
Fig. 1.
Heatingthe Vehicle
Installation
When the green temperature control indicator light
goes "out" move the left hand toggle switch to either
the defroster position or the heat position. The right
hand switch controls the blower speed.
1 Position heater assembly in luggage compart
ment and instali the three mounting screws in mount
ing bracket.
Be sure to install motor ground wire terminal to the
mounting screw under blower motor.
Delogging the Rear Windows
To defog the rear glass, place the left hand switch
in the "Defog" position. This will close the vacuum
actuated water valve and cool air will flow to the rear
glass. The blower switch will control the volume of
air.
For summer operation, the heater control switch
should be kept on "Defog" position. This shuts off the
coolant supply to the heater core and stops the natu
ral flow of warm air through the heater ducts. With
the control in the "Heat" or "Defrost" position, the
coolant valve is open and coolant flows through the
heater unit.
HEATER
Removal
1 From under the car, remove two heater hose
clamps and tubing support clamp at rear of floor pan
and drain system Fig. 1.
2 Remove rear seat cushion and seat back.
3 From inside car, remove two heater hose clamps
and hoses from the heater.
4 Remove spare tire from luggage compartment
and heater shield.
5 Disconnect motor feed wire, fresh air intake
hose, defroster hose and floor air duct hoses from
heater.
2 Install floor air hoses, defroster duct hose and
air intake hose.
3 Inside car, install two heater hoses and clamps
to heater.
4 Install spare tire.
5 Install two heater hoses and tubing support
clamp under floor pan.
6 Fill cooling system, start engine, bleed heater
system of air and check for leaks.
7 Install seat back and rear seat cushion and heat
shield.
CAUTION: Carefully align the seat cushion so outlet
nozzles mounted under cushion, mate with floor
mounted air ducts before locking seat in place. Mis
alignment will crush air ducts.
HEATER CORE
Removal
1 Remove heater from vehicle as outlined in
"Heater Removal."
2 Remove the 11 metal screws from end plate and
remove plate.
3 Remove the four screws retaining heater core to
heater body and remove the core.
Installation
1 Position heater core in heater body and install
the four retaining screws.
2 Install end plate and 11 metal screws.
3 Install heater as outlined in "Heater Installa
tion."
HEATER BLOWER MOTOR REPLACEMENT
The heater blower motor can be replaced without
removing heater from vehicle as follows:
1 Remove spare tire from luggage compartment
and heater shield from mounting bracket.
2 Disconnect motor feed wire and ground wire
from end mounting bracket screw.
3 Remove the four motor mounting plate nuts
and remove motor assembly from the heater.
4 Loosen set screw mounting fan to shaft and
slide fan from shaft.
5 Remove the two nuts from plate and separate
motor from plate.
NN26I
Fig. I-Rear Seat Heater Chrysler Models
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-
Installation
1 Install back plate on end of motor and secure
1-12
ACCESSORIES
FRONT HEAT INLET HOSE
FRONT HEATER OUTLET HOSE
WATER
TUBE
NN282
Fig. 2-Rear Seat HeaterHoseConnections
with the two nuts.
2 Install fan on the motor shaft. Adjust for clear
ance of fan and heater chamber.
3 Install motor assembly in heater and the four
mounting nuts.
4 Connect motor feed wire and ground wire
.FRONT HEATER
OUTLET HOSE
*EE CONNECTORS
HOSE
NN283
Fig. 3-Rear Seat HeaterHoseConnections with Front Air Conditioning
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ACCESSORIES
terminal under end mounting bracket screw.
5 Install heater shield and spare tire in luggage
compartment.
FLOOR AIR DUCTS
Replacement of the floor air ducts is accomplished
by removing the seat back and seat cushion. The
ducts are fastened to the floor pan with sheet metal
screws. The floor air nozzles are metal screwed to the
front underside lip of the rear seat cushion Fig. 1.
CAUTION: When installing the seat cushion, careful
ly align the seat cushion so the outlet nozzles mate
with the floor air ducts before locking seat cushion in
place. Misalignment will crush the air ducts.
HEATER SHUT OFF VALVE
Removal
1 Drain radiator.
1-13
2 Remove two heater hose clamps and heater
hoses from valve.
3 Remove the two vacuum hoses and two valve
bracket mounting screws.
Installation
1 Position vacuum actuator and valve assembly on
fender well and secure with the two metal screws.
2 Install vacuum hoses on actuator. The hose with
red tracer to valve side and hose with white tracer to
fender side of actuator.
3 Connect hose leading under car to valve con
nection facing engine. Connect hose from front heater
hose "tee" connection to valve connection facing front
of car and install hose clamps Figs. 2 and 3.
4 Fill radiator and bleed system.
RADIO AND ANTENNA
INDEX
Adjustments
Antennas
General Information
Radios
Page
15
16
13
13
GENERAL INFORMATION
Radio
The radios available for Chrysler models are the
AM Model 3655, the AM-FM Model 366 and the AM
Search Tuner Model 41GB. The radios available for
Imperial Models are the Search Tuner, Model 419 and
the AM-FM Model 418. All radios are fully transistor.
ized.
Tuning is controlled by five push buttons and the
manual tuning knob on the right of the radio. On
models 416B and 419 search.tuning is controlled by a
three position sensitivity control plus the search-tune
bar and a foot switch.
The volume, tone and the on-off switch are con
trolled by the dual knob on the left of the radio. The
rear speaker fader control, if so equipped, is located
on the bottom of the instrument panel.
AM-FM Radios
The AM-FM radio allows reception of both AM-FM
broadcast frequencies. To select AM or FM reception
rotate the selector control, located behind the manual
tuning control, to the desired position. The tuning
knob and the On-Off and Volume control knob oper
ate in the same manner as the standard AM
radio.
The following items should be noted for proper
AM-FM radio operation:
1 II antenna trimming is required, place the band
selector control in the AM position and proceed with
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Reverberator
Service Diagnosis
Speakers
Page
21
14
20
the antenna trimming procedure as outlined in "An
tenna Trimming."
2 The antenna should be extended to a height of
31 inches for maximum FM reception.
3 The radio push button adjustment is the same
as the standard AM radio. It should be noted that a
push button adjustment is only good for one station
either AM or FM not both at the same time.
4 Should a malfunction occur, the trouble shoot
ing procedures are the same as for the standard AM
radio.
Local, Mid and Distant Settings
Models 476 and 419
Local setting will tune the receiver to only strong
signal stations. Distant setting will tune the receiver
to most of the stations within range of the radio. For
weak stations, manual control should be used for pre
cise tuning.
Fader Control
This control is used only when the vehicle is
equipped with a rear seat speaker. Full counterclock
wise position allows operation of the front speaker.
Full clockwise position allows operation of the rear
seat speaker. Rotation between either position pro
vides the desired blend of the two speakers.
If the vehicle is equipped with a reverberator, the
reverberator control on the instrument panel replaces
the fader control. Pull the reverberator control
1-14
ACCESSORIES
"OUT" to turn "ON" the reverberator unit and push
"IN" to turn "OFF." In the "OFF" position, the re
verberator control provides normal fader control.
Radio Reverberator
The radio may be equipped, as optional equip
ment, with a rear seat speaker. A radio reverberator
which operates in conjunction with the rear seat
speaker is also available as an option.
The radio reverberator is used to produce a time
delay of .025 to .030 seconds in the radio output to the
rear seat speaker. The "echo" produced gives the ef
fect of "concert hall" reproduction in the vehicle.
The reverberator package consists of the reverber
ator unit, the instrument panel switch and the wiring
from the switch to the reverberator unit. The rever
berator is an independently powered unit and has its
voltage supply separate from the voltage supply to the
radio.
The manufacturers of the radios and reverberators
make repair service available through their author
ized service depots. If a schematic wiring diagram is
desired, it should be obtained from the manufacturer
of the particular unit.
Antennas
The power operated radio antenna Fig. 1 is a tele
scoping type antenna, extended and retracted by a
coiled nylon cord actuated by a two direction electric
motor. The main components of the power antenna
are the motor and drive assembly, the mast assembly
and the support tube assembly. The antenna is serv
iced as a mast assembly, motor and the drive assem
bly, connector, pad and pin assembly, lead-in assem
bly and the necessary switches.
Many antenna problems may be avoided by fre
quent cleaning of the antenna mast telescoping sec
tions. This may be performed when the vehicle is
being washed by cleaning the antenna mast sections
with a clean soft cloth. In the winter, wipe the clean
antenna sections with a cloth moistened with light oil.
Before an antenna is removed, the antenna per
formance should be tested to determine whether it is
a reception problem or an operational problem.
Foot Switch For Search Tuning
The foot switch for search tuning, on Model 416 and
419, is located on the left forward end of the floor
panel. By depressing the foot switch, it will select a
station on the radio.
SERVICE DIAGNOSIS
Condition
RADIO
RADIO IS INOPERATIVE
Possble Cause
a Blown fuse.
b Broken, loose or shorted antenna
lead-in.
c Loose battery cable.
Correction
d Faulty radio.
a Replace the fuse.
b Test with an auxiliary antenna and re
place lead-in if necessary.
c Test the voltage at the fuse and
tighten all connections.
Cd Send radio to authorized radio ser
e Faulty speaker.
f Faulty antenna.
e Replace the speaker.
f Test the antenna and repair.
a Unbalanced antenna trimmer.
b Loose antenna lead-in.
Cc Shorted antenna lead-in.
a Adjust the antenna trimmer.
b Tighten the antenna lead-in.
c Test with an auxiliary antenna and re
place lead-in if necessary.
d Send radio to authorized radio service
station for repair.
e Test the antenna and correct.
vice station for repair.
RADIO RECEPTION IS
WEAK
Cd Faulty radio.
Ce Faulty antenna.
RADIO RECEPTION IS
NOISY Engine Running
a Outside electrical interferences.
b Insufficient or faulty radio capacitors.
a Move the car or eliminate interfer
ence.
b Install capacitors in ignition systm.
RADIO RECEPTION IS
NOISY Vehicle in
a Static build up in tires.
Motion
b Loose antenna or lead-in wire.
a Ground the tires to the wheels with
powdered graphite.
b Tighten the antenna attaching nut.
Inspect the fit of the antenna lead-in
plug in the socket.
RADIO IS NOISY WHEN
EQUIPMENT IS
OPERATED
a Loose antenna ground.
a Clean and tighten the antenna con
RADIO RECEPTION IS
DISTORTED
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a Speaker coil rubbing on voice cone.
a Install an auxiliary speaker and com
pare. Replace if improved.
nections.
ACCESSORIES
Correction
b Replace the speaker.
C Send radio ta authorized radio sen,ice
station for repair.
d Clean or replace speaker.
Possible Ciuse
Condlijon
b lorn speaker cone.
C Faulty radio.
d Foreign material in speaker.
a Broken or shorted antenna lead-in
wire.
b Ground lead-in wire.
INTERMITTENT
RECEPTION
ci Faul radio.
a Test with a substitute antenna, Re
pair or replace lead-En wLre.
bi Test with a substitute antenna. Re
pair the Lead-in wire or replace.
C Send radio to authorized radio service
station for repair.
ADJUSTMENTS
Antenna Trimming
All radios are trimmed at the factory and should
require no further trimmer adjustment. However,
whenever a radio is being installed after repair, or if
verification of trimmer adjustment is desired, proceed
as follows:
.1 i Operate radio for 15 minutes.
i
Extend antenna to 40 inches.
3 Manually tune radio to noise or a weak signal
between 1400 and 1600 K-C- For AM-FM radio tune to
noise below 1000 K.C.
Increase radio volume to full volume and tone
control to maximum treme ftlly clockwise.
Wi Remove right radio control knobs for access to
trimmer control Figs. 2 and 3.
O Adju.d antenna trimmer by carefully tuning
back and forth until position is found that gives a
peak response in volume- Maximum output indicates
proper point of antenna trimmer adjustment
ment.
i4i Repeat operation on the other push buttons.
The radio push button adjustment is the same as
the standard FM radin It should be noted that a push
button adjustment is only good for one station either
AM or FMI not both at the same time.
Interference rilmination
When installing suppression items! make certain
that all paint and dirt have been removed from the
grounding area between the capacitors and the en
gine or body components. Tighten all nuts and bolts
securely.
The high tension portion of the engine ignition
system uses radio resistance wire as standard equipment
Install the ignition coil capacitor IFig. 4.
-
Push Sultans
1 Extend antenna fully and turn radio on for fif
teen minutes.
iZ., Unlock push button by pulling it out and man
ually tune in desired station.
13:i Thish button back into position to lock adjustfly. 2-Antenna Trimmev-ChrysIer Models
Psv
Fi I -Power Antenna
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Fig. 3-Antenna TrInim.z-Jmp*rinl Models
1-16
ACCESSORIES
PRPMAr BAnEY POST
/
MOUNTING
13 Poor connection antenna lead-in assembly or
shielding ground.
The preliminary test may indicate that removing
antenna from vehicle is necessary for further testing,
repairs or parts replacement. In this event, ollow
procedure for antenna removal.
Removal
-
I Fiji ly lower antenna.
S tA CK FT
2 For front mounted power antenna remove fend
MOUNTING
BOLT
Fig
-
KP 4375
4_Ignition Coil Capacitor
The alternator is equipped with an internal inter
ference capacitor which is integral Mth the output
studA capacitor is installed on the back of the instru
ment panel with a self tapping metal screw. The lead
wire is connected to the input terminal of the voltage
limiter on Chrysler models. On Imperial models
equipped with the voltage limiter integral with the
fuel gauge, the lead wire is connected to the input
terminal of the fuel gauge.
ANTENNA
Power Antenna
Clean the antemia and drive assembly before test
or disassembly.
1 With a source of 12 volt DC. power, test the
operation of the drive mechanism by grounding thc
negative -J lead to the drive housing and with the
positive -F lead, contact the yellow’’ IUp lead ter
minal to extend the antenna, and contact the brown’
dowili lead tenninal to retract the antenna.
If the motor will not operate, replace the motor and
drive assembly. If the motor runs freely and the an
tenna does not extend or retract, mast or drive as
sembly is at fault and should be replaced by either a
new roast or motor and drive assembly. If the motor
labors and the antenna extends and retracts very
slowly, it may be caused by excessive dirt on he tele
scoping sections or bent telescoping mast rods. Clean
and straighten the telescoping mast rods.
1Z Occasionally poor reception can be corrected by
proper adjustment of radio ani onna trimmer. If this
fails to produce desired results, a substitute antenna
known to be satisfactory may be plugged into radio
with extended mast held out of car windowS ::Do not
ground mast..’
Upon establishing that thc fault is in antenna as
sembly, it may be traced to one or more of the follow
ing conditions:
a Broken lead-in wire or shielding.
b Grounded lead-in wire or mast assembly.
cj MyMopar.com
Moisture in support tube or lead-in assembly.
er shield for access For lear mounted power antenna
open luggage compartment for acre-s.c to antenna
assembly.
,:3 Disconnect motor loads at connectors.
‘4 Disconnect antenna lead at antenna
5 Remove nut attaching drive housing to antenna
lower mounting bracket.
!S For front mounted power antenna loosen collar
tightening scrcw under fender. For rear mounted
power antenna remove cap nul. upper adapter and
gasket.
7 Remove antenna assembly, being careful not to
bend mast rod.
Installation
II Position antenna lead and antenna in mounting
hole‘2 For front mounted power antenna, tighten col
lar screw under fender. For rear mounted antenna,
install gasket, upper adapter and cap nut.
13 Install nut attaching drive housing to antenna
lower mounting bracket.
4 Connect antenna lead at antenna.
{S Connect motor leads to connector.
,M: For front mounted antenna, install fender
shield-
Bench Test for Reception Malfunction
I With test lamp and battery in circuit attach one
test lead to concentric pin on "lead-in’’ connector and
other test lead to mast sections. The lamp should
"light" indicating continuity.
2 Keeping one lead on connector pin, c-lip other
lead on antenna support tube assembly. rue lamp
should ‘‘not light." if it does! look for a ground
between mast and support, tube or inner conductor
from pin and pad.
3 Remove clip lead from connector pin and clip
on outer shell of connector. Connect other clip lead t0
antenna support tube assembly. The lamp should
1 ight’ again. IT it does not ‘light, antenna shielding
has an open circuit.
4 Locate ground or open circuit and repair or re
place component parts as required.
DO NOT attempt to service the detail.
of the Motor
and Drive Assembly. This sub-assembly most be serv
iced isa complete unit.
ACCESSORIES
o;sassembly
I Remove the 12:, two screws hotdiug
MOTOR AND
DRIVE ASSEMeLY
‘lead-in’
receptacle,
21 Unsolder pin from wire.
13 Remove the IS screws which hold support tube
to motor and drive assembly.
41 HoldIng motor and drive assembly in one hand
and support tube in other hand, pull applying back
and forth rotary motion at same timel until support
tube assembly is removed from antenna.
5 Holding motor and drivc asscmbly in one hand
and mast assembly in other hand grasp near bottom
of mast assemblyl. rock the mast assembly back and
forth and pull at the samc time. This will remove
insulator bushing from tubular fitting and outer mast
section from remainder of antenna assembly.
8 Apply 12 volts D.C. to "yellow" upl power lead
and ground, until entire length of nylon cord has
been expelled from the drive. To prevent a kink or
bend in nylon cord, keep it taut by pulling on mast.
CAUTION: DO NOT DISASSEMBLE MOTOR AND
DRIVE ASSEMBLY FOR ANY PURPOSE.
In order to remove nylon cord from disabled motor
and drive assembly, place assembly in a vise so that
normal plane of nylon cord is parallal with floor, then
LI-sing both lands pull on nylon cord until completely
expelled from drive.
171 Remove bottom insulator and water seal washer
Fig. 5 from tubular fitting using a wire hook and
long nose pliers.
Assembly
Ill If original mast assembly is reused, thread
nylon cord through bottom insulator with tubular pro-
1-1’7
lYLON CORD
kAST AS5EMBIS
NOOK-UP WIPE
PIN
cPFOR’ lOSE
62.334
Fig. 6-Assembling Power Antenna
jection down Fig. Oj. mini thread nylon cord tllrough
water seal washers.
The bottom insulator and water seal washer are
included on service replacement mast assembly.
21 Appiy 12 volts D-C- to "brown" down power
lead and ground. Feed approximately 12 inches of
nylon cord into the lrive. Push water seal washer and
bottom insulator all the way down into the tubular
fitting. Apply 12 volts DC. power until nylon cord
disappears.
13 Push outer mast section down into tubular fit
ting. Make sure upper edge of flange on insulator
bushing is below center of the 3 holes in tubular
fitting.
4 Install support tube assembly in proper position
making sure hook-up wire is extended through large
hole in body 111g. 7.
I i Install the 21 screws to attach support tube as
sembly to motor and drive assembly.
SOnOM WASHFRAND WATER SEAL
GROUND WIRE
DIRECTIONAL WIRES
Fig. S-.movlng Sottom insulato, and
Water Seal WosIl.r
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o2333
62 xa 35
Fig 7-Installing Mast Support
1-19
ACCESSORIES
2.1/2"
I/Jo"
1-li
LINE
ON FENDER HOOD
OPENING
EIEcFPIC ANTENNA LOCATING TEMPLArE
RIGHT FRONT FENDtR Mower
S.
CENTEF PUNCH
FOR I INCH
HOLE
FORWARD
.
ru?
/ I 6"
1 2.3/1’
6451r
Hg. 8-Antenna Mounting LocatIOn_Imperial Mod.h
01 Solder hook-up wire to pin.
7 Assemble lead-in receptacle with the I21 screws.
8 Apply 12 volt power to ‘yellow" and ‘brown’
antenna leads and test for up and down operation.
Power Antenna Location-Imperial Models
The electric antenna is offered as a factory in
stalled accessory only. Should replacement °f the
fender due to damage be necessary. see Figfor
proper location of the antenna.
MANUAL ANTENNA
I.n.oval-Chrysler Models
1 Disconnect antenna lead from radio receiver
and from engine compartment carefully pull out of
passenger Compartment.
12 Use Tool C-3977 to remove cap nut, upper
adapter and gasket Fig. 0.
131 Reaching under fender from engine compact
ment. tip lower adapter and lift antenna assembly out
through top of fender
mast and insert the assembly in fender mounting hole
by tipping adapter.
121 Position lower adapter on tangs of spacer Fig.
9.
131 Install gasket, upper adapter and cap nut over
top of antenna. Index upper adapter locating pins in
two small holes iii fendor. Lubricate cap nut threads
and tighten with Tool C-3977 Fig. 9.
4 Insert antenna lead through hole in floor pan
and snap grommet iii place Fig. 10.
5’ Disconnect alligator clip on heater fresh air
fledble hose and separate from duct far enough to
position antenna lead through opening and behind
hose.
6 Route cable lead over fresh air duet and con
nect to radio receiver.
Initial Antenna InstallatIon
1 See Figure Il for proper location of antenna
I ,,s I a lit, in n
1 Position spacer and lower adapter on antenna
CAP NUT
UPPER
ADAPIIR
SPACER
GASKET
La WE
ADAPTER
SENDER
LOCATING PFN5
ON UPPER ADAPTFR SECTION
Fig. #_Aat.nna_acss.mbl.d ViewMyMopar.com
Chrysler Models
N NS55
Fig. IO-Antenan Lead Cable RoutingChrysler Models
____________
‘ACCESSORIES
1-19
7,,
lI/I6’
ii
2.7/32"
LOCATE Tills LINE
ON COWt OENINC
LOCATE THIS LINE
ON FENDER OPENING
1CENTER PUNCH FOR
2.1 4’
CENThE PUNCH FOR I
FORWARD
L
3/
6 DFA. HOLES I DR!LL
TEl ES! HOLE S 95 STI
NKS4OA
.
0
Fig. I IAnt.nna Mounting Templete-Chrysler Models
mounting holes. Make template of
hea’ paper.
2 After locating template on fender, center punch
and drifi the 3/16’ holes first and the 1½" holes last.
3 Raise carpet inside car and drill a ¾" hole in
outboard dimple on floor pan. This dimple can easily
be located frorrL inside engine compartment. There
are two dimples on the floor pan below the flange and
to the right of engine. Use outboard dimple for an
tenna lead Fig. 10.
14 Slide spacer and lower adapter over top nf an
tenna mast and insert antenna lead and antenna into
hole from top side of fender. Tip lower adapter on
mast to permit adapter to slide through mounting
hole.
51 Pnsition lower adapter oii tangs of spacer and
install gasket and upper adapter over top of antenna.
Index upper adapter locating pIns in two 3/18’ holes
in fender. Lubricate cap nut threads and tighten with
Tool C-3977 Fig. 12.
"61 Insert antenna lead through -¾" hole in floor
pan and snap grommet in place. Route antenna lead
over fresh air duct. This can be done by disconnecting
alligator clip on hose, pushing hose to right and lead
ing antenna through opening.
71 Connect ajitenna lead to radio receiver.
RADIOS
CAUTION: Do not operate the radio with the speaker
detached since damage to the ttainistors nay result.
Removal-Imperial Models
Ii Disconnect battery ground cable.
25 Remove the four screws that attach ash receWer
assembly to instrument panel.
31 Lowcr ash receiver assembly and discoonect
turn signal flasher and ash receiver light wiring.
41 Remove ash receiver assembly.
15 From under instrument panel
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Fig 72-Antenna Assenibj.d-Underside View
remove the t¼o
screws from radio to instrument panel lower rein.
fori’ement mounting bracket and rcmove bracket.
6 Disconnect antenna lead, speaker leads and
1-20
ACCESSORIES
radio feed wire.
7 Remove pencil brace from instrument panel
lower reinforcement to dash panel. This brace is lo
cated just left of radio.
8 Remove radio control knobs and mounting nuts
from front of radio.
9 Pull radio out of panel opening and rotate 90
degrees so face of radio is to the right of vehicle, then
carefully remove radio from under instrument panel.
Installation-Imperial Models
1 Position radio into instrument panel opening
from under instrument panel.
2 Install mounting nuts and radio control knobs
from front of radio.
3 Install pencil brace from instrument panel
lower reinforcement to dash panel.
4 Connect antenna lead, speaker and feed wires.
5 From under instrument panel install radio to in
strument panel lower reinforcement mounting
bracket.
6 Position ash receiver in front of instrument
panel opening and connect turn signal flasher and
ash receiver lamp wiring. Install ash receiver assembly.
7 Connect battery ground cable.
Removal-Chrysler Models
On vehicles with air conditioning, it is necessary to
remove the center air conditioning outlet hose.
1 Disconnect battery ground cable.
2 Remove ash receiver and housing assembly.
3 Remove radio control knobs.
4 Remove radio mounting nuts.
5 Working through ash receiver opening, discon
nect speaker leads, radio feed wire and antenna lead
cable.
6 Remove radio to instrument panel mounting
bracket.
7 Remove radio out through ash receiver opening
in instrument panel.
2 From top of instrument panel remove six
screws that attach radio speaker and defroster outlet
grille assembly to instrument panel and remove grille
assembly.
3 From top of instrument panel remove the four
screws that attach radio speaker to instrument panel.
4 Remove radio speaker.
Installation
1 Position speaker in speaker opening in
ment panel.
2 From top of instrument install the four
that attach radio speaker to instrument panel.
3 Position radio speaker and defroster
grille on top of instrument panel and install
taching screws.
4 Connect battery ground cable.
screws
outlet
six at
Front Speaker Removal-Chrysler Models
1 Disconnect battery ground cable.
2 Remove radio as outlined in "Radio Removal."
3 Remove upper section of glove box.
4 Reach through glove box opening and remove
speaker mounting plate attaching screw nearest glove
box opening.
5 Reach through ash receiver openihg and re
move remaining speaker mounting plate attaching
screw.
6 Remove speaker and mounting plate out
FRONT SPEAKER TERMINALS
Installation-Chrysler Models
1 Install radio in instrument panel opening by in
serting radio up through ash receiver opening in in
strument panel.
2 Install radio to instrument panel mounting
bracket.
3 Connect speaker leads, radio feed wire and an
tenna lead cable.
4 Install radio mounting nuts.
5 Install radio control knobs.
6 Install center air conditioning outlet hose, if so
equipped. Install ash receiver and housing assembly.
7 Connect battery ground cable.
RADIO SPEAKERS
Front Speaker Removal-Imperial Models
1
Disconnect battery ground cable.
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instru
Fig. 13-Reverberator Wire Harness
at Instrument Panel
ACCESSORIES
through ash receiver opening in a rotating motion.
Installation
1 Install speaker and mounting plate through ash
receiver opening and install mounting plate attaching
screw on left end of the mounting plate.
2 Working through glove box opening install re
maining speaker mounting plate attaching screw.
3 Install upper section of glove box.
4 Install radio as outlined in "Radio Installation."
5 Connect battery ground cable.
Rear Seat Speaker
Removal
1 Remove spare tire Chrysler Models only.
2 Disconnect speaker leads.
3 Remove the 4 sheet metal screws holding
speaker to shelf panel.
Installation
1 Position speaker under shelf panel and install 4
mounting screws.
2 Connect speaker leads.
3 Install spare tire Chrysler Models only and test
operation of speaker.
Radio Reverberator
Figure 13 shows the switch and wiring installation
at the radio.
The radio reverberator is suspended from the left
side of the shelf panel in the luggage compartment in
Chrysler models. On Imperial models the radio rever
berator is mounted in the luggage compartment on
the left side below the deck lid opening and behind
the carpet liner. It is necessary to remove the spare
tire in both Chrysler and Imperial models for access
to the unit.
On Imperial models, pull the floor carpet back from
the deck lid opening and remove the luggage com
partment lining to gain access to the unit.
Two metal screws fasten the reverberator to the
luggage compartment floor Imperial models or to the
shelf panel Chrysler models.
SAFEGUARD SENTINEL LIGHTING SYSTEM
INDEX
Amplifier
General Information
Photocell
Service Diagnosis
Page
25
21
24
Tests
and Adjustments
Time Control Switch
Wiring Diagram
22
Page
23
24
22
GENERAL INFORMATION
The Safeguard Sentinel Lighting System is a light
sensing device that automatically controls the use of
the driving lights after the ignition key is turned on.
The system automatically activates the taillights and
the headlights when the light intensity outside the car
requires road illumination. If light intensity reaches a
point selected by the driver with the sensitivity con
trol, when the lights are no longer needed, the Safe
guard turns them off. In periods of darkness, the
headlights, taillights and back-up lights will remain on
for a period of from one to three minutes after the
ignition key is turned off depending on the desired
setting of the Time Delay Control Switch. The system
can be disconnected at anytime by pulling the control
switch knob out. Use of the driving lights is then
controlled by the headlight switch.
Three units control the system. The time control
switch is mounted on the lower part of the instrument
panel to the left of the steering column. Pushing the
knob in, activates the system. The headlight switch
remains turned off. Rotating the control knob clock
wise increases the period of time the driving lights
remain on after the ignition key is turned off.
The Photocell, mounted on the top left side of the
instrument
panel cowl pad, is adjustable by the driver
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to determine when the degree of light outside of the
car will require the use of the driving lights. Turning
the control clockwise decreases the sensitivity of the
cell to light. Rotating the knob counterclockwise in
creases the sensitivity and will turn the lights on
earlier.
The Amplifier is mounted under the right side of
the instrument panel on thc hcatcr plenum chamber
flange. This unit receives the signals from the photo
cell and control knob and activates the headlight cir
accordingly. The entire Safeguard circuit is
grounded through the manual ON-OFF switch. When
the switch is in the off position, a malfunction of any
of the components cannot keep the headlights on
Fig. 1.
cuit
The backup lights will light regardless of the posi
tion of the time control switch when the headlight
switch is turned on with the ignition key off. They
will go out when the ignition key is turned on.
The circuit breaker in the headlight switch protects
the headlight circuit during normal manual operation.
When the Safeguard time control switch is pushed in
to the automatic position, the headlight switch is by
passed. Therefore a second circuit breaker, mounted
in the amplifier, protects the headlight circuit.
___________________
1-22
ACCESSORIES
B2A
BACK-UP LIGHT - AUTOMATIC TRANSMISSION’ c!:J-2B
BACK-UP LIGHT - MANUAL TRANSMISSION CONSOLE
X9-LfJ
j-B2C
TO BACK-UP LIGHT CONNECTION
- B2
WITH TRACER BACK-UP LIGHT
-1I7I.EJ.VIOLET
PHOTOCELL
"C,
GRAY
PHOTOCELL
CIRCUITS
-X5
BLACK
HEADLIGHT SWITCH
B-2 18 VIOLET WITH TRACER
-X66 I LIGHT BLUE
TAIL LIGHT
B2A 18 VIOLET
-X7 BROWN AND WHITE IME DELAY SWITCH
AMPLIFIER B2B 18 VIOLET
-Xe
TIME DELAY SWITCH
B2C
8 VIOLET
94LIGHT GREEN
LIGHT SWITCH
BACK-UP
D-7
BROWN
-x16II VIOLET
IGNITION
D-8
DARK GREEN
-X17YELLOW
BATTERY
E-1
TAN
X18
TAIL
LIGHT
FUSE
E-4
YELLOW WITH TRACER
* X20
DARK GREEN
-X19
RANGE WITH TRACER
TO DOME, STOP AND TAIL LIGHTS E-5
G-4
DARK BLUE
-LB
DARK BLUE
J2
GRAY
CELL
L-l
BLACK WITH TRACER
M2 -‘
BLACO
LIGHT GREEN
- E4
-M2A-4 1-2
L-6
YELLOW WITH TRACER
X17
L-7
BLACK
L-8
PINK
L7
‘HITE
M-2 18 YELLOW
-El
.IGHT GREENM-2A 18 YELLOW
HEADLIGHT
X-5 1 6 LIGHT BLUE
YELLOW-J
SWITCH
- L2
..
I BROWN AND WHITE
/
INSTRUMENT PANEL WIRING
X-7 1 8 WHITE
TIME DELAY CONTROL
WITH HEADLIGHT SENTINEL
SWITCH
SAME AS STANDARD INSTRUMENT PANEL X-8 1 8 LIGHT GREEN
ASSEMBLY EXCEPT FOR ADDITIONAL WIRING X-9 18 VIOLET
TO BODY WIRING
X-1ó 1 8 YELLOW
LEGEND
X-16A 1 6 DARK BLUE
WIRING SPLICE -4’--------J2
INSULATORS VIE WEDFROM TERMINAL SIDE X-17 1 6 RED
BULKHEAD
X-18 1 8DARK GREEN
DISCONNECT ‘-X18--’
E17
tD81
X-19l 8GRAY
hFEMALE
L7
FEMALE
MALE
FEMALE
X-20 1 8 BLACK
MALE
TO STARTER AND IGNITION SWITCH
N Kl 557
I
I
L.
W
Fig. I-Safeguard Sentinel Wiring Diagram
SERVICE DIAGNOSIS
Before any tests are made, it should be determined
that all driving lights are operating manually first. It
Condition
LIGHTS FAIL TO
LIGHT AUTO
MATICALLY IN
PERIODS OF
DARKNESS
Possible Cause
a Loose connections.
b Poorly grounded time control switch.
Cc Faulty time control switch.
Cd Faulty photocell.
Ce Faulty amplifier.
LIGHTS FAIL TO
TURN OFF AUTO
MATICALLY IN
PERIODS OF LIGHT
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is important that the steps in the service diagnosis be
performed in the sequence shown for each condition.
Ca Photocell covered up.
Correction
Ca Test continuity of all circuits and re
pair as necessary.
Cb Remove switch bezel and clean paint
from instrument panel under bezel.
c Jump white wire X-7 at switch to a
good ground. If lights light, replace
switch.
d Place jumper wire from X-19 from
amplifier connector. If lights light,
replace photocell.
Ce Disconnect multiple connector at am
plifier and jump from red X-17 to
blue CX-5 in body wiring side of
connector. If lights light, replace
amplifier.
a Instruct owner in the proper use of
system.
b Loose connections in photocell circuit. b Test continuity of gray wire X-19 and
black wire CX-20 and repair as
necessary.
c Test photocell by jumping gray X-19
Cc Faulty photocell.
and black X-20 wires at amplifier
multiple connector. Replace photo
cell if lights go off.
Cd Faulty amplifier
d Disconnect multiple connector at
ACCESSORIES
Condition
Po5sible Cause
1-23
Correction
amplifier. If lights go out, replace
amplifier.
LIGHTS TURN OFF
IMMEDIATELY AFTER
IGNITION SWITCH
IS TURNED OFF
Ca Taillight fuse blown.
Cb Faulty time control switch.
LIGHTS REMAIN ON
TOO LONG AFTER
IGNITION SWITCH
IS TURNED OFF
Ca Loose connection in yellow wire CX-16 a Repair as necessary.
or light green wire CX-8.
Cb Faulty time control switch.
Cb Test with switch known to be good.
Be sure to ground switch. Replace if
necessary.
Cc Faulty amplifier.
Cc Test with amplifier known to be good.
Replace if necessary.
BACKUP LIGHTS FAIL
TO LIGHT
a Loose wire connections.
BACKUP LIGHTS LIGHT
MANUALLY BUT NOT
DURING TIME DELAY
a Faulty amplifier.
Ca Test circuit for short and replace fuse.
Cb Test with switch known to be good.
Be sure to ground switch. Replace if
necessary.
c Test with amplifier known to be good.
Replace if necessary.
c Faulty amplifier.
Ca Test continuity of violet wire X-9
and violet wire with white tracer B-2.
Repair as necessary.
b Open windshield wiper circuit breaker. b Test operation of windshield wipers.
If inoperable, test for short in circuit
and repair as necessary.
Cc Faulty amplifier
Cc Jump violet wire X-9 to violet wire
with white tracer B-2 at amplifier.
If backup lights light, replace am
plifier.
Tests and Adustments
Before testing any part of the Safeguard Sentinel
Lighting System, it should first be determined that
the exterior lighting system of the vehicle is operating
properly. Turn on the headlights, and visually test the
operation of the lights. The backup lights should light
regardless of the position of the time control switch or
the gear selector and go out when the ignition key is
turned on.
After testing the manual operation of the lighting
system, inspect the multiple connectors at the ampli
fier, the photocell and the time control switch to be
sure they are tight and making good contact. If con
nections are tight, continuity of the entire wire har
ness should be tested with an ohmmeter.
Should the automatic operation fail, test the time
control switch for a good ground. Place a jumper wire
from the switch bezel or knob to a good body ground
and test the operation of the system. If the system
operates properly, remove the switch bezel and clean
the paint from the instrument panel, under the bezel,
and reinstall the bezel.
The photocell, amplifier and control switch are not
to be serviced. If one or the other is defective, it
should be replaèed.
a Disconnect violet wire with white trac
er B-2 at amplifier. If lights turn
off, replace amplifier.
the engine, push the time control switch in and turn
off the headlight switch. If the headlights and tail
lights do not light within a few seconds, uncouple the
multiple connector at the amplifier Fig. 3. Remove
the gray wire X-19 from the connector leading to the
body wiring and recouple the connector Fig. 1. If the
lights light, replace the photocell and reinstall the
gray wire X-19 in the connector.
Should the lights fail to automatically turn off at
day break, shine a bright light into the photocell. Ro
tate the cap to the centered position between the
"Early" and "Late" position. If the lights light, the
cap was rotated too far blocking off light to the cell
through the window in the cap Fig. 2. Instruct the
MOUNTING
CLIP
b
PHOTOCELL
I
SENSITIVITY
ADJUSTING
KNOB
Photocell Fig. 2.
If the lights fail to light automatically after dark,
test the photocell by covering with a dark cloth. Start
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NK1S5Ô
Fig. 2-Photocell
1-24
ACCESSORIES
KNOe AND
MOUNTNc NUT
SW ITCH ASSEMBLY
NK1 555
Fig. 3-Time Detoy Control Switch
owner in the proper use of the Safeguard Lighting
System.
If the sensitivity adjustment of the cap still fails to
correct the operation, test the photocell by placing a
jumper wire from the gray wire X-lO to the black
wire X-201 at the amplifier Fig. 1. This will close the
photocell circuit and the lights should turn off- If they
do, replace the photocell.
Time Control Switch FIg. 3
Always test the time control switch for a good
ground to the instrument pneI before condemning
the switch.
Oround the switch by connecting a jumper wire
from the knob of the switch to a good body ground.
Test the operation of he system. If the system oper
ates properly, remove the switch bezel and dean the
paint from the panel so a good contact will be made
when the bezel is installed.
If the lists fail to turn off automatically after the
igiiition is turned off and the photocell test is positive,
test the switch by jumping the yellow wire {X-16 to
the light green wire iX.8:’ at the switch, If the lights
turn off, replar.e the switr.h.
Should the lights turn off immediately after the
ignition key is turned off, no time tle]ayi regardlesA
of the time control setting, inspect the taillight fuse.
If the fuse is not blown test for short in switch.
Amplifier Fig. 4
Should the lights fall to light automatically, and the
photocell and switch tests are positive, the amplifier
should be tested as follows:
Remove the amplifier from the heater plenum
chamber flange and disconnect the multiple curl
nector Fig. 4. Place a jmnper wire from the red wire
X-17 to the light blue wire X-5 in the connector on
the body wiring side Fig. Ii. if tIe lights light, re
place the amplifier.
Should the lights rail to turn off automatically at
day MyMopar.com
break and the photocell and time delay switch
Fig. 4-Amplifier
tests are positive, disconnect the multiple connector
at he amplifier. If the lights o out, replace the am
plifier.
Failure of the lights to turn off automatically when
the ignition key is turned off or the lights turn off
immediately regardless of time control setting of the
switch, test with an amplifier known to be good. If
lights operate properly, replace the amplifier.
PHOTOCELL
Removal
ill Disconnect battery ground cable.
2 Remove steering column cover and loft spot
cooler hose from distribution duct if - conditioning
equipped.
3 From under panel, disconnect photocell con
nector black and gray wires, Fig. 2r, and remove
tinerman clip from photocell base with a small screw
driver. Pull photocell up through moLLoting hole, cut
wires and remove.
installaflon
1 From top of instrumcnt panel, feed photocell
wires through mounting hole.
2 Hold photocell in place on panel, p’e&s tiner
man clip on photocell base from under panel Fig. 2.
3 Install connector insulator on wire terminals.
Color codes do
not isv. to be followed.
4: Couple connectors and install steering column
cover.
5 Install left spot cooler hose to distribution duct
air
conditioning equipped.
if
e, Connect battcry ground cable and test opera
tion of light sy.terrr.
TIME DELAY CONTROL SWITCH
Removal
lii
Disconnect
battery ground cable.
ACCESSORIES
2
3
4
from
Remove steering column cover.
Remove switch control knob and mounting nut.
Disconnect connector from switch and remove
under panel.
Installation
1 Install connector to switch and from under pan
el, position switch in bezel.
2 Install mounting nut and control knob.
3 Install steering column cover.
4 Connect battery ground cable and test operation
of system.
1-25
AMPLIFIER
Removal
Remove the two nuts retaining the amplifier
bracket to the right fresh air vent flange and lower
assembly far enough to disconnect multiple con
nector. Remove two self tapping screws from bracket
to separate from amplifier.
Installation
Assemble the bracket to the amplifier with the two
self tapping screws and bolt the assembly to the right
fresh air vent flange. Connect the multiple connector
and the battery ground cable. Test the operation of
the Sentinel.
WINDSHIELD WASHERS
GENERAL INFORMATION
The windshield washers are operated by an electric
motor driven pump to which fluid is gravity fed from
a plastic reservoir Fig. 1. The motor is operated by
depressing the windshield wiper knob, or a button
located on the instrument panel.
The pump assembly is located in the engine com
partment below the plastic reservoir. A permanently
lubricated sealed motor is coupled to a gear type
pump. Jets mounted in the fresh air intake grille of
the cowl ventilator distribute fluid, routed through
rubber hoses, to the windshield. A self resetting cir
cuit breaker mounted inside the pump will reset after
a period of two minutes in the event of a frozen
pump. The circuit breaker is a serviceable item but
the pump and motor are serviced as an assembly only.
SERVICE DIAGNOSIS
Condition
INTERMITTENT
OPERATION OF SYSTEM
Possible Cause
Correction
Ca Faulty circuit breaker.
Cb Loose wiring connections.
Ca Replace circuit breaker.
Cb Repair as necessary.
PUMP INOPERATIVE
MOTOR RUNS
a
b
c
d
Ce
Nozzle jets plugged.
Broken or loose hose.
Broken coupling.
Faulty pump.
Nozzle jet under air intake grille.
Ca
Cb
Cc
Cd
Ce
PUMP ASSEMBLY
INOPERATIVE
a
b
Cc
Cd
Ce
Loose wiring terminals.
Corroded terminals.
Broken wires.
Faulty switch.
Faulty motor.
Ca
Cb
Cc
Cd
Ce
Cf Poor ground.
Cg Faulty circuit breaker.
Clean nozzle jets.
Replace Hose.
Replace motor and pump assembly.
Replace motor and pump assembly.
Adjust nozzles.
Tighten the terminals.
Clean and tighten the terminals.
Repair or replace the wires.
Replace the wiper switch assembly.
Replace the motor and pump
assembly.
Ct Clean the pump housing and tighten
the mounting screws.
Cg Replace the circuit breakers.
TESTS AND ADJUSTMENTS
Nozzle Adjustments-Chrysler Models
A slot is provided in the nozzle mounting bracket to
compensate for lateral adjustment. Loosen the mount
ing screw and slide nozzle for proper clearance be
tween the grifie louvres. Vertical nozzle adjustment is
made by inserting a small screwdriver into the cowl
grille opening and bending the nozzle.
Adjust the nozzles so that the centers of the
streams contact the windshield glass as shown in Fig-
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ure 2. The oval pattern formed by the stream striking
the windshield glass is not "centered" on the center
of the stream. The stream center is toward the bottom
of the oval pattern.
Imperial Models
Adjustment of the nozzle may be made by using a
screwdriver to rotate the nozzle jets "up" and
"down."
ACCESSORIES
1-26
MEASURE DOWN FROM BOTTOM
OF WINDSHIELD MOULDING
64x 151
Fig. 3-Washer Aiming Diagram-Imperial Models
ing the windshield glass is not "centered" on the cen
ter of the stream. The stream center is toward the
bottom of the oval pattern.
NK355
Pump Circuit Breaker Replacement
POSITIVE DISPLACEMENT PUMP
Fig. I-Washer Motor and Pump Assembly
CENTER LINE OF
WINDSHIELD
N,
.ASURE DOWN FROM
BOTTOM OF WINDSHIELD
MOULDING
3 INCH
TARGET
AREA
64x152A
Fig. 2-Washer Aiming Diagram-Chrysler Models
Adjust nozzles so that centers of the streams con
tact the windshield glass. Fig. 3.
NOTE: The oval pattern formed by the stream strik
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1 Empty reservoir.
2 Disconnect hoses from pump.
3 Disconnect wire terminal.
4 Remove pump assembly from vehicle,
5 Lift up pump cover retaining tabs and remove
cover.
6 Unsolder circuit breaker lead from motor ter
minal.
7 Remove circuit breaker and terminal from
pump and motor bracket.
8 Install new circuit breaker and terminal In slot
in bracket. Press insulator firmly in place.
9 Solder bare end of circuit breaker lead to motor
terminal using rosin core solder.
10 Install pump cover. Carefully bend retaining
tabs in place.
11 Install pump.
12 Connect hoses to pump.
13 Connect wiring terminal.
14 Fill reservoir and test operation of washer
system.
GROUP 2
FRONT SUSPENSION AND STEERING LINKAGE
CONTENTS
Page
ALIGNMENT
BALL JOINTS
CAMBER
CASTER
CONTROL ARM
HEIGHT ADJUSTMENT
PIVOT SHAFT-CONTROL ARM
2
9
4
4
1
3
10
Page
SPECIFICATIONS
STEERING ARM
STRUT
SWAY BAR
TOE-IN
TORSION BAR
WHEEL ALIGNMENT
12
-
GENERAL INFORMATION
The torsion bar rear anchors are integral with the
engine rear support member. The front anchors are
part of the lower control arms and provide the means
of adjusting the vehicle front height. Compression
type lower ball joints are integral with the steering
arms.
All ball joints and the torsion bars at the front of
the rear anchors are effectively sealed against road
splash by tightly fitted balloon type flexible seals.
The ball joints are of the semi-permanent lubri
cated type. When lubrication of the ball joints and tie
rod end assemblies is required, remove the plugs and
install a lubrication fitting. After lubricating, reinstall
the plugs.
Service replacement ball joints are equipped with
a "Knock-Off" type lubrication fitting. After lubricat
ing, knock off that portion of the fitting over which
the lubrication gun was installed. A ball check in
stalled in the remaining portion of the fitting prevents
foreign materials from passing through the fitting.
The tie rod end seals and protectors should be in
spected for damage at all oil change periods.
Lower ball joints steering arm assembly should
not be replaced for looseness if the axial end play
Up and Down movement is under .050 inch. Loose
ness of this nature is not detrimental and will not
affect front wheel alignment or car stability in any
way.
Rubber bushings should not be lubricated at any
time.
On models equipped with disc brakes, refer to
Group S for brake drum removal and installation
procedures.
SERVICE DIAGNOSIS
Condition
FRONT END NOISE
Possible Cause
a
b
c
d
Ball joint needs lubrication.
Shock absorber and bushings worn or
Worn strut bushings.
Loose struts-Lower control arm bolts
and nuts, Imperial Only.
e Loose steering gear on frame.
Ct
g
h
i
j
k
INSTABILITY
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Correction
a
b
Cc
d
Lubricate ball joint.
Replace bushings.
Replace bushing.
Tighten all bolts and nuts.
e Tighten the steering gear mounting
bolts.
Worn upper control arm bushings.
f Replace worn bushings.
Worn lower control arm shaft bush g Replace worn bushings.
ings.
Worn upper or lower ball joint
h Replace ball joint.
Worn tire rod ends.
Ci Replace tie rod end.
j Adjust or replace bearings as neces
Loose or worn front wheel bearings.
sary.
loose.
Steering knuckle arm contacting the
k Smooth off the contacting area and lu
bricate with a water resistant grease.
lower control arm or strut
a Low or uneven tire pressure.
a Inflate tires to correct pressure.
b Loose wheel bearings.
b Adjust wheel bearing.
c Improper steering cross shaft adjust c Adjust steering cross shaft.
ment.
d Steering gear not centered.
Cd Adjust steering gear.
e Worn idler arm bushing.
Ce Replace bushing.
2-2
FRONT SUSPENSION
Condition
Possible Cause
Correction
Ct Loose or excessively worn front strut Cf Replace bushings.
bushings.
g Replace spring.
g Weak or broken rear spring.
Ch Measure and adjust front wheel align
h Incorrect front wheel alignment.
ment.
Ci Replace shock absorber.
Ci Shock absorber inoperative.
HARD STEERING
a Ball joints-require lubrication.
b Low or uneven tire pressure.
Cc
Cd
Ce
Cf
g
h
CAR PULLS TO
ONE SIDE
a Low or uneven tire pressure.
Cb
Cc
d
Ce
Cf
Cg
EXCESSIVE PLAY
IN STEERING
a Inflate tires to recommended pres
sure.
Front brake dragging.
Cb Adjust brakes.
Grease, lubricant or brake fluid leak Cc Replace brake shoe and lining as nec
ing onto brake lining.
essary and stop all leaks.
Loose or excessively worn strut bush Cd Tighten or replace strut bushings.
ings.
Power steering control valve out of Ce Adjust steering gear control valve.
adjustment.
Incorrect front wheel alignment Cpar Cf Adjust front wheel alignment
ticularly camber.
g Replace spring.
Broken or weak rear spring.
Ca Worn or loose front wheel bearings.
Cb
Cc
Cd
Ce
Ct
FRONT WHEEL
SHIMMY
Ca Lubricate ball joints.
b Inflate tires to recommended pres
sures.
Low power steering fluid level.
Cc Fill pump reservoir to correct level.
Lack of assist of power steering sys Cd Inspect, test, and service the power
tem.
steering pump and gear as required.
Incorrect front wheel alignment par Ce Replace bent parts and adjust the
ticularly caster resulting from a bent
front wheel alignment
control arm, steering knuckle or steer
ing knuckle arm.
Steering gear low on lubricant.
Cf Fill gear to correct level.
Cg Adjust steering gear.
Steering gear not adjusted.
Idler arm binding.
Ch Free-up idler arm.
Ca Adjust or replace wheel bearings as
necessary.
Incorrect steering gear adjustment
b Adjust steering gear.
Loose steering gear to frame mount Cc Tighten steering gear to frame bolts.
ing bolts.
Worn ball joints or tie rod.
Cd Replace ball joints or tie rods as nec
essary.
Worn steering gear parts.
Ce Replace worn steering gear parts and
adjust as necessary.
Worn upper or lower ball joints.
Cf Replace ball joints.
Ca Tire, wheel out of balance.
b Uneven tire wear, or excessively worn
tires.
Cc Worn or loose wheel bearings.
Ca Balance wheel and tire assembly.
Cb Rotate or replace tires as necessary.
Cc Replace or adjust wheel bearings as
necessary.
Cd Worn tie rod ends.
Cd Replace tie rod ends.
Ce Strut mounting bushings loose or Ce Replace strut mounting bushings.
worn.
Ct Incorrect front wheel alignment par Cf Adjust front wheel alignment
ticularly caster.
Cg Worn or loose upper control arm ball Cg Inspect ball joints and replace where
joints.
required.
SERVICE PROCEDURES
PREPARATION FOR
MEASURING WHEEL ALlG N ME NT
The method of measuring alignment will vary depending
on the type of equipment being used. The
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instructions furnished by the manulacturer of the
equipment should always be followed, however, the
specifications as recommended by Chrysler Corpora
tion should always be followed.
FRONT SUSPENSION
All measurements and adjustments should be made
in the following order:
Front Suspension Height
Caster and Camber
Toe-In
Steering Axis Inclination
Poe-Out on Turns
The measurement of steering axis inclination and
toe-out on turns is valuable in determining if parts
are bent, or damaged. Bent or damaged sU5pensiOfl
and steering linkage parts must be replaced. Do not
attempt to modify any of the’. parts by heating and
bending. When replacements of this kind are madc.
it is important that other front end parts are im
spected and front wheels aligned.
Before any attempt is made to measure Or correct
caster camber and toe-in, the following preiminary
inspections and necessary corrections must be made
on I hose parts which influence the steering of the
vehicle
1:1 Inilate tires to recommended pressure. All tires
should be the same size, in good condition and have
equal wear. Note the type of wear to aid in diagnosing
Group 32:,.
{2 inspect suspension and steering linkage pivot
points t’or excessive looseness; rear springs for proper
tightness of ‘IT" bolts and height differential between
left and right sides of vehicle. The vehicle should be
on a level floor or alignment rack and should have a
full fuel lank dth no luggage or passenger load1:31 Adjust front wheel bearings Group 22. Measure
front wheel and lire assenibly runout IFoilow Equip
nent Manufacturers Instructions.
14:’ To obtain accurate readings, vehicle shou’d be
jounced in following manner just prior to taking each
measurement Height-Caster-Camber and Toe-In:
Grasp bumpers at center ‘ear bumper first and
jounce vehicle up and down several times. Release
bumpers on down cycle after jouncing both rear and
front of car an equal number of times.
2-3
F2675
Fig. -Measv,Iiig Front Suspeasion
Height,
lmp.rial
point of flat portion on bottom of lower ball joint on
same side measurement B to floor Fig. 1. Measure
only one side at a time.
4’ On Chrysler Models, measure distance from
lowest point of one of the adjusting blades to floor
measurement Al and from lowest point of one of the
steering knuckle arm to floor measurement BT iFig. 2.
5 Refer to specifications for differential between
measurement A and B
81 Measure other side in same manner The differ
ence from side to side should be no more than ¼ inch.
TI Adjust if necessary by turning in torsion bar
adjusting bolt to increase height and backing off bolt
to decrease height.
8 After each adjustment, jounce vehicle before
remeasuring. Both sides should be measured even
though only one side has been adjusted.
FRONT WHEEL ALIGNMENT
Front suspension alignment settings must be held
to specifications to hold tire wear to a minimum and
to maintain steering ease and handling of vehicle.
Any parts of front suspension system should be
replaced if they are found to be bent. Do nd attempt
to straighten any bent part.
HEIGHT ADJUSTMENT
Front suspension heights must be held to specifica
tions for a satisfactory ride, correct appearance, prop
er front wheel alignment and reduced tire wear.
The heights should only be measured when vehicle
has he recommended fire pressures, a full tank of
fuel. no passenger load and is on a levei floor.
1 Clean all foreign material from bottom of lower
ball Joint assemblles and from bottom of lower contrel
arm bushing housings between flanges of the arms.
21 Jounce vehicle several times releasing it on
downward motion.
3 On ImperIal Medal., measure distance from
lowest point of one of the lower control arm bushing
housings to floor measurement A and from lowest
MyMopar.com
fl9. 3Mecgurinq Front Suspension Heights ChrysIerI
2-4
FRONT SUSPENSION
Camber and Caster
1 Prepare vehicle for measuring wheel alignment.
2 Remove all foreign material from exposed
threads of cam adjusting bolts.
3 Record initial camber and caster readings before
loosening cam bolt nuts.
4 Camber settings should be held as close as pos
sible to "preferred" setting. Caster should be held as
nearly equal as possible on both wheels. Tighten cam
bolt nuts 65 foot-pounds after adjusting wheel align
ment.
Toe-In
The toe setting should be the final operation of the
front wheel alignment adjustments. The front wheels
must be in a straight ahead position. Follow the
equipment manufacturers procedure. The steering
wheel should be centered during this operation.
Turning both tie rod sleeves will "center" the steer
ing wheel. If the steering wheel was centered, make
the toe-in adjustment by turning both sleeves an equal
amount. Tighten clamp bolt nuts 15 foot-pounds with
the clamp rotated so bolts are on bottom, otherwise
interference with torsion bars in jounce may result.
TORSION BARS
The torsion bars are not interchangeable, side for
side. The bars are marked either right or left by an
"R" or an ‘1" stamped on one end of the bar.
Removal
1 Remove upper control arm rebound bumper.
2 If vehicle is to be raised on a hoist, make sure
it is lifted on body only so front suspension is in full
rebound under no load.
3 Release all load from torsion bar by turning
anchor adjusting bolt Fig. 3 counterclockwise.
4 Slide rear anchor balloon seal off of rear anchor
and remove lock ring and plug from anchor.
In some instances it may be necessary to use Tool
C-3728 to aid in removing torsion bar.
5 On Imperial Models slide torsion bar toward
rear of vehicle sufficiently to disengage forward end
from lower control arm. Slide torsion bar forward and
down, disengaging it from anchor.
6 On Chrysler Models slide torsion bar Fig. 4
out through rear of anchor.
BOLT
TORSION BAR
SEAL
NylOl A
Fig. 3-Torsion Bar Rear Support Imperial
place. Lubricate for easy operation.
Installation
1 Insert torsion bar through rear anchor.
2 Slide balloon seal over torsion bar cupped end
toward rear of bar.
3 Coat both hex ends of torsion bar with multimileage lubricant.
4 On Imperial Models turn torsion bar until anchor
end is positioned approximately 120 degrees eight
o’clock or four o’clock position down from frame and
engage front end of bar in hex opening of lower con
trol arm. If anchor end is not in position just described
when installing torsion bar, it will be impossible to
adjust front suspension to correct height.
TORSION BAR
SEAL
PLUG
LOCK RING
Inspection
1 Inspect balloon seal for damage and replace if
necessary.
2 Inspect torsion bar for scores and nicks. Dress
down all scratches and nicks to remove sharp edges,
then paint repaired area with a rust preventative.
3 Remove all foreign material from hex openings
in anchors and from hex ends of torsion bars.
4 Inspect torsion bar adjusting bolt and swivel
for corrosion or other damage and if necessary re
MyMopar.com
NX377
Fig. 4-Torsion Bar Chrysler
FRONT SUSPENSION
5 On Chrysler Models, slide torsion bar into hex
opening in control arm.
6 Install lock ring, making sure it is seated in its
groove.
7 Pack annular opening in rear anchor completely
full of multi-mileage lubricant. Position lip of balloon
seal in the groove in anchor hub. Install plastic seal
into rear anchor.
8 Install adjusting bolt, seat and swivel.
9 On Imperial Models, turn adjusting bolt clock
wise until approximately 1 inch of threads are showing
out of swivel. This is an approximate setting and is
to be used only as a starting point when adjusting
for correct height. This setting is also necessary to
place a load on torsion bar before lowering vehicle to
floor.
10 On Chrysler Models, place a load on torsion
bar by turning adjusting bolt clockwise.
11 Lower vehicle to floor, then measure and adjust
height as required.
2-5
Fig. 6-Steering Linkage Installed Chrysler
IDLER ARM
STEERING LINKAGE Figs. 5, 6 and 1
GEAR ARM
LINK
The tie rod end seals and covers should be inspected
at all oil change periods. Removal of tie rod ends from
the steering knuckle arm or center link by methods
other than using the recommended tools may damage
tie rod end seal.
Damaged seals require removal of the seals and in
spection of the tie rod assembly end at the throat
opening. If the parts have not lost all the lubricant
and are not contaminated, worn or rusted, use new
seals and reinstall, otherwise, a new complete tie rod
end assembly should be installed. Lubricate the tie
rod end assembly.
Removal
1 Remove tie rod ends from steering knuckle
arms using Tool C-3742 Chrysler, Tool C-3894 Im
SHIELD
TIE ROD END ASSEMBLY
TIE ROD END COVER
ARM
TIE ROD END COVER
KNUCKLE ARM
ó2x72B
Fig. 7-Steering Linkage Imperial
penal Fig, 8. Use care not to damage seals.
2 Using Tool C-3742 remove inner tie rod ends
from center link.
3 Remove idler arm stud from center link and
from crossmember using Tool C-3894.
KNUCKLE ARM
IDLER ARM
TIE ROD
ASSEMBLY
GEAR ARM
Fig. 5-Steering Linkage Chrysler
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NK379A
NK385
Fig. 8-Removing Outer Tie Rod End Imperial
2-6
FRONT SUSPENSION
4 Remove steering gear arm stud from center
link, using Tool C-3894.
Installation
Replace all tie rod and steering arm assemblies
that are damaged or excessively worn. Damaged seals
are replaceable.
1 Insert idler arm and bushings assembly into
bracket Imperial Models using care not to damage
bushing. Insert bolt and tighten to 80 foot-pounds. On
Chrysler Models, install idler arm stud in crossmemben
bracket and tighten nut 45 foot-pounds.
2 Insert center link over idler arm and steering
arm studs and tighten nuts to 40 foot-pounds. Insert
cotter pins.
3 Connect tie rod ends to steering knuckle arms.
Tighten nuts to 40 foot-pounds. Slide stone protectors
into position and install cotter pins.
4 Measure and adjust front wheel toe-in.
STEERING KNUCKLES
On models equipped with disc brakes, refer to
Group 5 for brake drum removal and installation
procedures.
Removal
1 Remove upper control arm rebound bumper.
2 Raise vehicle so front suspension is in full re
bound under no load.
3 Remove wheel, tire and drum as an assembly.
4 Remove all load from torsion bar by turning
the adjusting bolt counterclockwise.
5 Remove upper ball joint stud from steering
knuckle using Tool C-3964. On Imperial Models, re
move lower ball joint stud.
6 Remove two upper bolts securing steering
knuckle to brake support.
7 Remove two lower bolts attaching steering arm
to steering knuckle and remove steering knuckle.
Support the brake assembly during this operation to
prevent damage to brake hose when lower bolts are
removed.
bolt clockwise.
6 Install wheel tire and drum assembly and adjust
front wheel bearing Group 22.
7 Lower vehicle to floor and install upper control
arm rebound bumper. Tighten nut 200 inch-pounds.
8 Adjust front wheel alignment as necessary.
SWAY BAR Fig. 9
Removal
1 Remove two sway ban link retaining nuts and
concave retainers.
2 Remove two sway ban cushion retaining nuts,
lockwashers, straps, and bolts, one to each strut.
Slide sway bar out through control arm struts and
away from vehicle. The sway bar cushions are not
serviced separately. If replacement is necessary, in
stall a new sway bar assembly. Remove lower concave
retainers.
3 Remove sway ban link insulating bushings from
frame bracket. If bushings are worn or deteriorated,
install new bushings as required.
Installation
1 Dip sway bar link bushings in water and install
opening in frame bracket, using a twisting motion.
When installed properly, groove in bushing will index
with opening in frame bracket.
2 Thread sway bar into position over top of lower
control arm struts,
3 Engage sway bar cushion housing with struts
and install straps, bolts, lockwashers and nuts. Tighten
to 30 foot-pounds.
4 Install retainers over ends of links concave side
up, then slide links up through bushings. Install
retainers concave side down oven ends of links and
NUT
--
‘H
Installation
1 Position steering knuckle on brake support and
install upper mounting bolts and nuts finger tight
only.
2 Position steering knuckle arm Chrysler only on
steering knuckle and install mounting bolts and nuts
finger tight only.
3 Install upper and lower ball joint studs in steer
ing knuckle and tighten the ball joint stud nut 100
foot-pounds, Imperial lower stud nut 115 foot-pounds.
Install cotter pins.
4 Tighten steering knuckle upper bolt nuts 55
foot-pounds. Tighten lower bolt nuts 80 foot-pounds
and install cotter pin.
5 Place a load on torsion ban by turning adjusting
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RETAINER
__.._-BUSHING
1/
/
N
RE TA IN E R
Fig. 9-Sway Bar Chrysler
FRONT SUSPENSION
down on bushings. Install nuts and lighten to 100
inch-pounds.
LOWER CONTROL ARM AND SHAFT
Or, models equipped with disc brak.s. refer to
Group 5 ¼r brake drum removal md installation
procedures.
Removal Imperial Models
1 Remove torsion ha".
2’ Remove wheel, tire and drum assembly. Remove
brake support assembly.
131 Disconnect shock absorber at lower control arm
bracket then push shock absorber up into frame out
of way.
4 Remove nuts, lockwashers and bolts attaching
strut to lower control arm.
5 Remove upper and lower ball joint stud nuts.
Slide Tool 0-3504 over upper stud until tool rests on
steering knuckle. Turn threaded portion of tool lock
ing it securely against lower stud Fig. 10. Spread
tool enough to place lower stud under pressure, then
strike steering knuckle sharply with a hammer to
loosen stud. Do not attempt to force stud out of
knuckle with tool alone.
0 Remove tool, and disengage ball joint from
knuckle.
‘:7:’ Remove cotter pin, nut and washer attaching
lower control arm pivot shaft to frame.
‘81 Tap end of shaft a tapered fit in front cross
member with a soft end" hammer to aid in removal
of shaft from crossmember.
IQj Remove lower control arm and shaft as an as
sembly.
Disassembly Imperial Models
1 Place lower control arm ii, an arbor press with
torsion bar hex opening up. Press shaft and busbing
out of control arm, using a brass drift.
2-1
121 Remove cotter pin, nut and washer from end
of shaft, and remove bushing from shaft.
,3 Using Tool 0-3501 unscrew ball joint from lower
control arm. The ball joint balloon type seal will come
off as ball joint is removed.
Assembly Imperial Models
I’ Position ne’. hushing over shaft aange end
first and seat on shoulder of shaft. Install washer and
nut and tighten to 100 foot-pounds. Hold shaft secure
ly in a vise with protector jaws. Install cotter pin.
121 Press lower control arm shaft and bushing into
lower control arm vih an arbor press, or drive into
place using Tool 0-8557 and a hammer.
3 Press until flanged position of hushing is seated
beyond locking groove.
14 Install ball joint into flew arm using Tool 0-3561.
‘5 Tighten to a minimum of 150 foot-pounds until
ball joint is seated the ball joint will cut threads into
new arm during tightening operation.
Installation Imperial Models
Ill Position control arm assembly in frame cross.
member in approximate operating position. Install
washer and nut. DO NOT TIGHTEN nut until full
weight of vehicle is on wheels.
12i Position new ball joint balloon type sea! on ball
joint body and using Tool 0-3807 install seals. To
facilitfle Installation of seel the ball joint stud should
be p.rpondicular io ball joint body. Lubricate ball
joint.
3 Install hrake support assembly. Tighten brake
support bolts 55 foot-pounds and knuckle arm bolts
0 foot-pounds.
14 Position stud in steering knuckle. Install washer
and nut. Tighten to 135 foot-pounds and install cotter
pin.
151 Connect shock absorber to control ann and
tighten nut 55 foot-pounds.
0 Position strut on lower control arm, install bolts
washers and nuts and tighten to tOO foot-pounds. J,&
stall sway bar on strut. Tighten nuts 50 foot-pounds.
!7 Install wheel, tire and drum assembly andadjust
front wheel bearing Group 22.
8 Install torsion bar,
G Tighten lower control arm shaft nut 200 footpounds and install cotter pin.
10:! Lower vehicle to floor, then measure and ad
just suspension heights and wheel ahgnment as nec
essary.
Removal Chrysler Models
II, Remove torsion bar from lower control arm.
2’ Remove cotter pin and slide tie rod end seal
Fie. lO-Remowing Lower Sail Joint Stud Imperial
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protector up steering knuckle arm. Remove tie rod
end from steering knuckle arm using Tool 0-3964 or
Tool 0-3742. Use care not to damage seal.
3 Remove sway bar to strut attaching straps.
2-8
FRONT SUSPENSION
t4 Remove steering knuckle arm to brake support
bolts and remove steering knuckle arm. Move brake
support assembly out of the way. Do not allow brake
FRONT
BuSMINO
/
REAR
gUSHING
support to hang by brake hose.
Is, Remoye hail joint stud from lower control arm
using Tool C-3964 Fig. 111. The bottom portion of tool
must be positioned between seal and control arm to
avoid seal damage.
‘01 Remove strut front nut and bushing retainer.
17 Remove cotter pin, nut and washer from lower
control arm pivot shaft.
8 Tap end of lower control arm shaft with a ‘‘soft
end" hammer, to aid in removal of shaft from crossmember, and remove lower control arm, shaft and
strut as an asser"blv.
i, Remove strut bushings Fig. 12 from crossmem
ber.
1101 Remove strut hushing inner retainer from
strut.
Disassembly Chrysler Models
ii Place strut portion of control arm assembly in
a vise and remove nut from strut.
12’ Remove strut Iron, control arm.
13, Remove jounce bumper torsion bar adjusting
bolt and swivel from control arm.
i4i Place control arm assembly in an arbor press
with torsion bar hex opening up and with a support
under outer edge of control arm Fig. 13.
i5j Place a brass drift into hex opening and press
shaft out of control arm Fig. 13. The bushing inner
shell will remain on shaft.
‘01 Remove bushing inner shell from pivot shaft.
17l Remove rubber portion of bushing from control
arm.
,8 Remove bushing outer shell by cutting with a
chisel. Use care not to cu Into control arm.
Assembly Chrysler Models
lIt’ Position new bushing on shaft, flange end of
Fig. TI-Removing Lower flail Joint
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Stud
Chrysler
Fig. 12-Strut Bushing ?Chryslerl
bushing first, and seat the bushing on shoulder of
shaft.
l2i Press shaft and bushing assembly into control
arm using Tool 0-3556 and an arbor press. In some
instances, it may be necn.ary to reduce shoulder
diameter of shaft to fadlitate use of Tool C3556.
3, Install torsion bar adjusting bolt and swivel.
4 Install jounce bwTiper on control arm and
tighten nut 200 inch-pounds.
15.1 Position strut in control arm and tighten nut
110 foot-pounds.
Installation Chrysler Models
1 Install strut inner bushing half ‘.Fig. 12 In
crossmember.
2 Place strut bushing inner retainer on strut and
position control arm, shaft and strut assembly into
crossmember.
3 Install outer strut bushing half, sleeve and re
tainer. Inotail nut finger tight only.
4.1 Install control arm pivot shaft washer and nut
finger tight only.
5 Position lower ball joint stud into control arm.
Tighten nut 115 foot-pounds andinstall cotter pin.
0 Position brake support on steering knuckle and
Install two upper bolts and nuts finger tight only.
IF Pyisition steering knuckle arm on steering
knuckle and install two lower bolts and nuts finger
Fig. 7$-Removing Pivot Sftoft Chiysl.rJ
FRONT SUSPENSION
tight only.
8 Tighten upper bolt nuts 55 foot-pounds and
lower bolt nuts 100 foot-pounds.
9 Inspect tie rod for damage. Connect tie rod end
to steering knuckle arm and tighten nut 40 footpounds. Slide tie rod end seal protector over tie rod
end and install cotter pin.
10 Connect shock absorber to control arm and
tighten nut 55 foot-pounds.
11 Install torsion bar.
12 Install wheel, tire and drum assembly and ad
just front wheel bearings Group 22.
13 Lower vehicle to floor and tighten strut nut,
at crossmember, 40 foot-pounds.
14 Tighten lower control arm shaft nut 180 footpounds and install cotter pin.
15 Measure and adjust front suspension height
and wheel alignment as necessary.
LOWER CONTROL ARM STRUT
Removal Chrysler Models
1 Remove lower control arm, shaft and strut as
an assembly.
2 Remove nut holding strut to control arm and
remove strut from control arm.
3 Inspect strut bushings Fig. 12.
Installation Chrysler Models
1 Install new strut bushings if necessary.
2 Position strut into control arm and tighten re
taining nut 100 foot-pounds.
3 Install control arm, shaft and strut assembly.
Removal Imperial Models
1 Remove nuts, lockwashers, and bolts that at
tach sway bar bushing housings to struts, disconnect
sway bar from struts.
2 Remove strut to lower control arm mounting
bolts and nuts;
3 Remove nut and bushing retainer Fig. 14 from
forward end of strut at crossmember.
4 Slide strut and inner bushing retainer from
bushing in frame.
5 Using a screwdriver, pry bushing out of the
front of frame.
Installation Imperial Models
1 Dip new bushing in water and with tapered por
tion toward rear of vehicle, install bushing in opening
in frame using a twisting motion and/or hammer
until groove in bushing indexes properly with frame.
2 With cupped side out, slide washer over
threaded end of strut. Push strut through bushing in
frame, position outer washer over end of strut cupped
side in and install nut.
3 Tighten nut sufficiently to install strut to lower
control arm mounting bolts. Install bolts, lockwashers
and nuts, and tighten to 100 foot-pounds.
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2-9
STRUT
FRAME
RUSHING
KP 64B
Fig. 74-Strut Bushing Imperial
4 Tighten nut on forward end of strut to 40 footpounds with full weight of vehicle on wheels.
5 Install sway bar.
6 Adjust front wheel alignment.
LOWER BALL JOINTS
On models equipped with disc brakes, refer to
Group 5 for brake drum removal and installation pro
cedures.
The lower ball joints should not be replaced for
looseness if the axial end play up and down move
ment is under .050 inch. Looseness of this nature is
normal and will not affect front wheel alignment or
vehicle stability. The lower ball joints on Chrysler
Models are integral with the steering knuckle arms.
Removal Imperial Models
1 Place a jack under lower control arm and raise
vehicle.
2 Remove wheel, tire and drum assembly and
brake support assembly.
3 Remove upper and lower ball joint and nuts.
Slide Tool C-3564 over upper stud until tool rests on
steering knuckle. Turn threaded portion of tool lock
ing it securely against lower stud Fig. 10. Spread
tool enough to place lower stud under pressure, then
strike steering knuckle sharply with a hammer to
loosen stud. Do not attempt to force stud out of
knuckle with tool alone.
4 Remove tool, then disengage bail joint from
knuckle.
5 Using Tool C-3561 remove ball joint from lower
control arm.
The ball joint balloon type seal will come off as ball
joint is removed.
Installation Imperial Models
1 When installing new ball joint, it is very impor
tant that ball joint threads properly engage those of
control arm. Screw the ball joint into control arm as
2-10
FRONT SUSPENSION
far as possible by hand.
[2 Using Tool C-3561, tighten ball joint assembly
to a minimum of 150 foot-pounds until seated in con
trol arm.
3 Position new ball joint seal on ball joint body
and using Tool C-3867 install seals. To facilitat, in
stallation of seal, th, boll joint stud ihould be per
pendicular to ball joint body.
4 Install brake support assembly. Tighten brake
support bolts to 55 foot-pounds and knuckle arm bolts
to 80 foot-pounds.
‘:5 Position stud in steering knuckle, and install
washer and nut. Tighten to 125 foot-pounds and in
stall cotter pin.
0 Lubricate balljotht with specified lubricant.
7 Install wheel, tire and drum assembly and ad
just front wheel bearing Group 22.
Removal Chrysler Models
1 Remove upper control arm rebound bumper.
[2 Raise vehicle so front suspension is in full re
bound. Remove all load from torsion bar by turning
adjusting bolt counterclockwise.
3 Remove ceel, tire arj drum as an aembly.
‘4 Remove two lower bolts from brake support at
taching steering arm and ball joint assembly to steer
ing knuckle.
51 Remove tie rod end from steering knuckle arm
using Tool 1-3742. Us. care not todema9e seal.
{O Using TOO] C-3964 remove ball joint stud from
lower control arm Fig. 11 and remove steering arm
and ball joint assembly
Installation Chrysler Models
1 Place a new seal over ball joint stud if nec
essaTy and press seal fully down on ball joint housing
until it is securely locked into position.
i2 Position steering arm and ball joint assembly on
steering knuckle and install two mounting bolts.
Tighten nuts 80 foot-pounds.
13 Insert ball joint stud into lower control ann.
‘4j Install stud retaining nut and tighten to 1 L5
foot-pounds. Install cotter pin and lubricate ball joint.
5 Inspect tie rod end seal for damage and replace
if damaged Connect tie rod end to steering knuckle
arm and tighten nut 40 foot-pounds. Slide tie rod end
seal protector over nut and install cotter pin.
0 Plaee a load on torsion bar by turning adjusting
bolt Clockwise.
7 Install wheel, tire and drum assembly and ad
just front wheel bearing Group 22.
8 Lower vehicle to floor and install upper control
arm rebound bumper. ‘lighten to 200 inch-pounds,
rej Measure front suspension height and adjust if
necessary.
10 Measure front wheel alignment and adjust if
neceSsal7.
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Fig. T5-Rmoving Upper Roll Joint Stud Imperial
UPPER CONTROL ARM
Removal
1 Place a jack under lower control arm as close to
wheel as possible and raise vehicle until front wheel
clears floor.
2 Remove wheel and tire assembly.
3 On Imperial Models, remove upper and lower
ball joint stud nuts. Slide Tool C-3564 down over
lower stud until tool rests on steering knuckle. Thrn
threaded portion of tool loelfing it securely against
upper stud hg. 15. Spread tool enough to place
upper stud under pressure then strike knuckle sharp
ly with a hammer to loosen stud. Do not attempt to
force stud out of knuckle with tool alone. Remove
tool, then disengage ball joint from knuckle.
[4 On Chrysler Models, remove upper ball joint
stud using Tool 1-3904 Fig. 16.
is:, Remove nuts, lockwashers, cams and cam bolts
attaching upper control arm bushings to front aa
Fig.
6-Removing Upper Boll Joint Stud Chrysi.r
FRONT SUSPENSION
rear support. Lift upper control arm up and away
sp-3955
2-11
SP. 3951.4
from support.
SP-a956
Visana mbly
1 Remove ball joint using Tool C-3560 for Chrvs
Icr Models or Tool C-3501 for Imperial Models. The
ball joint balloon type seal will come off as ball joint
is removed.
‘2 Assemble Tool C-3002, using adapter SP-3053
Chrysler Models Tool 1-3710, using adapter SP-,%088
Imperial Models ovcr bushing and press bushing out
of arm from inside out ‘Fig. I?. Be aura control arm
is firmly supportS if
place of tool.
a
hammer and drift Is used
/
SF- 3954
R{J 511 N G
in
N1al
Fig. Ta-Installing Upper Control Arm
Rushing Chrysler
Assembly
When installing new bushings, be sure control arm
is supported squarely ft the point where oshing is
being pressed in. Do not use oil or greese to aid in In
stallation.
Ii, Position fiange end of new bushing in Tool
1-3902 Chrysler Models, Tool C-37 10 Imperial
l ode -s
2’ Support control arm squarely and press bush
ings into control arm from outsidel until tapered por
tion of bushing seats on arm lug. 18.
,3:, Thread ball joint Into arm using Tool C-3560
for Chrysler Models or Tool 1-3581 for Imperial
Models.
4. Tighten to a minimum of 125 foot-pounds on
Chrysler Models and 150 foot-pounds on Imperial
Models until seated. The ball joint will cut threads into
a new arm during tightening operation.
Installation
ii, Slide upper control arm into position. Install
cam bolts, cams, washers and nuts. tighten nuts 05
fool-pounds after adjusting front wheel alignment.
12 Position new ball joint seal on ball joint body,
and using Tool 1-3807 for Imperial Models, install
seal. On Chrysler Models press seal on by hand
5P3952A
re
facilitate installation øf s.al the ball loint stud should
be perpendiculer to ball joint body. Lubricate ball
joint.
3i Position stud in steering knuckle and iitall
washer and nut. Tighten nut 100 foot-pounds on
Chrysler Models and 135 foot-pounds on Imperial
Models. Install cotter pin.
41 Install wheel and tire and adjust the front wheel
bearing Group 22.
5 Adjust front wheel alignment and suspension
height.
UPPER BALL JOINTS
Removal
1 Place a jack under the lower control arm as
close to wheel as possible. Raise wheel off floor.
2i Remove wheel and tire assembly.
3 On Imperial Models, remove upper and lower
ball joint stud nuts. Slide Tool 1-3504 down over low
er stud until tool rests on steering knuckle. Turn
threaded portion of tool locking it securely agamst
upper stud Fig. 15’. Spread tool enough to place up
per stud under pressure, then strike steering knuckle
sharply with a hammer to loosen stud. Do not attempt
to
BUSHING
S P.2953
force stud Pu* of the knuckle with tool alone.
4 Remove tool, then disengage ball joint from
knuckle.
‘.5 On Chrysler Models, when removing upper ball
joint stud from steering knuckle using Tool C-3064
iFig. 12 make sure l,ottom portion of tool is pus’
tioned between steering knuckle and seal, otherwise
damage to seal will result.
I*
Using Tool C-3b60 for Chrysler Models and Tool
C-355l for Imperial Modcls Fig. 10 unscrew ball
joint from upper control arm.
The ball joint balloon type seal will come off as
bail joint is removed.
s-.395
NK:,;,o
Fig.
making sure it is seated fully down on housing.
7-aemovfng Upper Control Arm
Sushlng Chrysierl
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Installation
When installing a new ball joint, it is very iinpor
2-12
FRONT SUSPENSION.
1 Screw ball joint squarely into control arm as
far as possible by hand.
12, Using Tool C-3i50{ Chrysler Models or 1-3581
Imperial lodels tighten until ball joint housing is
seated on control arm. Tighten to a minimum of 125
foot-pounds on Chrysler Models and 150 foOt-pounds
TOOL
,,-FPER CONTROL ARM
STEERING KNUCKLE
on Imperial Models.
ill Position new ball joint seal on ball joint body
using Tool 1-3857 on Imperial Models and install
seal. On Chrysler Models, install seal on ball joint by
hand, making sure it is fully seated on housing. To
facilitate installaWor, of 5eal the bII loint stud should
be perpendicular to ball loint body.
‘4, Position stud in steering knuckle, Install washer
BALL JOINT
and nut. Tighten nut on Chrysler Models 100 foot-
K71
Pig. l9-Removing Soil Joint
Jmperiol
tant that ball joint threads properly engage those of
control arm.
pounds and on Imperial Models 135 foot-pounds. In
stall cotter pin and lubricate ball joint.
‘5 Install wheel and tire and adjust front wheel
bearing GrOup 2:2’.
SPECIFICATIONS
MODEL
CAMBER-Lett
CHRYSLER
Right
CASTER-Manual Steering
PowerSteerir,g
O to * ½- Freterred
o to -r
2¾
STEERING AXIS NCUNATION
TOE-IN
TOE-OUT ON TURNS When inner wheel is 201 outer Wheel Is
THREAD Inches Front
-
7W
6½
3/32 inch to 5/32 inch Preterred ¼ inch
l8.8
620
60.7
18.5
51.7
62.2
47
0%
48.6
LU
0-93
1.11
-
Rear
Length inches
Diameter inches
WftI, Air Conditioning
WHEEL BASE Inches
*New Yorker Models 6225
½
½
Side Difference Maximum
Side to
¼
+¼ to +l¼
1¼½
2¼
1¼ = ½
244
Vu
HEIGHT nches-Standard Suspension
Heaw Duty Suspension
Limousine Suspension
TORSION BAR
IMPERIAL
+¼to *¾ Preferred -4-½1
-
123.5
-
l2
TIGHTENING REFERENCE
EALL JOINT Chrysler
POUNDS
FOOT INCH
125 Minj
Stud Nut-Lower
154] MIrL
115
Imperial
-Upper Chrysler
Imperial
1
135
CONTROL ARMS
2
BuniperNut
Pivot Shaft NutMuter Chrysler
Imperial
-Inner {‘mpenal
Cam Bolt Nut
IDLER ARM to Bracket Bolt Nut
to Center Link Nut
SHOCK AESORBER-Eront
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180
2
.
.
-
-
.
-
-
-
Lower Nut
Upper Nut
STEERING ARM to Center
STEERING KNUCKLE
Lower Bolt Nut
Upper Bolt Nut
STRUT
Ball Nut Imperial
-
-
Link Nut
-.
Front Bushing Nut
Rear Nut Chrysler
SWAY ELIMINATOR S}.Afl
LinktoFrame Nut
Link Cushion Strap Bolt Nut
Shatt to Strut Strep Nut
POUNDS
FOOT INCH
55
25
40
80
55
100
40
-
65
45
40
1w
30
30
GROUP 3
REAR AXLE
CONTENTS
REAR AXLE ASSEMBLY 8¾" RING GEAR
SERVICE DIAGNOSIS
SPECIFICATIONS
Page
2
1
21
Page
SURE-GRIP DIFFERENTIAL
TIGHTENING REFERENCE
16
22
SERVICE DIAGNOSIS
Condition
REAR WHEEL NOISE
Possible Cause
a Wheel loose.
b Scored wheel bearing cup or cone.
c Defective, brinelled wheel bearing.
d Excessive axle shaft end play.
e Bent or sprung axle shaft. Flange.
SCORING OF
DIFFERENTIAL
GEARS AND PINIONS
a Insufficient lubrication.
b Improper grade of lubricant.
c Excessive spinning of one wheel.
TOOTH BREAKAGE RING
GEAR AND PINION
a Overloading.
b Erratic clutch operation.
c Ice-spotted pavements.
d Normal fatigue.
e Improper adjustment.
REAR AXLE NOISE
Correction
a Tighten loose wheel nut.
b Check rear wheel bearings. If scored
or worn, replace.
c Defective or brinelled bearings must
be replaced. Check rear axle shaft end
play.
d Readjust axle shaft end play.
e Replace bent or sprung axle shaft.
a Replace scored gears. Scoring marks
on the pressure face of gear teeth or
in the bore are caused by instanta
neous fusing of the mating surfaces.
Scored gears should be replaced. Fill
rear axle to required capacity with pro
per lubricant.
See Specification section.
b Replace scored gears. Inspect all
gears and bearings for possible dam
age. Clean out and refill axle to re
quired capacity with proper lubricant.
See Lubrication section.
c Replace scored gears. Inspect all
gears, pinion bores and shaft for scor
ing, or bearings for possible damage.
Service as necessary.
a Replace gears. Examine other gears
and bearings for possible damage. Re
place parts as needed. Avoid over
loading.
b Replace gears, and examine remain
ing parts for possible damage. Avoid
erratic clutch operation.
c Replace gears. Examine remaining
parts for possible damage. Replace
parts as required.
d Replace gears. Examine broken parts
to determine cause of normal fatigue.
e Replace gears. Examine other parts
for possible damage. Make sure ring
gear and pinion backlash is correct.
a Refill rear axle with correct amount of
the proper lubricant See Specifica
tion section. Also check for leaks and
correct as necessary.
b Improper ring gear and pinion adjust- b Check ring gear and pinion tooth con
tact.
ment.
c Unmatched ring gear and pinion.
c Remove unmatched ring gear and pin
ion. Replace with a new matched gear
and pinion set
a Insufficient lubricant
-
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10657
3-2
REAR AXLE
Condition
Possible Cause
d Worn teeth on ring gear or pinion.
Correction
d Check teeth on ring gear and pinion
for contact. If necessary, replace with
new matched set.
e Loose drive pinion bearings.
e Adjust drive pinion bearings.
f Loose differential gear bearings.
f Adjust differential gear bearings.
g Misaligned or sprung ring gear.
g Check ring gear for runout.
h Loose carrier housing bolts.
h Tighten carrier housing nuts to re
quired torque. See Service Standards.
Also, check for oil leaks and correct
as necessary.
i Loose drive pinion companion flange i Tighten drive pinion flange nut to
torque specified under, "Axle Tighten
nut.
ing References."
LOSS OF LUBRICANT
a Lubricant level too high.
b Worn axle shaft oil seals.
c Cracked rear axle housing.
d Worn drive pinion oil seal.
e Scored and worn companion flange.
f
OVERHEATING OF UNIT
Clogged breather.
a Drain excess lubricant by removing
filler plug and allow lubricant to level
at lower edge of filler plug hole.
b Replace worn oil seals with new ones.
Prepare new seals before replace
ment.
c Repair or replace housing as required.
d Replace worn drive pinion oil seal
with a new one.
e Replace worn or scored companion
flange and oil seal.
f Clean breather thoroughly.
a Lubricant level too low.
b Incorrect grade of lubricant.
a Refill rear axle.
b Drain, flush and refill rear axle with
correct amount of the proper lubri
cant. See Specification Section.
c Bearings adjusted too tightly.
c Readjust bearings.
d Excessive wear in gears.
d Check gears for excessive wear or
scoring. Replace as necessary.
e Insufficient ring gear to pinion clear e Readjust ring gear and pinion back
ance.
lash and check gears for possible
scoring.
REAR AXLE ASSEMBLY 8¾" RING GEAR
INDEX
Axle Shafts and Bearings
Axle Shaft End Play
Differential and Carrier Removal
Differential and Carrier Installation
Differential Case
Drive Gear and Pinion Backlash
Gear Tooth Contact Pattern
Lubrication
Page
3
GENERAL INFORMATION
The 8¾" Rear Axle Assembly Fig. 1, is a semifloating type and may be divided into four subassemblies; flanged axle drive shafts with related
parts, Fig. 2 differential with drive gear, drive pin
ion with carrier, and the axle housing. Servicing of
the above mentioned subassemblies, with exception
of the axle housing may be performed without re
moving the complete rear axle assembly from the
vehicle.
Gear ratio identification numbers will be stamped
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Pinion Bearing Cup Installation
Pinion Bearing Preload and Pinion
Setting Using Tool C-758-D-4
Small Stem Pinion
Large Stem Pinion
Pinion Bearing Preload and Pinion
Setting Without Using Tool C-758-D4
Rear Axle Housing
Page
10
11
12
on a metal tag and attached by means of the rear
axle housing-to-carrier bolt.
A Sure Grip Differential is available in the 8¾"
Axle Assembly. Refer to the "Sure Grip Differential"
Section of the Axle Group for the Servicing pro
cedure.
SHOULD THE REAR AXLE BECOME SUBMERGED
IN WATER, THE LUBRICANT MUST BE CHANGED
IMMEDIATELY TO AVOID THE POSSIBILITY OF
EARLY AXLE FAILURE RESULTING FROM CON
TAMINATION OF THE LUBRICANT BY WATER
DRAWN INTO THE VENT.
REAR AXLE
ADJUSTER
3-3
OIL SEAt
RIJMPfR
GASKtT
.
COLLAR
NOU5 NG
I
GASKET
SCREW
CO NE
/
WASHER
OIL SEAL
RIGHT
GASKET
/
NIX
‘*GA5KT
_*_CONE
-CUP
N
511k FT
x
OIL
COLA_AT
GASKET’
CARRIER ANO CAP
ANGI
LEFT
OIL SEA
,5100
/
ESTAINER’
HK96?A
Fig. I-SW’ Rear Axle Assembly Disassembled
SERVICE PROCEDURES
AXLE SHAFTS AND BEARINGS
Removal
1 With wheels removed, remove clips holding
brake drum on axle shaft studs and remove brake
2 Using access hole in axle shaft flange, remove
retainer nuts, the right shaft with threaded adjuster in
retainer plate will have a lock under one of the studs
that should be removed at this time.
3 Remove parking brake strut.
4 Attach axle shaft remover Tool C-3971 Ftg 3
to axle shaft flange and remove axle shaft. Remove
brake assembly and foam gaskets.
5 Remove axle shaft oil seal from axle housing
using Tool C637 Fig. 4.
BLOCKS StARING
REMOVING SP-5010
ADAPTER
SP-501
FLANGE
OASKTTS
ADJLJSIER
LEFT
,1
SN An
RIGHT
LOCK
SEAL
COLLAR
REARING
NXS9A
Fig. 2-Axle Shaft Disassembled
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SLTEVE
SF504]
RPNG- BLOC K
KOLDING SP--OI7
Fig. S-Tool Set C-S97!
NK3o
3-4
REAR AXLE.
Tool
NKJSi
NK5o
cia.
4-Removln Inner Seal
Fig. 5-Installing inner Seal
8 Wipe axle housing sead bore clean and install a
new axle shaft oil seal using Tool C-839 Fig. 5.
Disassembly
CAUTIONt To prevent the possibility of damaging
axle shaft seal surface, slide protective sleeve SP5041
over the seal su#ace next to bearing collar.
1 Position axle shaft bearing retaining collar on a
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Fig. 6-Notching Rearing Retoine, Collar
Fig. 7-RemevMg the Roller Retainer
heavy vise or anvil and using a chisel, cut deep
grooves into retaining collar at 90’ intervals Fig. 6.
This will enlarge bore of collar and permit it to be
driven off of axle shaft.
2 Remove bearing roller retainer flange by cut
ting off lower edge with a chisel Fig. 7L
3 Grind a section off flange of inner bearing
cone {Fig 8 and remove bearing rollers Fig. 9.
4 Pull bearing roller retainer down as far as
sible and cut with a pair of aide cutters and remove
Fig. 10.
5 Remove roller bearing cup and protective sleeve
SP5041 from axle shaft.
CAUTION: Sleeve SP5041 should not be used as a
protector for the s.aI journal when pressing off the
bearing cone, as it was not designed for this purpose.
6 ‘lb avoid scuffing seal journal when bearing
cone is being removed, it should be protected by
single wrap of .002 thickness shimstock held in place
by a rubber band Fig. 11.
7 Remove the bearing cone using Tool 1-3971
Fig. 3. ‘lighten bolts of tool alternately until cone is
removed Fig. 12.
Fig. 8-Flange Ground Off
the Inner Cone
REAR AXLE
3-5
SLESVE
SP-5041
SE AR FNG
OLLE
Fig. 9-Removing the seoring Rollers
Fig. 12-Removing the Bearing Cone
with Tool C-397 I
2 Install a new axle shaft bearing cup, cone and
collar on shaft using Tool C-3971 Fig, 13 and lighten
bolts of tool alternately until bearing and collar are
seated properly.
3 Inspect axle shaft seal journal for scratches and
polish with 600 crocus cloth if necessary.
4 Lubricate wheel bearings with Automotive
Multi-Purpose Grease NLGI, grade 2 or equivalent,
Fig. to-Cutting Out the Roller Rearing Retainer
0 Remove sea] in bearing retainer plate and re
place with new seaL
Assembly
1 Install retainer plate and seal assembly on axle
shaft.
Installation
1 Clean axle housing flange face thoroughly and
install new gasket followed by brake support plate
assembly on left side of axle housing.
21 Install foam gasket si the studs of axle housing
and carefully slide axle shaft assembly through oil
seal and engage aplines in differential side gear.
3 Tap end of axle sbaft llghliy vith a non-metal
lic mallet to position axle shaft bearing in housing
bearing bore. Position retainer plate over axle hous
ing studs. Install retainer nuts and tighten 30-35
foot-pounds. Start by lightening bottom nut.
N K362
Fig. T 1-leol
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Journal Protection
Fig. 13-installing New Rearing and Collar
3-6
REAR AXLE
4 Repeat step I for right side of axle housing.
S Back off threaded adjuster of right axle shaft
assembly until inner face of adjuster is flush with
inner face of retainer plate. Carefully slide axle shalt
assembly through oil seal and engage splines in dir
fereittial side gears.
6 Repeat step 3.
Axle Shaft End Play
CAUTION: When catting axle slieft end play, both
rear wh.els must be off the ground, otherwise a fals.
end play setting will occur.
I Using a dial indicator mounted on the left
brake support Fig. 14, flmN THE ADJUSTER
CLOCKWISE UNTIL BOTH WHEEL BEARINGS ABE
SEATED AND THERE IS ZERO END PLAY IN ThE
AXLE SHAFTS. BACK OFF THE ADJUSTER COUN
ItRCLOCKWISE APPROXIMATELY FOUR NOT
CH1S TO ESTABlISH AN AXLE SHAfT END PLAY
OF .013-023 INCH.
2 Tap end of left axle shaft lightly with a non
metallic mallet to seat right wheel bearing clip
against adjuster, and rotate axle shaft several rovolu
ions so that a true end play reading is indicated.
3 Remove one retainer plate nut, install adjuster
bet If tab on lock does not mate with notch in ad
juster, turn adjuster slightly until it does. Install nut
and tighten 30-.3 foot-pounds.
4 Recheck aide shaft end play- If it is nol within
the tolerance of .013-023 inch, then repeat adjtist
ment procedure.
5 Remove dial indicator and install brake drum,
drum retaining clips and wheel.
springs.
2 mock brake pcdal in the up position using a
wooden block
3 Remove rear wheels.
4 Disconnect hydraulic brake hose at connection
on left side of underbody.
Si Disconnect parking brake cable.
6 Disconnect propeller shaft at differential yoke
and secure in an upright position to prevent damage
to front universal joint.
7 Remove shock absorber from spring plate studs
and loosen rear spring "U" bolt nuts and remove "U"
belts.
8 Remove the assembly from vehicle.
Installation
1 With body of vehicle supported at front of rear
springs, position the rear axle assembly spring seats
over the spring center bolts.
2 Install spring "U" bolts and tditen nuts to 45
foot-pounds and install shock absorbers on spring
plate studs. DO NOT OVER TLGWrEN "U" BOLT
NUTS.
3 Connect propeller shaft at differential yoke and
tighten rear clamp screws to 15 foot-pounds.
4 Connect parking brake cable.
5 Connect hydraulic brake hose, bleed and adjust
brakes.
0 Install rear wheels,
7 If carrier was removed from aide housing dur
ing the removal operation fill axle with proper
amount and type of iubricant see Specifications" in
real- of ‘Axle" Group.
Welding Rear Axle Housing
REAR AXLE HOUSING
Removal
Should it become necessary to remove rear axle
assembly for repair proceed as follows:
1 Raise vebiele and support body at front of rear
-
The axle housing should be completely disassem
bled if it is to be welded with arc welding equip
ment, It is also possible to weld the assembled hous
ng with gas welding equipment, if precaution Is
taken to protect gaskets and heat treated parts.
DIFFERENTIAL
AND
CARRIER
Removal
1 Remove flanged axle drive sbafts,
2 Disconnect i-ear universal joint and support
propeller up and out of the way to prevent damage
to the front universal joint.
3 Remove the rear axle lubricant.
4 Loosen and remove the carrier-to-housing at
taching nuts and lift the carrier assembly from axle
housing.
Disassembly
Side play and ninout check taken during duassem
bly will be very useful in reassembly.
1 Mount carrier in Stand DD-1014 and attach dial
indicator Tool C-430 or Tool C-3339 to dferential
carrier flange in a position so pointer of indicator
-
Fig. 14-Measuring Axis Shaft End
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Ploy
REAR AXLE
squarely contacts back face of ring gear Fig- 15.
With a screw driver positioned between bearing cap
and differential case flange, then using a prying mo
tion determine if side play is present. If side play is
evident, remove adjuster lock and loosen adjuster
slightly and retlghten adjuster sufficiently to elimi
nate side play.
2 Rotate drive gear several complete revolutions
while noting total indicat& reading. Mark drive gear
and differential case at point of maximum runout. The
marking of differential case wrn be very useful later
in checking differential case runont, Total indicator
reading should be no mere than 005 inch. If runout
exceeds -005 inch the differential case may be daimi
aged, and a second reading will be required after
drive gear has been removed. This operation is Cov
ered during "Differential Disassembly." Remove dial
indicator.
3 With Tool C-3281 hold companion flange and
remove drive pinion nut and Eellevffle washer.
4 Instali companion flange remover Tool C-452
and remove flange Pig. 105 Using a screwdriver and hammer, remove the
drive pinion oil seal from the carrier
6 While holding one hand over nose end of car
rier, invert carrier in stand. The front pinion bearing
cone, shim pack and bearing spacer where used wrn
drop from carrier.
7 Apply identifying punch marks on differential
bearing pedestels of carrier, differential bearing caps
and bearing adjusters for reassembly purposes Fig.
17.
2 Remove both differential bearing adjuster loc&
screws and locks.
9 With a ¾ inch socket, loosen bearing cap bolts
one on each side and back off bearing adjusters
slightly using spanner Tench Tool C-406A; to re
move differential bearing preload. Remove bearing
cap bolts, caps and bearing adjusters.
10 Remove differential and ring gear assembly
Fig. J5-Cb.eklng for Ranout an4 Zero
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End Ploy
3-7
1IANGt
KP5A
Fig. Ia-Removing Canpnion Flange
.4th bearing cups. Differential bearing cups must be
kept with respective bearing cones.
11 Remove drive pinion and rear bearing assem
bly from carrier.
Rear
Pinion Searing Removal
1 Remove drive pinion rear bearing from pinion
with spacer where ased with Tool C-2a3 and four 4
No. 36 plates, or four 4 No. 37 plates on pinion
without the spacer Fig. IS.
2 Using a flat end brass drift, remove front and
rear pinion bearing cups.
DIFFERENTIAL CASE
Disassembly
1 Mount differential case and ring gear assembly
in a vise equipped vñth soft jaws brass.
2 Remove drive gear bolts- BOLTS ABE LEFT
HAND THREAD. With a llon-melafflc hammer, tap
drive gear loose from differential case pilot and re
move3 If drive gear runout exceeded .005 inch in step
2 under "Carrier Disassembly", recheck the case as
follows; Install differential ease and respective bear
ing cups in carrier.
4 Install bearing caps, cap bolts and bearing ad-
Fig. I 7-Marking Searing Caps and Adjusters
3-8
REAR AXLE
ES
KO374
Fig. I 3_aemevlng Drive Pinion .sr Seaming
justers. tighten bearing cap bolts down lightly and
screw ‘an both nd$sters with spanner vnenth Tool
C-406A5 ‘lighten cap bolts and adjusters sufficiently to
prevent any side play in bearings.
6 Attach a dial indicator Tool C-430 or Tool C3339 to carrier flange so pointer of indicator squarely
eontcts drive gear surface of differential case flange
,etween outer edge flange and drive gear bolt loles
IFig. 19.
17 Rotate differential case several complete revo
lutwns while noting total indicetor reading. This read
ing must not exceed .003 inch runout. If runout is in
excess of :003 inch. differential case must be ccplaced. in a case where the runout don not esceed
-003 inch it is often possible to reduce the ruriout by
positioning tile drive gear 18O from point of niaxi
nun, rlinout wh.n reassemblilig drive gear or, dif.
Itrential Ce,,
8 Using two feeler gauges of equal thiclmess, in
sert between the differential case arid side gear Fig.
20. if dearance exceeds .012 inch, install new thrust
washers-
HU722A
Fig. 20-Measuring Differential Gear
9 With a flat nose drift and hammer, remove dif
lerential pinion sliaft lock pin from bac’g side o drive
gear flange. l’he hole is reamed only part way
through, making it necessary to remove lock pin from
one direction.
10 With a brass drift and hammer, remove dif
ferential pinion shaft and axle drive shaft thrust
block.
11 Rotate differential side gears until each dif
ferential pinion appears at large opening of case.
Remove each pinion and thrust washer at that time
121 Remove both differential side gears and
thrust washers.
Cleaning and Inspection Figs 21
0!
22
I. Clean ali parts in a fast evapurattng mineral
spirits or a dry cleaning solvent and with the excep
tion of bearings, dry with compressed air.
2 Inspecf differentisi hearing cones, cups and
rollers for pitting, spalling or other visible damage. If
replacement is necessary, remove bearing cones from
differential case with Tool C-293 and adapter plates
Nu. 1&flg. 23.
3 Inspect differential case for elongated or en
larged pinion shaft hole. The machined thrust washer
surface al-eas and counterbores must be smooth and
without metal deposits or surface imperfections. If
any of the above conditions exist, satisfactory correc
tion must be made or the case replaced. Inspect case
for cracics or othey vtsibk dan’t wbeh might
render it unfit for further service4 Inspect differential pinion shaft for excessive
wear in contact area of differential pinions- Shaft
should be smooth and round with no scoring or metal
pickup.
Fig. 19-ChecWng Düve Oear Mounting
MyMopar.comFlange Runout
C’earance
6 Inspect axle shaft thrust block for exceasive
wear or visible damage. The -wear surface on the
opposite ends of the Nock, must be smooth.
REAR AXLE
3-9
FLANGE
NUT
WASHER
ADJUSTING WASHER
BEARING CONE
‘THRUST BLOCK
‘THRUST WASHER
SIDE GEAR
THRUST WASHER
KP2B
Fig. 27-Differential Carrier Assembly Small Pinion Disassembled
7 Inspect differential pinion shaft lock pin for
damage or looseness in case. Replace pin or case as
necessary.
8 Inspect drive gear and pinion for worn or chip
ped teeth or damaged attaching bolt threads. If re
placement is necessary, replace both the drive gear
and drive pinion as they are available in matched sets
only.
9 Inspect drive pinion bearing cones, cups and
rollers for pitting, spalling, excessive wear, or other
visible damage. If inspection reveals that either are
unfit for further service, replace both cup and cone.
10 Inspect differential carrier for cracks or other
visible damage which would render it unfit for fur
ther service. Raised metal on the shoulder of bearing
cup bores incurred in removing pinion cups should be
flattened by use of a flat nose punch.
11 Inspect drive pinion for damaged bearings
journals and mounting shim surface on excessively
worn splines. If replacement is necessary, replace
both the drive pinion and drive gear as they are
available in matched sets only.
12 Inspect companion flange for cracks, worn
splines, pitted, rough or corroded oil seal contacting
surface. Repair or replace companion flange as neces
sary.
13 Inspect drive pinion bearing shim pack for
broken, damaged or distorted shims. Replace if
necessary during establishment of pinion bearing pre
load.
SHAFT
THRUST WASHER
PINION
Fig. 22-Differential Carrier Assembly Large Pinion Disassembled
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3-la
REAR AXLE
a
8 Insert drive gear screws LEFT HAND
TIIREADSI through case flange and into drive gear.
After all cap screws are properly started, tap drive
gear against differential case flange with a non
metallic mallet.
9 Position unit between brass jaws of a vise and
alternately tighten each cap screw to 55 foot-pounds.
10 Position each differential bearing cone on hub
of differcntial case taper away from drive gear and
with installing Tool nD-lOGS, install bearing cones.
An arbor press may he used in conjunction with in
stalling tool.
CAU1iONt Never exert pressure against the bearing
cage, sincethis would damaie the bearing.
Pinion Searing Cop Installation
Fig. 23Removlng Differential Renting.
Asseinhly
NOTE: Lubrlctte oIl ports before assembly.
1 Install thnist washers on differential side gears
and position gears in case.
2 Place thrust washers on both differential pin-
ions and through large window of differential ease
mesh the pinion gears with the side gears, having
pinions exactly 100 degrees opposite each other.
3 Rotate side gears 90 degrees to ahgn pinions
and thrust washers with differential pinion shaft
holes in case.
41 From pinion shalt lock pin hole side of case,
insert slotted end of pinion shaft through case, and
the conical thrust washer, and just through one of the
pinion gears,
5 Install thrust block through side gear hub so
that slot is centered between the side gears.
6 While keeping all of these parts in proper
aUgnment, push pinion shaft into case until locking
pin hole in pinion shaft is in exact alignment with its
respective hole lit case. Install pinion shaft lock pin
through hole in case from pinion shaft side of drive
gear flange. The contacting surfeces of the drive gear
and differential case flange must be clean and free S
all burn.
7 Position drive gear on differential case pilot,
ahgning threaded holes of drive gear with those in
differential case flange.
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1 Position pinion bearing cups squarely in bores
of carrier. Assemble Tool 1-758-04 Fig. 24 by plac
ing spacer SF2010 followed by rear pinion bearing
cone over main screw of tool and inserting it into
carrier from gear side.
2 Place front pinion bearing cone over math
screw of tool followed by compression sleeve SF535,
centralizing washer SF534, and main screw nut
SF533. Hold compression sleeve with the companion
flange holding Tool C-3281 and tighten nut Fig. 25
allowing tool to rotate as nut is being tightened in
order not to briunel bearing cone or cups. Do not
remove tool after installing cups.
PINION BEARING PRELOAD AND DEPTH OF
MESH SETTING USING TOOL C-150-04
The 8¾" axle incorporates two types of drive pinions. The method of determining pinion depth of
mesh and bearing preload are the same for both
pinJons however, the sequence of making the two
adjustments change. Billions without a bearing spacer
large pinion require the depth of mesh adjustment
NU!
!NC WASFQ
I
it.
F
Fig. 24-Rear
Axle Setting Gouge tact C-758-D4
REAR AXLE
3-11
end out, centralizing washer SP534 and main screw
nut Sl533. mm carrier in stand to bring nut on top.
e Tighten tool nut to 240 foot-pounds with a
xe13A
Fig. 2-Seoting tile Bearing Cups in Carrier Housing
first, while pinious with a separate hearing spacer
small pinion require the bearing preload adustinent
first
The position of the drive pinion with respect to the
drive gear depth of mesh is determined by the loca
tion of the hearing cup shoulders in the carrier and
by the portion of the pinion in back of the rear bear
ing. The thickness of the rear pinion bearing mount
ing shim suitable for the carrier can be determined
by using Tool C-750-04.
PINION BEARING PRELOAD WITH BEARING
SPACER Small Stem Pinion
Bearing Preload
1 With tool installed iii carrier, remove main
screw nut, centralizing washer, compression sleeve
and front pinion bearing cone.
2 Install the pinion bearing spacer, larger bore of
spacer next to rear bearing.
3 Position sleeve SP1730 in Mint bearing cone
making sure sleeve is flush with rear of bearing.
4 Position orWnal shims, previously removed
from drive pinion stem, over the sleeve and slide the
sleeve, bearing and shims over main screw of tool
until shims rest against spacer FIg. 26.
5 Install tool compression sleeve SPSSS square
/
I
torque Tench, using holding Tool 1-3281 on the
compression sleeve to hold the assembly in several
positions to make a complete revohition while tight
ening. Remove holding tool and rotate the pinion
several revolutions in both directions to align the
bearing rollers. Recheck torque to 240 foot-pounds
torque may have diminished as bearing rollers were
aligned by rotating. Correct bearing pr.io.d reding
can only be obtained will, nose of carri., up7 Using inch-pound torque wrench 1-685, meas
ure pinion bearing preload by rotating pinion with
handle of wrench floating, read the torque while
wrench is moving through several complete revolu
tions. Correct preload setting is 20-30 inch-pounds for
a new bearing and 0-15 inch-pounds for origInal
bearing. Bearing preload should be unifonn during
complete revolution. A reading that varies consider
ably during rotation of pinion ndicates a binding
condition which requires correction. Use a thinner
shim pack o increase preload and
* thicker diir,i pack
to decrease preload. Preload shims are available in
two thousandths of an inch increments from .014-026
inch.
Alter correct pinion bearing preload is set, DO
NOT REMOVE THE TOOL.
Depth of Meal,
1 Reverse carrier in stand and Install gauge block
8P520 on end of tool and securing it to tool with
Allen screw. The flat portion of gauge block should
be facing differential bearing pedestals Fig- 27.
‘flghtei screw with Allen wrench.
2 Position arbor SF561 part of Tool 1-750-04 in
differential bearing pedestals of carrier Fig. 28- Cen
ter the arbor so that an approximate equal distance is
maintained at both ends. Position differential bearing
PINlO LOCA1IC WASHER OH 9KM
H
5?- 528
SF-In?
.
A55S4R1t OF 5P-526
CAHF8
ASSEMSLY
.
j._/
/
SF-I? 30
._
-
K P 52
Fig
26-Pinion Prelocd wit!, Spncer 8¾" Ring Gear
MyMopar.com
Fg.
27-Instnlflng
Gauge Slok
on
Tool
3-12
REAR AflE5 Remove tool arbor from carrier.
Fig. 28-Installing Arbor In Carrier
caps and attaching bolts on carrier pedestals, and in
sert a piece of 002 inch shim stock between arbor
and each cap. Tighten cap bolts to 10 foot-pounds.
3 Select a rear pinion hearing mounting shun
which will fit between cross arbor and gauge block.
This fit must he snug but not too tight similar to the
pull of a feeler gauge Fig- 29. This shim is then
used in determining the correct thickness shim for
installation
4 To select a shim for installation, read the niark
ing on end of pinion head -0, -1, -2, +1, +2 etc..
When marking is
minus, add that amount to the
thickness of shim selected in step 3. When the mark
ingis 4 plus, subtract that amount. Example: With a
shim 086 inch thick and a pinion marked -2, install a
shin, .008 inch thick. 086 -I- 002
002- Example:
With a shim .080 inch thick and a pinion marked +2,
install a washer .084 inch thick, .086
002
.084
or when a shim .088 inch thick is too loose and .088
inch too tight, use .086 inch shim. fl-eat other pinion
markings in a similar manner. Shims are available in
two thousandths of an inch increments. Mounting
shims differ in diameter, depending on which pinion
they are used on.
-
-
6 Remove tool and bearings out of carrier.
7 Remove shims, spacer, tool sleeve and rear
bearing cone from tool main screw.
8 With stem of pinion facing up, install correct
shin, on pinion stem. Shims are chamfered or. one
side and must be instanled on the pinion stem with
chamfered side toward pinion head.
9 Position rear bearing cone on pinion stem
snail side away from pinion head. Make certain that
the contacting surfaces of correct shim, pinion head
shim contact surface and rear bearing cone are per
fectly clean and free of any foreign particles.
10 Using installing Tool DD-ggo press hearing on
pinion stem. An arbor press may he used hi conjunc
tion with tool.
II Install hearing tubular spacer on pinion stem
large bore facing rear bearing conel.
12 Install selected shim pack.
13 Lubricate front and rear pinion bearing cones
with Multi-Purpose Gear Lubricant.
14 Position front pinion bearing cnne in its cup in
carrier.
15 Install drive pinion oil sc,I into cart-icr using
Tool 3900. Lip of seat must face front bearing. Tool
3980 MUST BE USED in order to position the seal the
proper depth into the carrier.
10 Insert drive pinion nnd bearing assembly up
through carrier. While supporting pinion in carrier,
install companion flange with installing Thol C-400 or
DD-999 and holding Tool 1-3281.
l7i Remove tools and install Beileville washer
convex side of washer up and pinion nut.
18 ibId companion flange rith holding Tool
1-3281 and tighten pinion nut to 240 foot-pounds. Ro
tate pinion several revolutions in both directions to
align bearing rollers. Recheck torque to 240 footpounds torque may have diminished as bearing
rollers were allgned by rotating.
PINION BEARING PRELOAD WITHOUT
BEARING SPACER Large Stem Pinion
Inspect bearing cups and carrier for grit and dirt or
other foreign material. Clean all parts in a fast evapo
rating mineral spirits or a dry cleaning solvent and
HIlS S
Fig- 2-Deteimining Spacer Thickness
MyMopar.com
with the exception of hearing cones, dry with com
pressed air.
II Assemble spacer SP2021 to main section of
tool followed by spacer 8P1730. Install rear pinion
bearing cone over spacer SP1730 and against spacer
SF2921 Fig. 302 Insert assembly into carrier and install front
pinion bearing cone over tool shaft and in its proper
position in bearing cup. Install tool spacer, tool thrust
washer and tool nut on shaft.
3 With nose of carrier up, place flange holding
Tool 1-3281 on compression sleeve. Allow assembly
REAR
AXLE
3-13
/
1’k
NYlon
Fig. 30-Tool C-758-04 Installing in Housing
8¾" Large Pinion
to rotate while tightening nut to not more than 25-50
foot-pounds. Always make sure bearing cones are
lubricated with hypoid gear lubricant.
4 Turn tool several complete revolutions in both
directions to permit bearing roller to seat. After bear
ing rollers are properly seated, check bearing preload
by rotating tool with an inch-pound torque wrench.
The correct bearing preload should be from 20-30
inch-pounds for new bearings and 0-15 inch-pounds
for the original bearings.
5 With proper bearing preload set, invert carrier
in stand and install gauge block SP528 or SP3250 to
the main screw attaching it with Allen screw securely
Fig. 27. The flat portion of gauge block should be
facing differential bearing pedestals.
6 Position tool arbor SP561 in differential bear
ing pedestals of carrier Fig. 28. Center the arbor so
that an approximate equal distance is maintained at
both ends. Position differential bearing caps and at
taching bolts on carrier pedestals, and insert a piece
of .002 inch shim stock between arbor and each cap.
Tighten cap bolts to 10 foot-pounds.
7 Select a rear pinion bearing mounting shim
which will fit between cross arbor and gauge block.
This fit must be snug but not too tight similar to the
pull of a feeler gauge Fig. 29. This shim is then used
in determining the correct thickness shim for installa
tion.
8 To select a shim for installation, read the mark
ing on end of pinion head -0, -1, -22, + 1, +2, etc..
When marking is
minus add that amount to the
thickness of shim selected in step 7. When the mark
ing is + plus, subtract that amount. Example: With a
shim .086 inch thick and a pinion marked -2, install a
shim .088 inch thick .086 + .002 = .088. Example:
With a shim .086 inch thick and a pinion marked +2,
install a washer .084 inch thick, .086
.002 = .084
or when a shim .086 inch thick is too loose and .088
inch too thick, use .086 inch shim. Treat other pinion
-,
-
MyMopar.com
markings in a similar manner. Shims are available in
two thousandths of an inch increments. Mounting
shims differ in diameter, depending on which pinion
they are used on.
9 Remove differential bearing caps and remove
tool arbor from carrier.
10 Reverse carrier in stand so nut of tool is in up
right position. Loosen compression nut, and support
lower portion of tool in carrier with one hand, re
move tool nut, centering washer and compression
sleeve. Lower tool down and out of carrier.
11 Remove front pinion bearing cone from carrier
12 Add rear pinion bearing shim you selected on
tool between spacer SP2921 and rear pinion bearing
cone. Install spacer SP1730 and insert tool in carrier.
13 Install original preload shim pack and front
pinion bearing cone and position in carrier bearing
cup. Install tool compression sleeve SP535 and tool
nut washer and tool nut on shaft.
14 Using holding tool C-3281 on compression
sleeve and tighten tool nut to 240 foot-pounds. Hold
the assembly in several positions to make a complete
revolution while tightening.
15 Remove holding tool and rotate tool several
revolutions in both directions to permit bearing
rollers to seat. Recheck torque to 240 foot-pounds
torque may have diminished as bearing roller
seated.
16 Measure pinion bearing preload by rotating
tool using an inch-pound torque wrench. The correct
preload specifications are 20-30 inch-pounds for new
bearings and 0-15 for original bearings. Correct bear
ing preload readings can only be obtained with nose
of carrier in up right position. Bearing preload should
be uniform during complete revolution. A reading
that varies during rotation indicates a binding condi
tion which should be corrected. Use a thinner shim
pack to increase preload and a thicker shim pack to
decrease preload. Preload shims are available in two
3-14
REAR AXLE
thousandths of an inch increments from .014-.026
inch.
17 Remove tool with shim pack, bearing cone,
pinion mounting shim, and spacer from carrier and
tool.
18 With stem of pinion facing up, install correct
shim on pinion stem. Shims are chamfered on one
side and must be installed on the pinion stem with
chamfered side toward pinion head.
19 Position rear bearing cone on pinion stem
small side away from pinion head. Make certain that
the contacting surfaces of correct shim, pinion head
shim contact surface and rear bearing cone are per
fectly clean and free of any foreign particles.
20 Lubricate front and rear pinion bearing cones
with hypoid gear lubricant. Install rear bearing cone
onto pinion stem, and using Tool DD-996, press bear
ing cone into place. An arbor press may be used in
conjunction with tool.
21 Insert pinion and bearing assembly up
through carrier and install the selected front pinion
bearing preload shim pack followed by the bearing
cone.
22 Apply a light coat of sealer in seal bore of
carrier and install drive pinion oil seal into carrier
using Tool 3980. Lip of seal must face front bearing.
Tool 3980 MUST BE USED in order to position the seal
the proper depth into carrier.
23 While supporting pinion in carrier, install
companion flange with installing Tool C-496 or DD
999 and holding Tool C-3281.
24 Remove tools and install Belleville washer
convex side of washer up and pinion nut.
25 Hold universal joint flange with holding Tool
C-3281 and tighten pinion nut to 240 foot-pounds.
Rotate pinion several revolutions in both directions to
align bearing rollers. Recheck torque to 240 footpounds torque may have diminished as bearing
rollers were aligned by rotating.
available in two thousandths increments from .084 to
.100 inch. To select the proper thickness shim, pro
ceed as follows: It will be noted that the head of the
drive pinion is marked with a plus + or minus sign followed by a number ranging from 1 to 4, or
zero 0 marking.
PINION BEARING PRELOAD AND PINION
Installation
If the differential assembly was satisfactorily quiet
before being disassembled, the drive pinion may be
assembled with the original mounting shim and pre
load shim pack. If replacement parts are installed, a
complete readjustment is necessary; the proper
thickness shim must be installed between the pinion
and rear bearing. The drive gear and pinion are
manufactured and lapped in matching sets and are
available in matched sets only. The adjustment posi.
tion in which the best tooth contact is obtained is
marked on the end of the pinion head.
To obtain the proper pinion setting in relation to
the drive gear, the correct thickness mounting shim
must be selected before the drive pinion is installed
in the carrier. The pinion bearing mounting shims are
1 Holding differential and ring gear assembly
with bearing cups on respective bearing cones, care
fully install the assembly into carrier.
2 Install differential bearing caps, on respective
sides, making certain that identification marks on
caps correspond with those on carrier. Install cap bolts
and tighten bolts of each cap by hand.
3 Install differential bearing adjusters, on respec
tive sides, making certain that identification marks
correspond. Screw adjuster in by hand. No attempt
should be made to apply any excessive pressure at
this time.
4 Using spanner wrenches Tool C-406A to square
bearing cups with bearing cone, turn adjusters "IN"
until cups are properly squared with bearings and
SETTING Without Using Tool C-758-D4
MyMopar.com
Depth of Mesh
If the old and new pinion have the same marking
and if the original bearing is being reused, use a
mounting shim of the same thickness. But if the old
pinion is marked zero 0 and the new pinion is
marked +2, try a .002 inch thinner shim. If the new
pinion is marked -2, try a .002 inch thicker shim.
Pinion Bearing Preload
If the bearings are being replaced, place the new
bearing cup in position in the carrier and drive the
cups in place with a suitable drift. After properly
positioning the bearing cups in the carrier, assemble
the drive pinion mounting shim chamfered side
down toward gear on the drive pinion stem. Install
the tubular spacer if so equipped and the preload
shims on the pinion stem. Insert the pinion assembly
into the carrier. Install the front pinion bearing cone,
universal joint flange, BeIleville washer convex side
of washer up and nut. DO NOT INSTALL THE OIL
SEAL. Rotate the drive pinion after tightening the
flange nut to 240 foot-pounds, to properly seat the
bearing rollers in the bearing cups. The preload
torque required to rotate the pinion with the bearings
oiled should be 20-30 inch-pounds for new bearings
and 0 to 15 inch-pounds for used bearings. Use a
thinner shim pack to increase preload and a thicker
shim pack to decrease preload. After the correct pin
ion depth of mesh has been established and correct
bearing preload obtained, remove the drive pinion
flange. Install the oil seal with Tool 3980. Install the
pinion flange, washer and nut and tighten the nut to
240 foot-pounds.
Carrier
of Differential and Ring Gear In
_
REAR AflE
3-15
3 Using Tool C-406A spanner wrench turn both
bearing adjusters equally in same direction sum
backlash between drive gear and pinion is 0005 to
.00t5 inch. This backlash vari.tion is given to perffiit
alignm.nt and installation of the bearing and adjustor
lock, lockwashar and attaching screw. The adj’nter
must only be turned In
clockwise direction and
under no circumst.ncss should be backed elf.
4 Install adjuster lock on bearing cap, back-face
side of drive gear. Tighten lock screw to IS to 20
foot-pounds.
Differential Searing PreIood
K? 20
Fig. 3T-Adjusting
Differential Bearings
end play is eliminated with some backlash existing
between the drive gear and pinion Fig. 31.
5 Tighten one differential bearing cap bolt on
each side to 85-90 foot-pounds.
DRIVE GEAR AND PINION BACKLASH
Correct drive gear and pinion backlash when
properly set is .006 to .008 inch at point of minimum
backlash.
Attach a dial indicator Tool C-340 Or C3339 to
carrier flange so pointer of indicator is squarely con
tacting one drive gear tooth drive side Fig. 32.
2 Measure backlash between drive gear and
pinion at four positions, approximately 90 degrees
apart. After point of least bacldash has been deter
mined, mark drive gear. Do not rotate drive gear
ha.
from point of le.,l backlash until all sdiutnIents
been completed.
1 turn bearing adjuster tooth side of drive gear
Fig. 32 in a notch at a tame notch referred to Is the
adjuster lock holes until backlash between drive gear
and pinion is a miulmum of 006 to .008 inch, This
will preload differential bearings and establish Cor
rect backlash.
2 F Tighten the remaining two differential bearing
cap bolts to 85-90 foot-pounds.
3 Install remaining adjuster lock, lockwasher and
attaching screw. Tightento 15-20 foot-pounds,
GEAR TOOTH CONTACT PATTERN
The
gear
tooth contact pattern Fig. 38 will disctose
whether the correct rear pinion bearing mounting
shim has been installed and the drive gear backlash
set properly.
Obtaining Tooth Contact Pattern
Apply a thin lila’ of red lead on drive and coast
DRIVE
COAST
CORRECT
AOJUSTMEIT
PINION SPACER
TOO THICK
PINION SPACER
TOOTRIN
-
--
,
M*’
T.
..T_
.
-
TN, L..
..-,-_--.
-
-
-
-
I,.. Ifl
GEAR TOO CLOSE
,."=
-
...
TO PINION
GEAR TOO FAR
FRO4 PINION
-
-.
SINSE ERI3’
-
SliflEIR
AFFEO WE COAST SIDE CONTACT
FASTSS m*N Ttt Rf/E 5E
2. RACKLASH ADJL?MOTS AFFZCD TEES DRWE SDE CONTACT
MUCK FASTER WAN WE COASr ElSE
3. ALL MCXIASIT MaSuREMSFI,s 5NOUL3 SE MADE AT WE
PcFD a NIEOM
I.
P*ON SPACER CHANGES
MT
Fi0. 32_Measuring Bock! ash Between Drive Oear
MyMopar.com and Pinion
Fig. 33Oear Tooth Contact Poffern
102
3-16
REAR AXLE
side of drive gear teeth. Using a round bar apply a
load against the back of the drive gear. As this load is
being applied to the drive gear, rotate the pinion
several revolutions in both directions. This action will
leave a distinct contact pattern on both the drive and
coast side of the drive gear teeth. Compare the pat
terns on the drive gear teeth with those in Fig. 33 to
determine if all adjustments have been properly
made.
Correct Adjustment
-
Proper Tooth Contact
With all the adjustments properly made, correct
tooth contact Fig. 33 wifi result. Notice that the cor
rect contact pattern is well centered on both drive
and coast sides of the teeth. When tooth contact pat
terns are obtained by hand, they are apt to be rather
small. Under the actual operating load, however, the
contact area increases.
If improper tooth contact is evident, the pinion
must be readjusted by either increasing or decreasing
the thickness of the rear pinion bearing mounting
shim. Backlash between the drive gear and pinion
must be maintained within the specified limits until
correct tooth contact pattern is obtained.
HeavyFace Contact
If the tooth pattern is across the length of the tooth
face, narrow and near the top, the teeth will wear
thin and roll over or score, resulting in excessive gear
lash and noise. This condition is corrected by install
ing a thicker shim behind the rear pinion bearing.
HeavyFlank Contact
If the tooth pattern is across the length of the tooth
and is narrow and low on the flank, the pinion teeth
will score and also result in noise. This condition is
corrected by installing a thinner shim behind the rear
pinion bearing.
HeavyToe Contact
If the tooth pattern is heavy on the toe of the
tooth, the edges of the teeth may chip resulting in
excessive damage of the entire assembly. This condi
tion is corrected by moving the drive gear away from
the pinion. This will increase the backlash making it
again
necessary to insert a thinner shim behind the
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rear pinion bearing.
HeavyHeel Contact
If the tooth pattern is heavy on the heel of the
teeth, the edges of the teeth may chip resulting in
excessive damage to the entire assembly. This condi
tion is corrected by moving the drive gear toward the
pinion. This would result in decreasing the backlash
making it again necessary to insert a thinner shim
behind the rear pinion bearing.
DIFFERENTIAL AND CARRIER
Installation
1 Thoroughly clean the gasket surfaces of the car
rier and rear axle housing.
2 Using a new gasket, install the carrier assembly
into the axle housing. Tighten the carrier to axle hous
ing nuts to 45 foot-pounds.
3 Refer to "Installation of Rear Axle Shaft," when
installing and setting axle shaft end play.
4 Install rear universal joint of propeller shaft
and tighten clamp screws to 15 foot-pounds Imperial
to 25 foot-pounds.
5 Remove wooden block from under brake pedal
and bleed and adjust brakes.
6 Install rear wheels and tighten to 55 footpounds.
LUBRICATION
Refill axle housing and carrier assembly with multi
purpose gear lubricant as defined by MIL-L-2105B on
all rear axles except those with a Sure-Grip differen
tial; such a lubricant is available under Part Number
2585317, Hypoid Gear Lubricant.
In Sure-Grip differentials, use only the special
multi-purpose gear lubricant intended for use in
limited-slip differentials. Such a lubricant is available
under Part Number 2585318, Special Sure-Grip
Lubricant.
Anticipated Temperature Viscosity Grade
Above -10°F.
SAE
90
As low as -30°F.
SAE
80
Below -30° F.
SAE
75
"SHOULD THE REAR AXLE BECOME SUB
MERGED IN WATER. THE LUBRICANT MUST BE
CHANGED IMMEDIATELY TO AVOID THE POS
SIBILITY OF EARLY AXLE FAILURE RESULTING
FROM CONTAMINATION OF THE LUBRICANT BY
WATER DRAWN INTO THE VENT HOLE."
SURE GRIP DIFFERENTIAL
INDEX
Assembly
Installation
Lubrication
MyMopar.com
Page
18
20
21
Sure Grip Differential
Sure Grip Differential Identification
Page
17
17
REAR
GENERAL INFORMATION
The sure-grip differential Figs. 1, 2, 3 and 4 is
similar to the conventional differential except for the
addition of friction plates and Belleville plates and
discs for clutching the differential case to the differ
ential gears and a means for engaging these plates.
The Belleville plates and discs accomplish a positive
engagement of the clutch discs and plates at all times
by placing a preload on the plates and discs. It has
four pinion gears, positioned in the ease by two pin
ion shafts which are at right angles to each other and
loose fitting at their inter-section. Both ends of each
shaft have two flat surfaces, or ramps, which mate
with identical ramps in the differential case. There is
additional clearance in the case to permit a slight
peripheral movement of the ends of the pinion shafts
within the case.
SURE-GRIP DIFFERENTIAL
IDENTIFICATION
Identification of sure-grip type differential assem
bly can be made by lifting the rear wheels off the
AXLE
3-17
ground and turning them. If they both turn in the
same direction, the vehicle is equipped with a Sure
Grip Differential. Another means of identification is a
metal tag reading, "Use Sure-Grip Lube" attached by
means of the rear axle housing-to-carrier bolt, below
the carrier filler plugs. If the tag is not apparent,
remove the filler plug and use a flashlight to look up
through the filler plug hole to identify the type of
differential case. The sure-grip type differential case
two-piece construction has attaching bolts. The con
ventional type differential case one-piece construc
tion has a dome-like shape with no case cap attach
ing bolts.
Whenever the rear axle shafts have been removed
from the "Sure Grip" axle assembly, always deter
mine that the thrust spacers have not fallen out of the
pinion shaft Fig. 12. The spacers may be observed
through the axle shaft opening of the axle housing.
This may be done with the aid of a small flashlight, If
the spacers are out of place, it will be necessary to
disassemble the "Sure-Grip" differential to reinstall
them.
SERVICE PROCEDURES
SURE-GRIP DIFFERENTIAL
Removal
Follow the same procedure outlined under removal
and installation of the conventional rear axle differen
tial.
Disassembly
1 Remove axle drive gear. Measure runout of the
drive gear mounting flange. Replace both case halves
if runout exceeds .003 inch.
2 Before disassembling case halves, place scribe
marks on each half to aid in aligning the case when
reassembling, Fig. 5. Remove case cap attaching
bolts and remove case cap Fig. 6. Remove clutch
plates Fig. 7.
3 Remove side gear retainer Fig. 8, and side
gear Fig. 9.
AXLE DRIVE GEAR
DIFFERENTIAL PINION
SHAFT
DIFFERENTIAL CASE
AXLE SHAFT
DIFFERENTIAL
SIDE GEAR
Fig. I-Sure Grip Differential Schematic
MyMopar.com
Fig. 2-Power Flow Axle Shafts Turning at Same
Speed
3-18
REAR AXLE
DRIVE
AXLE DRIVE GEAR
PINION
PINION THRUST
MEMBER
PLATES
DIFFERENTIAL PINION SHAFT
DIFFERENTIAL CASE
DIFFERENTIAL PINION
DIFFERENTIAL SIDE GEAR
KR 259
Fig. 3-Sure Grip Differential Cross Section View
4 Remove pinion shafts with pinion gears Fig.
5 Remove remaining side gear Fig. 11, side
gear retainer Fig. 13 and clutch plates Fig. 14.
6 Remove axle shaft thrust spacer by pressing out
lock pin Fig. 12.
Cleaning and Inspection
AXLE
Pb
AXLE DRIVE PINION
/
Clean all parts thoroughly and inspect parts for
wear, nicks and burrs. The inner and outer flat clutch
plates and outer flat clutch disc should be replaced if
they are worn or distorted. If either case half is worn,
it will be necessary to replace both halves.
Assembly
CASE
1 Position clutch plates and discs in their proper
AXLE SHAFT
AXLE SHAFT
DIFFERENTIAL
SIDE GEAR
DIFFERENTIAL PINION
KR 262
Fig. 4-Power Flow Axle Shafts Turning at
Different Speeds
MyMopar.com
Fig. 5-Case HalvesScribed for Praper Reassembly
REAR AXLE
CAS CAP--
_MLE SHAFT
THRUST SPACER
.CWItH
F LA FE S
SPDE CEAR
g ETA F N S
cR719
-
‘fig. ó-R.m04ac er Inslafffag OKftrnjjoi
to,. Cp
CLUICH
Fig.
-
-.-
K 722
_Ren.oyjng Side Gee, Cap Side
PIN LUN
SHAFTS
__S?DE GEM
RETANEP
KR7O A
Fig 7-fiemoving or IlIstaiiIng Clutch
P’n..
top SMe
Fig.
TO-Removing or IntaJJ
and $.or.
Pbion 5h0ft5
V
SIDE CMR/
RFTAINER
510E GEAR
KR 72 I
Fig. B-Removing or In,tolIjng Side Gent
kqton.r
MyMopar.com
Cop Side
Fig. F I_Removing or Iaflolllng Side Bear
t’ani
Dffler..WM Ccs
3-79
3-20
REAR AXLE
SaLLE VILLE
PLATE
PINION
SHArI5
KR77
Fig. I 2-Removing or Installing Axle Shaft Thrust
Spacers
location in each half of the case rig. 15.
2 Place side gears in their retainers. Insert splines
of retainers through the spites of clutch discs.
3 Place aligiing pin through one axle shaft thrust
spacer. Assemble pinion shafts on aligning pin.
4 Place pinion gears on shafts and install assem
bly in drive gear half of case. Insert the thrust spacer
in pinion shaft Fig. 12.
5 Slide cap half of case over the edge of bench
far enough to insert one finger up through the
assembly to hold it together. Place the assembly on
drive gear half matching scribe marks.
6 Make sure markings on each differential case
half coincide. Install the differential case bolts and
turn in a few threads.
IMPORTANT: Insert the axle shafts iron, the vebicle
to align the splirie.. Make sure the axle shaft, engage
the side gear splines.
71 With shafts installed, center the cross shafts
Fig 14-Removing or Installing Clutch Plates from
DifferenIlal Case
between the two ramp surfaces in differential se.
Tighten differential case bolts evenly by alternately
turning opposite bolts until all are tightened to 45
foot-pounds. To keep splines of side gear and clutch
plates in exact alignment during the tightening pro
cedure, move axle shafts back and forth as bolts are
being tightened- After assemhly slight misalign
ments of the splines can be corrected by moving axle
shafts back and forth until free. Remove axle shafts.
Since the sure-grip clutches are preloaded by the
dished plates and discs, clearance shauld not exist
bstwa.n th, pinIon shafts and ramps
9 Follow procedures outlined in conventional axle
assembly for pinion setting, drive gear backiash
adjustment and hearing pre-load adjustment.
Instaffotion
-
Ill Using a new gasket, install carrier assembly In
axle housing. Tighten mounting outs to 45 footpounds.
SHED NATE
H_AT PLATE
/
-
SLOE GEAR NG
Fig. IS-Removing or instolling SW. Gear Retainer
from Differential Case
MyMopar.com
U
I
Fl_AT
GISHED DISC
‘PLAT DISC
Fig. 75-Arrangement of Plates and
8¾" DifferentIal
63l2AA
Discs
REAR AXLE
2 Refer to "Installation of Rear Axle Shaft," when
installing axle shafts.
3 Connect the rear universal joint.
4 Before lowering the rear wheels of the vehicle
to the floor, adjust rear brakes.
3-21
LUBRICATION
In Sure-Grip Differentials, use only the special multi
purpose gear lubricant intended for use in limitedslip differentials. Such a lubricant is available under
Part Number 2585318, Special Sure-Grip Lubricant.
Anticipated Temperature
Above -10°F.
As low as -30°F.
CAUTION: Both rear wheels must be raised off the
floor when adjusting brakes.
Viscosity Grade
SAE 90
SAE 80
SAE 75
Below -30°F.
SPECIFICATIONS
CHRYSLER
Type
Gear Type
Ring Gear Diameter
Pinion Bearing
Drive Pinion Bearing Pre-Load
Adjustment
Differential Bearings
Differential Bearing Adjustment
Drive Gear and Pinion
Drive Gear Runout
Drive Gear and Pinion Adjustment
Drive Gear and Pinion Backlash
Differential Side Gear Clearance
Differential Lubricant Capacity
-
IMPERIAL
Semi-Floating
Rypoid
8.75 inch
Tapered Roller 2
20-30 in. lbs. without oil seal
Shim Pack
Tapered Roller 2
Threaded Adjuster
Serviced in Matched Sets Only
.005 inch Maximum
.005 to .008 inch
.001 to .012 inch
4 pints
Multi-Purpose Gear Lubricant as defined by MIL-L-2105B is used on all rear
axles except Sure-Grip Differential; such a lubricant is available under Part
No. 2585317, Hypoid Gear Lubricant.
Type
Sure-Grip Differentials use only the special Multi-Purpose Gear Lubricant
intended for use in limited slip differentials. Such a lubricant is available
under Part No. 2585318, Special Sure-Grip Lubricant
Anticipated Temperature Range
Above -10°F.
As low as -30°F.
Below -30°F.
Wheel Bearing Axle Shaft and Play
Viscosity
SAE
SAE
SAE
Grade
90
80
75
.013 to .023 inch
AXLE RATIOS
MODEL
APPLICATION
*Newport
383 Cu. In.
Engine 2 BBL
Manual Transmission
Optional
Automatic Transmission
Optional
Trailer Towing
Sure-Grip
MyMopar.com
**Newport
383 Cu. In.
Engine 2 BBL
3.23
Newport
440 Cu. In.
Engine
4 BBL
Chrysler 300
383 Cu. In.
Engine
4 BBL
3.23
-
-
2.76
3.23
3.23
2.76 3.23
Newport
383 Cu. In.
Engine
4 BBL
-
2.76
3.23
3.23
2.76 3.23
2.76
3.23
3.23
2.76 3.23
Chrysler 300
440 Cu. In.
Engine
4 BBL
.
3.23
-
3.23
3.23
3.23
2.76
3.23
2.76 3.23
3.23
-
3.23
3.23
3-22
REAR AXLE-
MODEL
PPPLCATON
New Yorker
440 Cu. In.
New Yorker
440 Cu. In.
Engine
Engine
4BBL
Dual Exhaust
4BBL
Single Exhaust
Manual Transmission
Optional
Automatic Transmission
Optiortat
Trailer Towing
Sure-Grip
*
**
-
-
Imperial
440 Cu. In.
Engine
4BBL
-
-
-
2.76
3.23
323
3.23
2.76 3.23
-
2.94
-
3.23
3.23
-
2.94
Except Station Wagon
Station Wagon
Axle ratio not limited on vehicles equipped with air conditioning
TiGHTENiNG REFERENCE
FOOT
POUNDS
Brake Support Plate to Housing Mounting
Bolt Nuts
Differential Bearing Cap Bolts
Differential Carrier to Axle Housing
Bolt Nuts
Rear Axle Drive Gear to Case Bolts
Rear Axle Drive Pinion Companion
Flange Nut
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30 to 35
90
45
55
240 Mm.
FOOT
POUNDS
Spring Clip U-Bolts Nuts
Propeller Shaft Bolts
Rear Newport Manual
300 Manual
Newport Automatic
300 Automatic
. .
New Yorker Automatic
Imperial Automatic
50
14
14
14
14
14
25
-GROUP 5
BRAKES
CONTENTS
Page
DISC BRAKES BLJDD
GENERAL INFORMATION
MASTER CYLINDERS
PARKING BRAKES
POWER BRAKES BENDIX
GENERAL INFORMATION
.
27
1
9
12
26
POWER BRAKES MIDLAND-ROSS
SERVICE BRAKES
SERVICE DIAGNOSIS
SPECIFICATIONS
WHEEL CYLINDERS
The 1966 Models have a self-adjusting servo con
tact, two shoe, internal expanding brake. The lower
ends of the brake shoes are connected by a tubular
1
36
star wheel adjusting screw, Fig. 1. Police cars with
heavy duty brakes are not self-adjusting.
SERVICE BRAKES
SERVICE DIAGNOSIS
Condition
PEDAL GOES TO THE
FLOOR
Possible Cause
Correction
a Fluid low in reservoir.
Cb Excessively worn brake lining.
c Improperly adjusted brake.
Cd Leaking wheel cylinders.
e Loose or broken brake lines.
f
Air in hydraulic brake system.
g Leaking or worn master cylinder.
SPONGY BRAKE PEDAL
Ca Air in hydraulic system.
Ca Fill and bleed the master cylinder.
b Reline and adjust the brakes.
Cc Repair or replace self-adjuster
required.
Cd Recondition or replace the wheel
cylinder and replace both brake shoes.
Ce Tighten all brake fittings or replace
the brake line.
Cf Fill and bleed the hydraulic brake
system.
Cg Recondition or replace the master
cylinder and bleed the hydraulic
system.
a Fill the master cyli nder and bleed
the hydraulic system.
low boiling b Drain, flush and refill with brake fluid.
b Improper brake fluid
point.
Cc Excessively worn or cracked brake Cc Replace all faulty brake drums.
drums.
Cd Broken pedal pivot bushing.
Cd Replace nylon pivot bushing.
BRAKES PULLING
SQUEALING BRAKES
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Ca
b
Cc
Cd
Incorrect brake adjustment.
Brake drums out of round.
Brake shoes distorted.
Contaminated lining.
Ca
Cb
Cc
Cd
Ce Unmatched brake lining.
Ce
Cf Restricted brake hose or line.
Cf
Cg Front end out of alignment.
Ch Broken rear spring.
g
Ch
Adjust the brakes and check the fluid.
Grind or replace the brake drums.
Replace the faulty brake shoes.
Replace the contaminated brake
lining.
Match the primary, secondary with the
same type of lining on all wheels.
Replace the plugged hose or brake
line.
Align the front end.
Replace the broken spring.
Ca Install matched brake lining.
Ca Incorrect brake lining.
Cb Dust in brakes or scored brake drums. Cb Blow out the brake assembly with
compressed air and grind the brake
drums.
Cc Replace the brake shoes.
Cc Distorted brake shoes.
Cd Replace the support plate.
Cd Bent Support Plate.
Ce Broken or weak brake shoe return Ce Replace the return spring.
spring.
Cf Weak or broken brake shoe retaining Cf Replace the retaining spring.
spring.
5-2
BRAKES_SERVICE!
SERVICE DIAGNOSIS
Condition
DRAGGING BRAKES
Possible Cause
Cg Glazed brake lining.
Ch Saturated brake lining.
Cg Cam grind or replace the brake lining.
Ch Replace the saturated lining.
Ca Incorrect wheel or parking brake ad
justment.
Cb Parking brakes engaged.
Cc Weak or broken brake shoe return
spring.
dl Brake pedal binding.
Ca Adjust the brakes and check the fluid.
Ce Master cylinder cup sticking.
Cf Obstructed master cylinder relief port.
Cg Saturated brake lining.
h Bent or out of round brake drum.
HARD PEDAL
Ca Incorrect brake lining.
Cb Frozen brake pedal linkage.
c Restricted brake line or hose.
Cd Brake booster inoperative.
WHEEL LOCKS
Correction
Ca Loose or torn brake lining.
Cb Incorrect wheel bearing adjustment.
Cc Wheel cylinder cups sticking.
Cd Contaminated brake lining.
Cb Release the parking brakes.
Cc Replace the brake shoe return spring.
d Free up and lubricate the brake pedal
and linkage.
Ce Recondition the master cylinder.
Ct Use compressed air and blow out the
relief port.
Cg Replace the brake lining.
Ch Grind or replace the faulty brake
drum.
Ca Install matched brake lining.
Cb Free up and lubricate the brake link
age.
c Clean out or replace the brake line
or hose.
Cd Recondition or replace the brake
booster.
Ca Replace the brake lining.
Cb Clean, pack and adjust the wheel
bearings.
Cc Recondition or replace the wheel
cylinder.
Cd Reline both front or rears of all four
brakes.
BRAKES FADE
HIGH SPEED
Ca
Cb
Cc
Cd
Incorrect lining.
Distorted or out of round brake drums.
Overheated brake drums.
Incorrect brake fluid low boiling
temperature.
Ce Saturated brake lining.
Ca
Cb
Cc
Cd
PEDAL PULSATES
a Bent or out of round brake drum.
Ca Grind or replace the brake drums.
BRAKE CHATTER
Ca Out of round brake drum.
b Loose support plate.
Cc
Cd
Ce
Cf
BRAKES DO NOT SELF
ADJUST
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Replace lining.
Grind or replace the drums.
Inspect for dragging brakes.
Drain, flush, refill and bleed the hy
draulic brake system.
Ce Reline both front or rear or all four
brakes.
Ca Grind or replace the brake drum.
bI Tkghten the support plate bolts to the
proper specifications.
Bent support plate.
Cc Replace the support plate.
Distorted brake shoes.
Cd Replace the brake shoes.
Machine grooves in the contact face Ce Grind or replace the brake drum.
of the brake drum.
Contaminated brake lining.
Cf Replace either front or rear or all four
linings.
Ca Clean and free-up all thread areas.
Ca Adjuster screw frozen in the thread.
Cb Adjuster screw corroded at the thrust b Clean the threads and replace the
thrust washer if necessary.
washer.
Cc Adjuster lever does not engage star Cc Repair, free up or replace adjuster as
wheel.
required.
SERVICE-BRAKES
5-3
SERVICE PROCEDURES
possible adjustment has been reached, the star wheel
ADJUSTING THE SERVICE BRAKES
Normally self adjusting brakes will not require
manual adjustment but in the event of a brake reline
it may be advisable to make the initial adjustment
manually to speed up the adjusting time.
Cl Jack up the vehicle so all wheels are free to
turn.
2 Remove the rear adjusting hole cover from the
backing plate on all of the brake supports of the
vehicle.
3 Be sure the parking brake lever is fully re
leased, then back off the parking brake cable adjust
ment so there is slack in the cable.
4 Insert the adjusting tool C-3784, into the star
wheel of the adjusting screw. Move the handle of the
tool downward until a slight drag is felt when the
road wheel is rotated.
5 Insert a thin screwdriver into the brake adjust
ing hole and push the adjusting lever out of engage
ment with the star wheel. CCare should be taken so as
not to bend the adjusting lever Fig. 1. While holding
the adjusting lever out of engagement, back off the
star wheel 10 to 12 notches to insure a free wheel
with no brake shoe drag.
should be backed off approximately 30 notches. It will
be necessary to hold the adjuster lever away from the
star wheel to allow backing off of the adjustment.
Spin the wheel and brake drum in the reverse
direction and apply the brakes vigorously. This will
provide the necessary inertia to cause the secondary
brake shoe to leave the anchor. The wrap up effect
will move the secondary shoe, and the cable will pull
the adjuster lever up. Upon release of the brake
pedal, the lever should snap downward, turning the
star wheel. Thus, a definite rotation of the adjuster
star wheel can be observed if the automatic adjuster
is working properly. If by the described procedure
one or more automatic adjusters do not function
properly, the respective drum must be removed for
adjuster servicing.
BLEEDING THE BRAKE SYSTEM
Clean all dirt and foreign material from the cover
of the master cylinder to prevent any dirt from fallbig into the master cylinder reservoir when the cover
is removed.
Using the one man bleeder tank C-3406 with
adaptor C-3494A provides a convenient means of
keeping the master cylinder full while pressurizing
the hydraulic system for bleeding. The brakes may
also be bled manually by having an assistant slowly
pump the brake pedal while the brakes are being
bled. Be certain to refill the master cylinder after
bleeding each wheel.
Fig. I-Adjusting Brakes
6 Repeat the above adjustment at each wheel.
The adjustment must be equal at all wheels. Install
the adjusting hole covers in the brake supports.
TESTING AUTOMATIC ADJUSTER OPERATION
Place the vehicle on a hoist, with a helper in the
driver’s seat to apply the brakes. Remove the plug
from the rear adjustment slot in each brake support
plate to observe the adjuster star wheel. Then, to ex
clude the possibility of maximum adjustment, that is,
the MyMopar.com
adjuster refuses to operate because the closest
Tighten the brakes of each wheel until the brakes
are locked. This reduces the movement of the wheel
cylinder cups and assists in bleeding.
Starting with the right rear wheel clean all dirt
from the bleeder valve. Place bleeder hose C-650 on
the bleeder valve and insert the other end of the
bleeder hose into a clean jar half filled with clean
brake fluid. This will permit the observation of air
bubbles as they are being expelled from the hydraulic
system and also prevent air from being drawn back in
to the system as the brake pedal is released on manu
al bleeding. Follow the manufacturers instructions in
the use of the bleeder tools.
When manually bleeding the hydraulic system,
push the brake pedal down and let it return slowly, to
avoid air being drawn into the system. Bleed intermit
tently by opening and closing the valve about every
four seconds. This causes a swirling action in the cyl
inder and assists in expelling the air. Continue the
action until the brake fluid is expelled in a solid
stream, without any bubbles.
Continue this bleeding operation on the other
wheels, starting with the left rear wheel, then the
right front and finishing with the left front wheel.
5-4
BRAKES-SERVICE
If necessary, repeat this bleeding operation if there
is any indication a low, soft or spongy brake pedal of
air remaining in the hydraulic system. Readjust the
brakes as described previously.
TEST FOR FLUID CONTAMINATION
To determine if contamination exists in the brake
fluid as indicated by swollen or deteriorated rubber
cups the following test can be made.
Place a small amount of the drained brake fluid
into a small clear glass bottle. Separation of the fluid
into distinct layers will indicate mineral oil content.
Be safe and discard old brake fluid that has been bled
from the system. VIvid drained from the bIe.dir.g
operation may contain dirt particles or oilier con
laminants and should not he reused.
WHEEL STUD TIGHTENING
The tightenie sequnce and tightenin2 of the
.li..l stud nuts is of groat impedance to insure ef
ficient brake operation. The use of an impact or long
handled wi-such may distort the drum.
A crisscross ttghtenthg sequence should be used
Fig. 2. Tighten all the stud nuts to one-half the
specified tightening first 30 ft. lb5. and then repeat
the sequence lightening to the specified 55 footpound 65 foot pounds on 11 inch brakes.
seuffing or worn spots. Should the cotton fabric cas
ing of the hose be exposed to weather by cracks or
abrasions in the rubber hose cover, eventual deterio
ration of the hose can take place with possible burst
failure.
2 Faulty installation to cause twisting, wheel, tire
or chassis interference.
Always use factory recommended hose to insure
quality, correct length and superior fatigue life. Care
should be taken to make sure that the tube and bose
mating surfaces are clean and free from nicks and
burn. New copper seal washers should be used and
the tube nuts and connections should be properly
made and tightened. Double wall steel tubing should
always be used to insure superior fatigue me. Care
should be taken when replacing brake tubing, to use
the proper bending and flaring tools and to avoid
routing the tubes against sharp edges, moving com
ponents or in hot areas. All tubes should be properly
attached with recommended retaining clips.
Steel tubing is used to conduct hydraulic pressure
to the front and rear brakes, flexible rubber hose is
used at both front brakes and at a rear ade junction
block. Steel tubing is used from the junction block to
both rear wheel cylinders. All fittings, tubing and
hoses should be Inspected for rusted, daniaged or
faulty flaring seats. The steel tubing is equipped
with a double flare or inverted seat to insure more
positive seating in the fitting. To repair or reflare
tubing proceed as follows;
I Using Tool C-3470, cut off the damaged seat or
damaged tubing Fig. 3
t
Fig. 2.Wheel Stud Nut Tightening Sequ.nca
I
BRAKE HDSE AND TUBING
The flexible hydraulic brake hose should always be
installed in the vehicle by first lightening the male
end of the hose in the wheel cylinder or rear axle
lousing tee. The hose is then clipped to the hose
bracket in a manner to give minimum twist. Excessive
twist can result in hose interference problems ith
possible hydraulic system failure
Inspection of brake hose and tubing should be in
cluded in all brake service operations. The hoses
should be checked for:
1 Correct length, severe surface cracking, pulling,
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Fig. 3-Cutting ond Flaring Steel Tubing
SERVICE_BRAKES
2 Ream out any burred or rough edges showing
on inside edges of tubing- This will make the ends of
the tubing square and insure better seating of the
Oared end of the tubing. Place coelpr.nion nut on
tubing prior to flaring tubing.
3 To flare tubing, open handles of flaring Tool
CaSSO and rotate jaws of tool until the mating jaws of
tubing size are centered in the area between vertical
posts.
4 Slowly close handles with tubing inserted in
jaws but do not apply heavy pressure to handle as this
will lock tubing in place,
5 Place gauge Form A" on edge over end of tub
ing and push tubing through jaws ‘irith end of tubing
contacts the recessed notch of gauge matching the
5-5
size of tubing ft’ig, 3.
6 Squeeze handles of flaring tool and lock tubing
in place.
1 Place proper sized plug of gauge ‘A" down in
end of tubing. Swing compression disc over gauge and
center tapered flaring screw in recess of disc.
8 Lubricate taper of flaring screw and screw in
until plug gauge has seated on jaws of flaring tooL
This action has started to invert the exteuded end c
the tubin
9 Remove gauge and apply lubricant to tapered
end of Oaring screw and continue to screw down until
tool is firmly seated In tubing,
10 Remove tubing from flaring tool and inspt
seat.
SERVICE BRAKES
INDEX
Page
Brake Drum Removal
Front Brake Drums
Rear Brake Drums
Broke Shoe Removal
Front Brake Shoes
Rear Brake Shoes
Cleaning arId Inspection
5
6
7
7
7
Page
Grindng Recommendations
Brake Shoe Installation
Front Brake Shoes
Rear Brake Shoes
Brake Drum Installation
Front Brake Drums
Rear Brake Drums
SERVICE PROCEDURES
SFCONOArr SHOE
ANO LINING
I
FRONT OF VEHICLE
RIG4IT FRONT I
Fig. I-Brake Asg.mbli.s Front
BRAKE DRUM REMOVAL
Removing the Front Brake Drums
To aid in the brake drum removal loosen the brake
star adjusting wheel as follows:
1 with vehicle on a hoist, jack or suitable stands
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remove rear plug from the-brake adjusting access
hole.
2 Insert a thin screwdriver into brake adjusting
hole and push adjusting lever away from star adjust
ing wheel, Care should be taken net to bend adiusting
lever.
5-5
BRAKES_SERVICE-
SECONDARY SHOE
AND LINING
_
Fig. 2’-Jr.ke Assemblies Rear
3 Insert Tool C-3784 inth brake adjusting hole
and engage notches of the brake adjusting star wheel.
Release brake adjustment by prying up with adjust
ing tool.
4 Remove wheel cover, grease cap, cotter pin,
lock, adjusting nut, outer wheel bearing and remove
wheel and drum assembly from the sp’mdle to expose
the brake linings Fig. I.
5 Inspect brake lining for wear, shoe alignment,
or cottamination from grease or brake fluid.
2 Insert a thin screw driver into brake adjusting
hole arid hold adjusting lever away from notches of
the adjusting screw,
3 Insert Tool C-3782 into the brake adjusting hole
and engage notches of brake adjusting screw. Release
the brake by prying up with the adjusting tool.
4 Remove the rear wheel and clips from wheel
studs that hold the drum on the axle. Remove drum,
5 inspect brake lining for wear, shoe alignment Or
contamination from grease or brake mild.
Ren’ovlng the Rear Broke Drums
1 With vehicle on a hoist, jack or suitable stands,
remove rear plug from the brake adjusting access
BRAKE SHOE REMOVAL
InitsIl cylinder piston clamps Tool C’4l6 to P1’S
vecit fluid leakage or air entering the hydraulic ‘ys
t.m dunn9 brak, shoe removal.
RN
A INES, SPRINGS
AND NAILS
Fig. S-Removing a, Installing Drake She. R.Iurn
Springs Left Fronfl
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Stake Shoe Retainers, Springs
and Nails Right Front
Fi9 4-Men.oving
SERVICE-BRAKES
Removing the Front Brake Shoes
With vehicle elevated on a hoist, jack or suitable
stands, remove front wheels and drams,
U Using Tool C-3705 remove the brake sline re
turn springs Fig. 3. Note how secondary spring over
laps primary spring. Fig. 1.
2 Remove brake shoe retainer, spring and nails
assemblies and adjusting star wheel from support. In
stall wheel cylinder clamps Tool C416 to hold the
pistons in cylinders.
F 1g. 4,
3 Slide the eye of the automatic adjuster cable off
anchor and unhook from lever. Remove cable, cable
guide and anchor plate.
4 Disconnect the lever spring from the lever and
disengage from shoe web. Remove spring and lever.
5 Remove primary and secondary brake shoe as
semblies and the adjusting star wheel from sapport.
Install the wheel cylinder clamps çrool C416 to hold
pistons in cylinders.
Removing the Rear Drake Shoes
1 With the vehicle elevated on a hoist, jack or
suitable stand, remove rear wheel, and drum retainrig clips. Remove drum.
2 Using Tool C’3785 remove the brake shoe re
turn springs Fig. 5. Note how secondary spring
overlaps primary spring. Fig. 1
RETAINERS SPkINGS
AND NAILS
Fig. 6-R.moving or Installing Broke SI,o. Retainers,
Springs and Nails Right Rear
Fig. 7-Removing or Installing Parking Brake Strut
and Spring Left Rearj
Fig. S-Removing o, Installing Drake Shoe Ret.wn
Springs Left Rear
3 Remove the brake shoe retainer, springs and
nails refer to Fig. 0.
4 SlIde eye of the automatic adjuster cable off
anchor and then unhook from the lever. Remove
cable, cable guide and anchor plate.
5 Disconnect the lever spring from lever and dis
engage from shoe web. Remove the spring and lever.
6 Spread the anchor ends of primary and second
ary shoes and remove parking brake strut and spring
Fig. 7.
7 Disengage the parking brake cable from park
ing brake lever and remove brake assembly.
Remove the primary and secondary brake shoe
8MyMopar.com
CLEANING AND INSPECTION
Wipe or brush clean dry the metal portions of the
brake shoes, Examine the lining contact pattern to
determine if the shoes are bent, The lining should
show contact across the entire width, extending from
heel to toe. Shoes showing contact onjy on one side
should be replaced. Shoes having sufficient lining but
lack of contact at toe and heel should be measured for
proper grind.
Clean the support, using a suitable solvent, then
inspect for burrs. Remove if necessary. Clean and
lubricate threads of the adjusting screws, then inspect
for pulled or sfripped threads,
GRINDING RECOMMENDATIONS
Brake Shoe LlnIng-New lining should be mess-
5-8
BRAKES-SERVICE
ured and ground .060 to .080 maximum under the
drum diameter,
Drum Refacing-Measure the drum runout with an
accurate gauge, Drum runout should not exceed .006
inch out of round. If the drum nmout is in excess of
.006 inch, total indicator mn-out the drum should be
refaced. Remove only as much material as is neces
smy to clean up the drum, Do not reface more than
.GO nd. over the standard drum diameter,
BRAKE SHOE INSTALLATION
Installing the Front Shoes
SECONDARY SHOE
AND LiNING
SPRING
Installing the Broke Drums
I Lubricate the wheel bearings and install brake
drum and adjust wheel hearing to proper preload.
2 Adjust brakes as described under ‘Adjusting
the Service Brakes" of this section.
Installing the Rear Shoes
To install the front brake shoes, refer to Fig, 1
and proceed as follows
I Match a primary with a secondary brake shoe
and place them in their relative position on a work
bench,
2 Lubricate the threads of adjusting screw and
install it between prlmai and secondary shoes wflh
the star wheel next to secondary shoe. Refer to Fig.
1. The star adjusting wheels are stamped "It" Right
side and L" left side, and indicate their location on
vehicle, Lubricate shoe contact area on support plate
with lubriplate.
3 Overlap anchor ends of the primary and sec
ondary brake shoes and install adjusting spring and
lever
4 Spread the anchor ends of brake shoes to main
tain the adjusting lever and spring in position.
5 Holding the brake shoes in their relative post
tion, place brake shoe assembly on support and over
anchor pin flg. 8. Remove Tool 0410.
6 Tmtall nailR, cups, springs and retainers.
7 Install the anchor pin plate.
8 Install the cable guide in secondary shoe and
place eye" of adjusting cable over the anchor pin.
0 Install return s1ring in the lrimary shoe, Using
Tool 0.3785, slide spring Over anchor.
10 Install return spring in secondary shoe and
PETLIRN
slide over anchor, usmg Tool 0-3785. Be sure the
secondary spring overlaps primary, refer to Fig. 1,
Be sure cable guide remains flat against shoe web.
11 Place the adjusting cable over guide and en
gage hook of cable into the adjusting lever.
TAP ADRASIINO
WHEEL
I..
MyMopar.com
Fig -lnstoIIing Drake Shoe. Let
Franl
1 Inspect the platforms of support for nicks or
burrs. Apply a thin coat of lubricant to the support
platforms. Shoe contact area.
2 Attach the parking brake lever to back side of
secondary shoe, refer to Fig. .
SECONDARY SliDE
AND LiNING
NNISS
Fig. 9-In.talling Drake ft..,
t.ft Re.rj
3 Place the secondary and primary shoes in their
relative position on a work he,,cb.
4 Lubricate threads of the adjusting screw and
install it between primary and secondary shoes with
star wheel next to secondary shoe, The star adjusting
wheels are stamped k" right side and "U’ Jeff
side, and indicate their location on vehicle.
5 Overlap the anchor ends of the primary and
secondary brake shoes and install adjusting spring
and lever.
6 Hold the brake shoes in their relative posi
tion and engage parking brake cable into parking
brake lever.
7 Install the parking brake strut and spring be
tween parking brake lever and primai shoe, refer to
Fig. 7. Remove Tool 0-416,
8 Place the brake shoes on support and install
retainer nails, springs and retainers wig. 9.
{0 Install anchor pin plate.
10 Install ‘eye" of the adjusting came over
anchor pin and install the return spring between the
primary shoe and the anchor pin.
-SERVICE-BRAKES
11 Install the cable guide in secondary shoe then
install secondary return spring. Be sure secondary
spring overlaps primary Fig. 2 and return spring
does not slip between anchor pin and eye of cable.
12 Place the adjusting cable in groove of cable
guideMyMopar.com
and engage hook of cable into the adjusting
lever. Be sure cable guide is flat against shoe web.
Installing the Brake Drums
1 Install brake drum and retaining clips. Install
wheel and tire assembly.
2 Adjust the brakes as described under "Adjust
ing the Service Brakes" of this section.
MASTER CYLINDER
INDEX
Page
Assembling the Master Cylinder
Disassembling the Master Cylinder
Page
10
9
Installing the Master Cylinder
Removing the Master Cylinder
10
.9
BOLT
COVER
GASKET
WASHER
T
SPRING
BOOT
PUSH ROD
CONNECTOR
SPRING
SEAL
SEAT
VALVE
PRIMARY CUP
SECONDARY
CUP
BOLT 2
NK1 36
Fig. I -Master Cylinder Assembly
REMOVING THE MASTER CYLINDER
Should it become necessary to remove the master
cylinder for repair or overhaul, proceed as follows:
1 Disconnect the push rod from pedal.
2 Disconnect the brake tube at master cylinder
outlet.
3 Remove the nuts and bolts that attach master
cylinder to dash panel. Slide master cylinder straight
out and away from dash panel.
4 Remove the push rod return spring.
MyMopar.com
DISASSEMBLING THE MASTER CYLINDER
To disassemble the master cylinder, refer to Fig.
1, then proceed as follows:
Clean outside of master cylinder thoroughly, then
drain all the brake fluid.
1 Remove the piston stop flange attaching bolts
and remove dust boot, push rod and piston assembly.
Do not remove push rod from piston.
2 Remove the brass washer between piston and
cup. Remove the master cylinder primary cup, spring
valve and seal from master cylinder.
5-10
BRAKES-SERVICE
3 Wash master cylinder bore with clean brake
fluid and inspect for scoring or pitting.
If master cylinder piston is badly scored or cor
roded, replace it with a new one. The primary and
secondary cups and valve assembly should be re
placed when reconditioning master cylinder.
Master cylinder walls that have light scratches or
show signs of corrosion, can usually be cleaned with
crocus cloth. However, cylinders that have deep
scratches or scoring may be honed, providing the di
ameter of the cylinder bore is not increased more
than .002 inch. A master cylinder bore that does not
clean up at .002 inch should be discarded and a new
cylinder installed. Black stains on the cylinder wall
are caused by the piston cups and will do no harm.
Use extreme care in cleaning the master cylinder
after reconditioning. Remove all dust or grit by f lush
ing the cylinder with alcohol; wipe dry with a clean
lintless cloth and clean a second time with alcohol. Dry
the master cylinder with compressed air then flush
with clean brake fluid. Be sure the .028 inch diame
ter hole compensator port in the master cylinder bore
is open.
ASSEMBLING THE MASTER CYLINDER
Before assembling, the piston, cups and valve as
sembly should be dipped in clean brake fluid. To re
assemble the master cylinder, refer to Fig. 1, then
proceed as follows:
1 Install seal check valve and spring in the cylin
der with valve toward outlet of cylinder.
2 Install the master cylinder cup in cylinder with
open end of cup over closed end of return spring.
3 Install the secondary cup on master cylinder
piston and install piston and push rod assembly in
cylinder with flat brass washer between the piston
and primary cup.
4 Install the dust boot on push rod and install stop
flange bolts.
INSTALLING THE MASTER CYLINDER
1 Reinstall the master cylinder on dash panel and
fill with brake fluid. Tighten nuts to 100 inch-pounds.
2 Attach brake line and pedal to push rod.
3 Bleed the brake system as described under
‘Bleeding the Brake System" of this section.
WHEEL CYLINDERS
INDEX
Assembling Wheel Cylinders
Disassembling Wheel Cylinders
Installing Brake Supports
Page
11
10
12
REMOVING THE WHEEL CYLINDERS
Front or Rear
With all the brake drums removed inspect the
wheel cylinder boots for evidence of a brake fluid
leak. A slight amount of fluid on the boot may not
indicate a leak, but may be preservative oil used on
the assembly.
1 In the case of a leak, remove brake shoes re
place if soaked with grease or brake fluid, boots, pis
tons, wheel cylinder cups and wheel cylinder cup ex
pansion spring.
2 Wash the wheel cylinder bore with clean brake
fluid and inspect for scoring or pitting.
Use extreme care in cleaning wheel cylinder after
reconditioning. Remove all dust or grit by flushing
the cylinder with alcohol; wipe dry with a clean lintless cloth and clean a second time with alcohol. Dry
the wheel cylinder with air pressure, then flush with
clean brake fluid. Be sure bleeder screw port and the
bleeder screw are clean and open.
Wheel cylinder bores or pistons that are badly
scored or corroded should be replaced. The old piston
cups should be discarded when reconditioning the
wheel cylinders.
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Installing Wheel Cylinders
Removing Brake Supports
Removing Wheel Cylinders
Page
11
11
10
Cylinder walls that have light scratches, or show
signs of corrosion, can usually be cleaned with crocus
cloth, using a circular motion. However, cylinders
that have deep scratches or scoring may be honed,
using Tool C-3080, providing the diameter of the cyl.
inder bore is not increased more than .002 inch. A
cylinder that does not clean up at .002 inch should be
discarded and a new cylinder installed. Black stains
on the cylinder walls are caused by the piston cups
and will do no harm.
Should inspection reveal the necessity of installing
a new wheel cylinder front or rear, proceed as fol.
lows:
1 Disconnect brake hose from brake tube at
frame bracket front wheels or, disconnect brake
tube from the wheel cylinder rear wheels.
2 Disconnect the brake hose from wheel cylinder
front wheels only and remove wheel cylinder attach
ing bolts, then slide wheel cylinder out of support.
DISASSEMBLING THE WHEEL CYLINDERS
Front or Rear
If the wheel cylinders were not disassembled before
removal, refer to Fig. 1 then proceed as follows:
SERVICE-BRAKES
r
POSH
5-11
RAKf CYUNDER-FRONT
//
ton-
HOUSING
4.. / /
N
clip
/
PISTON
ROOT
7
PUSH ROD
StEED SCSEW
HOuSPNG/
ILEED SCREW
SRAIcE
A
aLl ND ER-REAP
NKSOo
Fig I-Wheel cylinders Front and Mea.
Remove boots and push rods.
2 Press in on one end of cylinder and force out
piston, cup, piston spring, cup and piston.
I
ASSEMBLING THE WHEEL CYLINDERS
Front or Rear
To assemble the wheel cylinder, refer to Fig. 1
then proceed as follows:
Before assembling the pistons and flew cups in
wheel cylinder, dip them in brake rntid. If the boots
are deteriorated, cracked or do not lit tightly on the
brake shoe push rod as well as the wheel cylinder
casting, new boots should be installed.
1 Wash wheel cylinder with alcohol and Mow dry
with air.
2 Install expansion spring in cylinder. Install the
wheel cylinder cups in each end of cylinder with the
open end of cups facing each other.
3 Install the wheel cylinder pistons in each end of
cylinder with recessed end of the pistons facing open
ends of cylinder.
4 Install boots over ends of cylinder. Keep the
assembly compressed with aid of a brake cylinder
clamp until brake shoes are assembled.
INSTALLING THE WHEEL CYLINDERS
Front or
Rear
1 Slide the wheel cylinder into position in sup
port. Install attaching bolts and tighten securely 17
to 20 foot-pounds.
2 Apply sealing putty around the wheel cylinder
to prevent any water or dirt from entering brake as
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sembly
a Connect brake tube to wheel cylinder and
tighten to 95 inch-pounds rear wheels or connect
brake hose to wheel cylinder front wheels, and
tighten to 25 foot-pounds, before connecting brake
hose to frame bracket Should hoc, be connected to
wheel cylinder last, the tightening of hose into wheel
cylinder will twist lies., which can result In suspen
siGn Or fir, Interference.
REMOVING THE BRAKE SUPPORT
Front
1 Disconnect the brake line from brake hose at
frame bracket.
2 With wheel and brake drum removed, remove
four support attaching nuts and washen.
3 Remove support and brake assembly from
spindle.
Root
1 With the wheel and brake drum removed, re
iiove support attaching nuts and washers.
2 Remove rear axle shaft and retainer.
3 Disconnect hydraulic brake line from wheel cyl
inder.
4 Disengage brake cable from parking brake
lever.
5 Using a suitable tool compress the three flared
legs of cable retainer and pull brake cable out of
support Fig. 2.
0 Remove the brake support from rear axle
housing.
5-12
BRAKES-PARKING
attaching bolts, nuts and washers. tighten attaching
nuts to 55 foot-pounds.
3 Connect the brake hose to wheel cylinder and
tighten to 25 foot-pounds, before connecting brake
hose to frame bracket. Should hos, be connected
to wheel cylinder last, tightening of hose into wheel
cylinder will twist the hess, which can result in sus
pension of tire interferenc, problems.
4 Install brake drum and wheel bearings Adjust
the bearings. Bleed and adjust the brakes.
Fig. 2-Removing 8rnke
Cable from Sop,on
INSTALLING THE BRAKE SUPPORT
Front
I Install the brake shoes on support,
2 Place the support on spindle support and install
Rear
1 Install brake shoes on the support.
2 Install support onto rear axle housing.
3 Insert rear axle shaft and retainer into housing
and install axle retainer nuts and washers. Tighten
retainer nuts to 35 foot-jxunds.
4 Attach brake line to wheel cylinder and tighten
to 95 inch-pounds.
5 Tnsert parking brake cable into support plate
and attach the cable to parking brake lever.
0 Install the brake drum and wheel. Bleed and
adjust the brakes.
PARKING BRAKES
INDEX
Adjusting the Parking Brake
General Fnformation
Installing the Front Parking Brake Cable
Installing the Rear Parking Brake Cable
GENERAL INFORMATION
Page
13
12
14
13
The rear wheel service brakes also act as parking
brakes. The brake shoes are mechanically operated by
a lever and strut connected to a flexible steel cable.
The wheel brake cables are joined together by a for
ward brake cable and equalizer extending to the park
ing brake pedal orrelease bandle Figs. land 2.
The parking brake pedal assembly used Fig. 3 on
Imperial models is pedal applied but is released by a
vacuum valve. When the engine is started and vacu
um is developed, energy is then available to release
the parking brake. This is controlled by the transmis
sion shift lever. When the transmission is in neutral
Remaving Front Parking Brake Cable
Removing Rear Parking Brake Cable
ServiceDiagnosis
-
Page
14
13
12
or ‘Park" position, the lever attached to the gearshuft
tube slide closes the valve which is mounted on the
steering column, passenger compartment. This stops
the vacuum to the vacuum release cannister and
allows the parking brake to be applied.
When the shift lever is moved forward or reverse
the valve is opened to actuate the vacuum release. In
the event of engine failure and no vacuum, the brake
may be released by a manual release lever mounted
on the left side of the parking brake pedal assembly.
This system prevents the vehicle from being driven
with the parking brake in the applied position FIg. 3.
SERVICE DIAGNOSIS
C odition
DRAGGING BRAKE
Possible C. us.
Conea’ on
a Improper cable or brake shoe adjust- a Properly adjust the service brakes
ment
then adjust the parting brake cable.
Broken broke shoe return spring.
bI Replace any broken return spring
Cc Broken brake shoe retainer spring.
C Replace the broken retainer spring.
Cd Grease or brake fluid soaked lining.
d Replace the grease seal or recondilion
the wheel cylinders and replace both
brake shoes.
b
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_____
_____
PARKING-BRAKES
Condition
Possible Cause
Correction
e Sticking or frozen brake cable.
BRAKE WILL NOT HOLD
5-13
f
Broken rear spring.
g Bent or rusted cable equalizer.
e Replace the cables.
f Replace the broken rear spring.
g Straighten, or replace and lubricate
the equalizer.
a Broken or rusted brake cable.
a Replace or clean and lubricate the
b Improperly adjusted brake or cable.
brake cable.
b Adjust brakes and cable as necessary.
d Ratchet or pedal mechanism worn.
d Replace pedal assembly.
c Soaked brake lining.
c Replace the brake lining.
SERVICE PROCEDURES
ADJUSTING THE PARKING BRAKES
The service brakes must be properly adjusted be
fore adjusting the parking brake.
1 Release the parking brake lever and loosen
cable adjusting nut to insure cable is slack, refer to
Figs. 1 or 2. Before loosening the cable adjusting
nut, clean threads with wire brush and lubricate with
grease.
FRONT CABLE
EQUALIZER
ADJUSTING NUT
REAR CABLE
ADJUSTING NUT
63 x 600 A
Fig. 2-Parking Brake Cable Routing Imperial
REMOVING THE REAR PARKING BRAKE CABLE
CABLE
CABLE
63 x 602 A
Fig. I-Parking Brake Cable Routing Chrysler
2 Tighten the cable adjusting nut until a slight
drag is felt while rotating wheel, loosen cable adjust
big nut until both rear wheels can be rotated freely,
then back off the cable adjusting nut two full turns.
3 Apply parking brake several times, then re
lease and test to see that rear wheels rotate freely
without dragging.
The independent rear brake cables are attached to
an equalizer Fig. 1. The front cable is adjusted at the
equalizer.
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Should it become necessary to remove the parking
brake cable rear for installation of a new cable, refer
to Fig. 2, under "Wheel Cylinders."
1 With vehicle jacked up or on a suitable hoist,
remove rear wheels.
2 Disconnect brake cable from the equalizer.
3 Remove retaining clip from brake cable
bracket.
4 Remove brake drum from the rear axle.
5 Remove brake shoe return springs.
6 Remove brake shoe retaining springs.
7 Remove brake shoe strut and spring from brake
support plate and disconnect brake cable from the
operating arm.
8 Compress retainers on the end of brake cable
housing and remove cable from brake support plate.
Refer to Fig. 2, under "Wheel Cylinders."
INSTALLING THE REAR PARKING BRAKE
CABLE
When installing a new brake cable, lubricate the
cable with short fibre grease at the contact points.
1 Insert brake cable and housing into brake sup
port plate making certain that housing retainers lock
5-14
BRAKES-PARKING
Fig. 3-Parking Brake Pedal Imperial
the housing firmly into place.
2 Holding brake shoes in place on support plate,
engage brake cable into brake shoe operating lever.
3 Install the brake shoe retaining springs, and
brake shoe return springs.
4 Install brake drum and the wheel.
5 Insert brake cable and the housing into the
cable bracket and install retaining clip.
6 Insert brake cable into the equalizer. Note dif
ferent size slot for corresponding cable end fitting.
INSTALLING THE FRONT PARKING
BRAKE CABLE
1 Insert the parking brake cable down through
floor pan.
2 Install cable housing into underbody mounting
bracket.
3 Insert the end fitting of cable into parking
REMOVING THE FRONT PARKING
BRAKE CABLE
1 Disengage front cable from the equalizer and
using a screwdriver force cable housing and retain
ing clip out of frame crossmember.
2 Disengage cable housing from underbody
mounting bracket Figs. 3 and 4.
3 Raise floor mat or carpet and remove rubber
grommet holding the cable housing into floor pan.
4 Depress the parking brake pedal, pulling cable
through housing so that when pedal is released, cable
may be disengaged from clevis.
5 Using a screwdriver pry housing out of mount
ing bracket and retaining clip.
6 Pull the parking brake cable and housing up
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out of
floor pan.
BOLT
13
ROD
BUSHING.
‘NUT AND
WASHER
SWITCH
CHRYSLER
Fig. 4-Parking Brake Pedal Chrysler
NK54?B
POWER MIDLAND ROSS-BRAKES
brake clevis and force housing and retaining clip into
pedal bracket assembly Figs. 3 and 4.
4 Insert cable through crossmember and force
housing and retaining clip into crossmember.
5 Attach the cable to equalizer and adjust parking
brake cable.
6 Apply the brakes several times and test for free
wheel rotation.
7 Test the operation of the vacuum release valve
Imperial only.
5-15
DISTRIBUTOR
PARKING BRAKE VACUUM VALVE IMPERIAL
To remove the parking brake vacuum valve for
service or to install a new unit, proceed as follows:
1 Place the transmission shift selector lever in
"Drive" engine off.
2 Remove vacuum hoses from unit Fig. 5.
3 Remove screws that attach vacuum unit to
steering column jacket, then remove vacuum valve.
To instill vacuum valve unit, refer to Fig. 5, then
proceed as follows:
1 Move actuating arm on valve against spring to
extreme position, or until locating holes line up. In
stall a number 42 drill in hole to properly position
valve for installation Fig. 5.
2 Move transmission shift selector lever into
"Park"
position.
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NN705
Fig. 5-Parking Brake Vacuum Valve Imperial
3 Place valve in position on steering column
jacket and install attaching screws. Do not tighten.
Rotate valve clockwise viewed from drivers position
until actuating arm contacts tab inside steering
column jacket. Tighten screws securely.
4 Remove drill from locating hole.
5 Install vacuum hoses. Be sure hose from engine
manifold is attached to center fitting on valve Fig. 5.
6 Start engine and check to see that parking
brake can be set in neutral and park position, and will
release in reverse and drive positions.
MIDLAND ROSS POWER BRAKE
INDEX
Assembling the Power Brake
Cleaning and Inspection
Disassembling the POwer Brake
General Information
Page
19
18
16
15
Page
20
16
15
Installing the Power Brake
Removing the Power Brake
Service Diagnosis
GENERAL INFORMATION
The Midland Ross power brake Fig. 1 is located
on the engine side of the dash panel. The forward
cover of the vacuum cylinder supports the master cyl-
inder. The power brake derives its power from the
intake manifold vacuum and atmospheric pressure. It
does not require a vacuum reservoir.
SERVICE DIAGNOSIS
Condition
DRAGGING BRAKES
ALL WHEELS
Possible Cause
a
b
c
d
e
f
Brake shoes improperly adjusted.
Brake pedal linkage binding.
Excessive hydraulic seal friction.
Compensator port plugged.
Sticking valve plunger.
Correction
a
b
Cc
d
e
Adjust the brakes.
Free up the linkage.
Lubricate the seal.
Clean out the master cylinder.
Free up and lubricate the
plunger.
valve
Improper booster push rod length f Adjust the push rod.
adjustment.
g Fluid cannot return to master cylinder. g Inspect the pedal return and push rod
adjustment.
h Parking brake not returning.
h Free up as required.
i Improperly staked valve sleeve.
i Replace valve assembly.
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5-16
BRAKES-POWER MIDLAND ROSS
condition
GRABBING BRAKES
PoibIe Cause
a Grease or brake fluid on linings.
Correction
a Inspect for a leak and replace the
lining as required.
b Free up the valve,
b Sticking actuating valve.
PEDAL GOES TO FLOOR
OR ALMOST TO FLOOR
HARD PEDAL POWER
LI N IT TROIJ B LE
Selt-adjusters not operating.
Air in hydraulic system.
Hydraulic leak.
Fruid low in master cylinder.
Shoe hanging up on rough platform.
if Broken plunger stem.
a Inspect the self-adjuster operations.
a
b
Cc
Cd
Ce
b Bteed the brakes.
the leak.
Id Add brake fluid.
Ce Smooth and lubricate the platforms.
Ct Replace valve plunger assembly.
C Locate and correct
a Faulty vacuum check v,lve,
b Collapsed or leaking vacuum hose.
Cc Plugged vacuum fittings,
Cd Leaking vacuum chamber.
Ce Diaphragm assembly out of place in
housing.
I Vacuum leak in forward vacuum
housing.
al Replace the check valve.
bi Replace the hose.
C Clean out the fittings.
Id
Locate and correct the leak.
Ce Po&tion the diaphragm.
If
Locate and correct the leak.
SERVICE PROCEDURES
REMOVING THE POWER BRAKE
Should it become necessary to remove the power
brake for repair or overhaul, refer to g. 1 and
proceed as follows:
I With engine turned off, apply brakes several
times to balance internal pressure of the brake.
2 Disconnect the hydraulic brake line from
master cylinder.
3 Disconnect vacuum hose from power brake.
4 From under instrument panel, remove nut and
attaching bolt from power brake push rod and brake
pedal linkage.
5 Remove four power brake attaching nuts and
washers.
6 Remove power brake and master cylinder from
vehicle and place on a service bench for further dis
assembly.
flg. 2-Power Stoke Assembly
DISASSEMBLING THE POWER BRAKE
Fig. I-Pow., a,k. and Made. Cylinder
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TO disassemble the power brake unit for repair or
overhaul refer to Fig. 2 then proceed as follows:
1 Remove four nuts that attach master cylinder to
power brake unit Remove master cylinder.
2 Remove air filter cover assembly from power
brake unit separate the cover and retainer, then re
move air filter Fig. a.
3 Remove check valve and rubber grommet from
power brake unit.
4 Remove rubber boot from operating rod
5 SiTihe a line across front cover, clamp band and
rear cover Thg. 4
6 Push the bellows lip into vacuum chamber to
separate bellows, control valve and diaphragm assem
bly from front and rear covers Fig. 5.
PDWER MIDLAND ROSS-BRAKES
5-11
FILTER COVER
Fig. 3-Filter,
R.ain.r and Cover Assembly
FIg. Seporoting the Sallow, from the Front Cover
jog rod firmly and forcing plunger off rod; shearing
plastic retaining ring. If the plm’ger is to be used
again, remove all broken pieces of plastic retaining
ring from groove in the plunger.
14 Using Tool C-S984, turn control hub cloclcwisa
while holding power piston Fig. 11. Separate the tail
stock and the 0’ ring from diaphragm.
15 Using snap ring pllers, remove retainer that
holds plunger to control hub Fig. 12. Separate con
trol hub and plunger assembly Fig. 13. It may be
Fig. 4-Scribe Marks on Front Cover, Clomp Sand
and Rear Cover
7 Remove clamp band screw and nut and remove
clamp band. Separate front and rear covers.
8 Remove rear seal from rear cover Fig. 6.
9 Remove bellows clamp and the support rings
from bellows Fig. 7.
10 Remove the bellows from control hub Fig. 8.
It Remove push rod and reaction lever assem
blies Fig. 0 from control hub.
12 Remove two plastic push rod guides, cone re
tainer and reaction cone from push rod Fig. 10.
13
Remove operating rod from plunger, by holdMyMopar.com
Fig. 6-_Removing the Seal from the
R, Cover
5-ID
BRAKES-POWER MIDLAND ROSS.
POWER PFSYON.
._DIAPHRAGM
BELLOWS
C LAMP
BELLOWS
POWER PI5TON AND
DIAPHRAGM ASSEMBLY
SUPPORT RINGS
NNI I
Fig. 9.-Push
REAaI0N CONE.,
Fig. 7-Removing the D.lIows Clamp
fleceflary to file any burrs ‘list protrude fraai the
end of plunger before It i. removed from control hub.
A score in this area car. cans, a leek.
1 Using a screwdriver, compress spring toward
rubber valve, then remove spring retainer Fig. 14.
17 Disassemble plunger by removing spring,
washer, rubber valve, ‘O" ring, spring seat and fibre
washer Fig. 15.
Rod., Reaction Lever and Control Hub
PLAS11C GUlOES
PUSH ROD
RnAJNER
NW"
Fig. JO-Push Rod Assembly
CLEANING AND INSPECTION
Thoroughly wash all the metal parts in a suitable
solvent and dry tth compressed air. The power pis
ton diaphragm, control hub end all plastic parts
should be washed in a mild soap solution and water.
Control Nub from the
Pow., Piston Assembly
Fig. I T-R.movlng the
Fig. 8-Removing or Indolling the 5.i1ows
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Using air pressure, blow out all internal passages. All
rubber parts should be replaced regardless of condi
lion. Install new air filter at reassembly.
Inspect all parts for scoring, pitting, dents or nkks.
Small imperfections can be smoothed out, using cr0ens cloth. Replace all parts that are badly scored,
nicked or damaged.
At reassembly, coat all rubber parts including the
diaphragm with silicone grease.
POWER MIDLAND ROSS-BRAKES
5-19
N
SPRING PETAl
SNAP
Fig
NO PLlBS
NNIo
12-Removing or Installing the plunge. Retainer
ROIJNO HOtS
Fig. IS-Control Housingand Plunger Assembly
ASSEMBLING THE POWER BRAKE
To reassemble the power brake after cleaning and
inspection, proceed as follows;
1 Install rubber valve, spring seat, spring; "0"
ring and fibre washer on plunger Fig. 15.
2 Using a screwdriver, compress spring towards
rubber valve then install the spring retainer on
plunger, with the f]ange toward spring Fig. 14.
3 Install the control valve plunger into control
hub Fig. 13 so that round holes in Tubber valve in
dex with raised projections on hub and flat side on
spring seat mates with flat projection on hub.
4 Compress the valve spring and install retainer
in plunger groove, using snap ring pllers Fig. 12.
thus securing control valve plunger in control hub.
5 Install tail stock over the plunger, with flat on
tail stock mating with flat surface on hub.
0 Install the "0" ring over tall stock and into "V’
groove formed by tail stock and hub Fig. 11 insert.
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Fig. 74-Removing or
Installing the Spring R.toia.r
7 Lower power piston assembly over tall stock
and control hub and seat. Using Tool C-3904, turn
control hub counterclockwise to lock in place Fig.
16.
8 Install lever assembly in the control hub with
rubber segments toward control hub.
9 Slide the reaction cone Over push rod Fig. 10,
then install retainer. Install two plastic guides on
push rod. Install push rod assembly in valve hub so
that push rod indexes in valve plunger Fig. .
10 Slide two bellows support rings over bellows
and down into position in Iwo largcr folds Fig. 17.
11 Slide bellows Over control hub unrn the lip of
the bellows slides into recess of the hub Fig. a.
Secure bellows on hub by using a new clamp on the
diaphragm end of bellows Fig. 17.
12 Slide the rear seal into rear cover Fig. 6 and
position diaphragm, control valve components, and
bellows as an assembly into rear cover Fig. 17.
18 Install rubber groriet in front cover with
larger diameter side on outside of unit. Install check
valve assembly through grommet.
14 Assemble the front cover to rear cover. Make
sure the lip of diaphragm is evenly positioned on re
taining radius of front and rear covers. Now, pull
front lip of bellows through front cover and position
evenly around diameter of hole Fig. 5.
15 Install clamp band over lips of front cover and
rear cover. Align scribe lines, compress the assembly
together, and secure with clamp band bolt Fig. 4.
Tap clamp band with a fibre hammer around its dr
cumference as bolt is being tightened. Tighten to 10
inchpounds Mm..
10 Install the rubber boot to operating rod end
assemble plastic retainer to end of the rod. Insert rod
into plunger so that retainer engages groove in
plunger. Install lip of boot in groove of rear seal.
5-20
BRAKES-POWER MIDLAND ROSS
RUBBER
RING
SPRING SEAT
SPRING
FlARE WA$ER
PLUNGER
/
RUESEI VALVE
SPRING
ETAINEP
NNI9
Fi9
I5-Jqw,ger Asnmhly frploded View
CONTROL
P EtLOWS
SUPPORI RINGS
NEW
POW& PuTON AS5[MPLY
Fig.
Ia-installing the Control Nub ,c the
Power Piston
17 Position air filter in plastic filter cover then
snap cover and filter on metal hub with filter between
Fig. 3.
18 Assembly cover, filter, and retainer assembly
to unit with metal retainer against cover.
19 Install master cylinder on power brake. Tight
en mounting nuts to 100 inch-pounds.
INSTALLING THE POWER BRAKE
1 install power brake
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assembly on dash and
ClAMP
/
BELlOWS
NN2I
Fig. 77-Bellows Installed on the Power Piston
tighten attaching nuts 200 inehpounds.
2 Connect brake limo and vacuum hose.
3 Install push rod to brake pedal attaching bolt
and nut and tighten to 30 foot-pounds.
4 Refill master cylinder and bleed the brakes.
POWER KELSEY.HAYES-BRAKES
5-21
KELSEY-HAYES POWER BRAKE
INDEX
Assembling the Power Brake
Cleaning and Inspection
DIsassembling the Power Brake
Gener& Information
.
Page
25
24
22
21
GENERAL INFORMATION
TILe power brake, FIg. 1, is a combined vacuum
and hydraulic unit which utilized engine intake mani
fold vacuum and atmospheric pressure to provide
power assisted application of the vehicle brakes. The
power unit provides lighter pedal pressure.
This lighter pressure is obtained in combination
with a reduced pedal travel, which makes it possible
to bring the pedal down to the approximate height of
the accelerator pedal when at closed throttle condi
tion. Thus the driver, after closing the throttle can
shift his toe from one pedal to the other without lift
ing his heel from the floor.
MOUNIINQ STUDS 141
PUSS
CHECk
/
VALVE
COVER
y
MASTtR CYLINOIR
lOUSlNG ASSEMBLY
‘COVEk
ASSEMSLY
HOUSING
NKI9S
Fig
I-Power Brak, and Master Cylinder
The power brake, which is a self contained unit,
eliminates all external rods and levers, and mounts
on the engine side of the dash panel.
The power brake is externally connected to the
brake system at three points. The unit is connected by
a pedal push rod to the brake pedal, by a vacuum line
to the intake manifold through a vacuum check
valve and a hydraulic tube from the master cylinder
to the wheel units.
Power Broke Checks
I Vacuum leak in the released position.
With the transmission in neutral or park position,
stop the engine aM wait 1 minute, Apply the brake
several times. Each applicatioii should provide less
and less pedal travel, following normal depletion of
reserve vacuum.
MyMopar.com
15
The number of applications on reserve vacuum as
sist will depend on how hard the pedal is pressed and
how far the pedal moves. If vacuum assist is not pres
ent, an air leak is indicated.
2 Unit opention.
Alter depleting the reserve vacuum, place light foot
pressure on the pedal and start the engine, If the
power system is functioning properly, the pedal will
fall away slightly.
3 Vacuum leak in the Holding Position.
With the transmission in neutral or park position.
stop the engiue withe holding a moderately hea
load steadily on the brake pedal. After I minute, re
lease and apply the pedal several tisnes. Ii there is no
vacuum assist during this test, but the system was
normal during test number 1 above, there is an air
leak wilbin the unit. Some units on this test will leak
air
OUST SOOV
Page
26
Installing the Power Brake
Removing tile Power Brake
Service Diagnosis
internally
if
the
pedal
load
is
llght.
This
is a nor-
mal condition.
4 HydraulIc Leak.
Depress the brake pedal with light effort while the
engine is running, maintaining constant pressure. If
the pedal falls noticeably in one minute, the hydraulic
system is leahing.
If the pedal has a spongy feel when applying the
brakes, air may be present in the hydraulic system.
Road test the brakes by snaking a brake application
at about 40 ntp.K to determine if the vehicle stops
evenly and quickly.
If the system checks are satisfactory and the brake
pedal travels to within 1 inch of the floor pan, the
brake shoes will require an adjustment or replacemeut.
Actuation System Checks
II Check for free operation and return of the
brake pedal. If binding exists, check all pivot points
for binding and lubricate or free up as required.
2 Check the stoplight switch for proper setting
and operation.
3 Check the fluid level In the master cylinder
reservoir.
4 Check the vacuum line and connections at the
intake manifold and the vacuum check valve for pos
sible vacuum leaks.
5 Cheek the engine for good stall free idle and
make necessary carburetor adjustments.
5-22
BRAKES-POWER KELSEY-HAYES
SERVICE PROCEDURES
REMOVING THE POWER BRAKE
should it become necessary to remove the power
CYLINDER
brake for repair or overhaul, refer to Fig. 1 and
proceed as follows:
1 With engine turned off, apply brakes several
times to balance internal pressure of brake.
2 Disconnect hydraulic brake line from master
cy’inder.
3 Disconnect vacuum hose from power brake
check valve.
4 Remove nut and bolt that attach power brake
push rod from pedal linkage. Under instrument
paneL
5 Remove nuts and washers that attach power
brake unit to dash panel.
0 Remove power brake and master cylinder from
vehicle and place on a service bench for further dis
assembly. Remove plastic mounting gasket.
,AIR CLEANER PLATE
MASTER
PUSH ROD
___ATNO
ii
DISASSEMBLING THE POWER BRAKE
To disassemble power brake, refer to Figs. 2 and
12, then proceed as follows:
1 Remove master cylinder from power brake
Pig. 3.
2 Remove master cylinder push rod and air
cLeaner plate Fig. 4.
NUTS
NK497
Fig. 3.Remoyjng or muslin9 tile MasSe, Cylinder
a
unit
hold
4
both
Install engine lifting fixture C-381J4 on two of
mounting studs. Install flat washers and nuts to
in position.
Install fixture in a vise then Inscribe a line en
housing and cover. Cro be used at reassemmy.
RUBBER GROMMET
CHECK VALVE ASSEMSLY
ak&SIEQ CYLINDER
PLATE
SU¼r
GUIDE SEAL
77
GUIDE SEAL’J
RETAINER
RING
PLASTIC AIR FILflR
jFELT SEAL
PISTON AND
ASSEMSLY
I-1
-
RING
PUSH
‘PlASTIC AIR PILTEP
AIR CLEANER
DUST BOOT
AIR CLEANER TF
POWER PISTON
SQUARE SEAL RING
RETURN SPRING
GUIDE
REACTION RING
INSERT
REACTION RIb,
COVER
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ASSY.
‘S. 2-Pow., Brake Sectional View;
N K476
POWER KELSEY-HAYES-BRAKES
SThR
CYLINDER
PUSH ROD
-
A CR CLEANER P1_ATE
AIR CLEANER
7 Place Tool C-S281 over master cylinder mounting studs Fig. 6.
8 Rotate tool slowly when removing cover as it is
under spring pressure. Separate housing and cover to
expose power piston return spring and diaphragm
Fig. 7.
9 Remove cover and lift out power piston return
spring.
,-COVER ASSEMBLY
NK4B
Fig. 4-Removing or Installing the Master
Cylinder Push Rod
Fig. 5-Removing the Hoosinp Lock
GUIDE SEAL RE1AI
MAStER
Fig. 7.-Plato,, .urn
CYLINDER STUDS
COVES
RETURN SPRING
ASStMBLY
Spring, Diaphragm erRS Piston
10 Remove power piston assembly by slowly lift
ing straight up Fig. 0, then lay aside on a smooth
clean surface. Remove brake unit from engine lifting
fixture C-3804.
11 Remove air cleaner, guide seal and guide seal
retainer from cover Fig. 9.
U2 Remove block seal located in center hole of
SEcIAL TOOL
SCRIRE IINF
SPECIAL TOOL -
Fig 6-Removing or Installing the Cover
5 Pry out housing lock, using a screwdriver Fig
5. The lock location is on one of two long tangs on
housing. Don ot bend the lock at removal, as it must
be ninstallad at nuembly.
6 Remove check valve from cover, by prying out
of rubber
grommet
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Fig. S-RemovIng or Installing the Power Platen
5-24
BRAKES-POWER KELSEY.HAYES
housing, using a blaut drift. Care should be used so
plastic power piston Fig. 10. Remove guide and
as not to scratch bar. of housing, which could cause.
vacuum leak.
place to one side.
3 Remove power piston square seal ring, reaction
ring insert, reaction ring and maclion plate. If r.ac
*ion plate sticks in power piston, it may be removed
by pushing on operating rod. Do not push too far, as
damage to floalins valve can result.
4 Depress operating rod slightly, then remove
truarc snap ring, using Snap ring pliers Fig. ill.
5 Remove control piston by pulling operating rod
straight out of power piston.
6 Remove ‘0" ring seal from end of control
piston.
7 Remove filter elements and dust felt from con
trol piston rod.
Fig.
9-Removing
Installing th. Al, Cleaner, Seal
and Retainer
or
Disassembling the Power Piston
Extreme care should be used when handling the
power piston diaphragm and metal pert.. The di.
phrsgm should be kspt clean. Grease, oil and foreign
matter can cause a detarier.tion of diaphragm. Pro
tect diaphragm Iron. nicks, or cuts that might be
caused by rough surfaces, damaged tools or by drop.
ping piston.
1’ Remove power piston diaphragm from power
piston and lay it aside on a clean shop towel.
2 Remove screws that attach plastic guide to
Fig. I i-Control Piston Snap Ring
CLEANING AND INSPECTION
_GUilE
.pISroN
NI5O
Fig. TO-Pow., Piston
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Guide Altachin
Screw.
-
Thoroughly wash all metal parts In a smtable sol
vent and blow dry with compressed air. The power
diaphragm, plastic power piston and guide, sbouM be
washed in a mild soap solution and water. Blow dust
and cleaning fluid out of all internal passages. All
rubber parts should be replaced, regardless of condi
tion. Install new air filters at reassembly. Inspect all
parts for scoring, pitting, dents or nicks, Small imper
fections can be smoothed out, using crocus cloth. Re
place all parts that are badly scored, nicked or dam
aged. When reassembling, be sure that all rubber
parts are well lubricated with silicone grease, except
the diaphragm and the reaction ring.
POWER KELSEY-HAYES--BRAKES
MASTER CYLINDER
GuIDE
5-25
CHECK VALt
SEAL RETAINER
RUSBER GROMIAET
0-
COVEk
NUT 4
AIX CLEANER PLArE
POWU PISTON SQUARS
ROD
AIR CtEANER
7
REACTION INSERT
BUMPt
GUIDE SEAL
SEAL RPNG
O’
RING
SCREW
PISTON
ASSEMBV
GUIDE
REACTION RING INSERT
FELT SEAL
REACTiON RING
/,
REACTION PLATE
I
FOWIR PISTON
DUST
DIAPkAGM
BOOT
PLASTIC AI cILrE
HOUSING ASS?
HOUSING LOCK
Flu. P2-Power grakeAssembb’
ASSEMBLING THE POWER BRAKE
To assemble the power brake, refer to Fig. 12,
then proceed as follows;
1 Install control piston 0" ring on control piston
and lubricate wtth silicone grease.
2 Lubricate control piston assembly with silicone
grease and insert into power piston. Install trtrarc
snap ring in its groove, using snap ring pliers. Refer
to Flg 11, Wipe all lubricant off eud of control
pistoa
3 SlIde air filter elements and felt seal over push
rod and down past retaining shoulder ou the rod. In
stall power piston square seal ring in its groove.
4 Install reaction plate in power piston, aligning
three holes with those in power piston, refer to Fig.
10.
5 Place rubber reaction ring in reaction plate. Do
not lubricate this ring.
6 Lubricate outer diameter of reaction insert with
silicone grease and install in reaction ring.
7 Install reaction insert bumper into guide. Sew
eral small spoti of silicone grease will hold bumper in
posItion while guid. is being installed into power
piston.
0 Place guide on power piston, aligning holes with
aligning
ponts on power piston- Refer to Fig. 10.
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Install retaining screws and tighten from 00 to 101
inch-pounds. Remove any resulting chips.
9 install diaphragm on power piston, making sure
that diaphragm is seated in power piston.
ASSEMBLING THE POWER BRAKE
COMPONENTS
1 With housing blocked to prevent bending,
drive
block seal into housing using Tool C-3205 Fig. 13.
2 Install a new cover seal on retainer and lubri
cate thoroughly inside and out with silicone grease.
then install in cover bore. Refer to Fig.
Install a
new air filter.
3 Install check valve in a well lubricated grommet
In the cover. Refer to Fig, 5,
4 Reinstall engine lifting bracket Tool C-3804 and
clamp in a Vise.
5 Apply silicone grease to both sides of head
outer edge of power piston diaphragm.
6 Insert power piston assembly into housing with
operating rod down. Refer to Fig. a.
7 Install power piston return spring in flange of
guide.
8 Place cover over return spring and press down
on the cover and at the same time lead guide through
seaL Be sure scribe lines markS on housing and
.
5-26
BRAKES-POWER BENDIX
cover are alIgned when parts are locked together.
Rotate cover to lock it to housing. Refer to Fig.
6. B. sur, diaphragm is not pinched during assembly
of unit
10 Install housing lock on one of the long tangs of
housing Refer to Fig. 5. The lock will not be satifr
factory if installed Incorrectly. it installed on on. of
short tans., unit emild becorn. unlocked with use.
11 Remove unit from vise and remove Tool C3804 lifting fixture.
12 Install master cylinder push rod and air dean
er plate, then install master cylinder on studs. Install
attaching nuts and washers. Tighten to 200 inchpounds.
HOUSING
ASSEMSLY
INSTALLING THE POWER BRAKE ON
THE VEHICLE
I Reinstall dash pan& topower brake seal.
2 Position power brake unit on the dash paneI
then Install attaching nuts and washers and tighten to
200 inch-pounds,
3 Install bolt that connects power brake push rod
with brake pedal linkage. Install nut and tighten to 30
foot-pounds.
4 Connect vacuum hose to unit and connect hy
draulic brake tube. Tighten securely.
51 Refill master cylinder reservoir and bleed
brakes.
6 Readjust stoplight switch if necessary.
7 Test power brake unit. refer to General infor
mation.
Fig. 13-instolflng the Slack Seal I,. the Housing
POWER BRAKE-BENDIX
GENERAL INFORMATION
The tandem diaphragm type power brake used on
Imperial Models Fig. I is a self contained vacuum
hydraulic power braking unit. It is of the vacuum
suspended type which utilizes engine intake manifold
vacuum and atmospheric pressure for its power. This
type of units does uot require a vacuum reservoir,
The Bendix Power l3rake Unit can be identified by
the crimped edge method of attaching the housing
and cover together.
The basic elements of the vacuum unit are as fol
lows,
a The vacuum power chamber consists of a front
and rear shell, a center plate, front and rear dia
phragm, hydraulic push-rod and a vacuum diaphragm
return spr ng FIg. 1.
fr A mechanically acinated control valve integral
with the vacuum power diaphragms, controls the de
gree of power brake application or release in accord
ance with the foot pressure applied to the valve
operating rod through the brake pedal linkage.
The control valve is of a sin&e poppet type valve
with the atmospheric port and a vacuum port. The
vacuum port seat is a part of the valve body attached
to the diaphragm assembly The atmospheric port is a
part of the valve plunger which moves within the
valve housing and vacuum power diaphragm as
sembly
c A hydraulic master cylinder which contains all
of the elements of the standard brake master cylinder
except for the special hydraulic push rod which is a
part of the power brake.
CAUTION: Do net attempt
to
adjust th, hydraulic
push rod.
SERVICE PROCEDURES
REMOVING THE POWER BRAKE
I Disconnect brake line from master cylinder.
2 Disconnect vacumn line from check valve.
3 MyMopar.com
From under instrument panel, remove push rod
nut and bolt from power brake and brake pedal.
4 From under instrument panel remove four
brake unit attaching nuts and washers.
5 Withdraw brake unit and master cylinder as
sembly from brake support bracket.
BUDD DISC-BRAKES
CHECK VALVE
5-27
DIAPHRAGM
HOUSING
SEAL
RETURN SPRING
CENTER PLATE
62x423
Fig. 1-Power Brake Assembly Bendix
INSTALLING THE POWER BRAKE
1 Install master cylinder on power brake.
2 Insert brake push rod through brake support
and install four attaching washers and nuts.
3 Install push rod attaching bolt and nut through
push rod and brake pedal.
4 Attach vacuum hose to check valve.
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5 Attach brake line to master cylinder.
6 Fill master cylinder and bleed brakes.
7 Inspect adjustment of stop light switch.
6 Remove four master cylinder attaching nuts
and washers and remove master cylinder from power
brake.
CAUTION: Do not attempt to disassemble brake
booster as this unit will be serviced by Manufacturer’s
Service Station.
362
Assembling the Caliper
Assembling the Master Cylinder
Brake Shoe Installation
BUDD DISC BRAKES
INDEX
Page
Brake Shoe Removal
31
Disassembling the Caliper
Disassembling the Master Cylinder
Genera! Information
35
32
35
29
Cleaning and Inspection Caliper
Cleaning and Inspection Master Cylinder
MyMopar.com
33
Installing the Braking Disc and Hub
Installing the Caliper
Installing the Master Cylinder
Removing the Braking Disc and Hub
Removing the Caliper
Removing the Master Cylinder
Service Diagnosis
Tightening Reference
Page
35
34
36
34
32
35
28
38
5-28
BRAKES-BUDD DISC
DISC BRAKE SERVICE DIAGNOSIS
Condition
Possible Cause
a Excessive disc runout.
EXCESSIVE PEDAL
TRAVEL
Correction
a Check disc for runout with dial indi
cator. Install new disc.
in b Check system for leaks.
b Air, leak, or insufficient fluid
system or caliper.
c Improper brake fluid boil.
d Rear brake adjustment required.
e Warped or excessively tapered shoe
and lining assembly.
f Loose wheel bearing adjustment
g Damaged caliper piston sea!.
h Power brake malfunction.
BRAKE ROUGHNESS OR
CHATTER PEDAL
PUMPING
EXCESSIVE PEDAL
EFFORT
f
Readjust wheel bearings to specifica
tions.
g Install new piston seal.
h Check and correct power unit.
a Excessive lateral runout of braking a Check disc for lateral runout with dial
disc.
indicator. Install new disc.
b Excessive thickness variation of brak b Check disc for runout with dial indica
ing disc.
tor.
c Excessive front bearing clearance.
c Readjust wheel bearings to specifica
tions.
d Rear brake drums out-of-round.
d Check for out-of-round and regrind
rear drums.
a Power brake malfunction.
b Brake fluid, oil or grease on linings.
c Incorrect lining.
d Frozen or seized pistons.
PULL
c Drain and install correct fluid.
d Check and adjust rear brakes.
e Install new shoe and linings.
a Check and correct power unit.
b Install new shoe linings as required.
c Remove lining and install correct
lining.
d Disassemble caliper and free up pis
tons.
a Brake fluid, oil or grease on linings.
a Install new shoe and linings.
b Caliper not in the proper alignment b Remove caliper and reinstall. Check
to the braking disc.
alignment
c Frozen or seized pistons.
c Disasssemble caliper and free up p15tons.
d Incorrect tire pressure.
d Inflate tires to recommended pres
sures.
e Out-of-round rear drums.
e Regrind rear drums and check.
f Distorted brake shoes.
f Install new brake shoes.
g Front end. out of alignment
g Check and align front end.
h Broken rear spring.
h Install new rear spring.
i Rear brake pistons sticking.
i Free up rear brake pistons.
j Rear brakes out of adjustment.
j Adjust rear brakes.
k Restricted hose or line.
k Check hoses and lines and correct
as necessary.
I Unmatched linings.
I Install correct lining.
NOISE
Groan-Brake noise emanating when slowly releasing brakes creep-groan.
a Not detrimental to function of disc brakes-no corrective action required.
Indicate to operator this noise may be eliminated by slightly increasing
or decreasing brake pedal efforts.
Rattle-Brake noise or rattle emanating at low speeds on rough roads front wheels only.
a Excessive clearance between the shoe a Install new shoe and lining assem
blies.
and the caliper.
b Shoe anti-rattle spring missing or not b Install new anti-rattle spring or po
sition properly.
properly positioned.
Scraping-a Mounting bolts too long.
b Loose wheel bearings.
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a Install mounting bolts of correct
length.
b Readjust wheel bearings to correct
specifications.
BUDD DISC-BRAKES
5-29
FRONT BRAKES HEAT UP
DURING DRIVING AND
FAIL TO RELEASE
Possible Cause
a Power brake malfunction.
b Sticking pedal linkage.
c Operator riding brake pedal.
LEAKY WHEEL CYLINDER
a Damaged or worn caliper piston seal.
GRABBING OR UNEVEN
BRAKING ACTION
a Power brake malfunction.
b Causes listed under "Pull."
BRAKE PEDAL CAN BE
DEPRESSED WITHOUT
BRAKING EFFECT
a Pistons pushed back in cylinder bores a Reposition the brake shoe and lining
during servicing of caliper shoe and
assemblies. Depress pedal a second
lining not properly positioned.
time and if condition persists, check
the following causes:
b Leak in system or caliper.
b Check for leak and repair as required.
c Damaged piston seal in one or more c Disassemble caliper and replace pis
of the cylinders.
ton seals as required.
d Air in hydraulic system or improper d Bleed the system.
bleeding procedure.
e Bleeder screw open.
e Close bleeder screw and bleed the
entire system.
f Leak past primary cup in master cyl f Recondition the master cylinder.
inder.
g Leak in rear brake cylinder.
g Hone cylinder bore. Install new pis
ton cylinder cups.
h Rear brakes out of adjustment.
h Adjust rear brakes.
Condition
Correction
a Check and correct power unit.
b Free up sticking pedal linkage.
c Instruct owner how to drive with disc
brakes.
d Frozen or seized piston.
d Disassemble caliper and free up pis
ton.
e Residual pressure valve in master e Remove valve. See Fig. 17
cylinder.
a Disassemble caliper and install new
seal.
b Scores or corrosion on surface of cyl b Disassemble caliper and hone cylin
inder bore.
der bore. Install new seal.
a Check and correct power unit.
b Corrections listed under £Pull.
GENERAL INFORMATION
Operation
The front wheel disc brake shown in Fig. 1 con
sists of a fixed caliper inner and outer housing, two
friction pads brake lining bonded to steel shoes, four
pistons, piston return springs, piston seals, dust boots
and retainers. The brake disc is made from high
grade east iron and has a series of air vent louvres to
provide cooling for the brake assembly. The splash
shield has a series of stamped vents so designed as to
supply additional air for cooling.
The brake disc is mounted on the front wheel hub
by five bolts and is straddled by the caliper which is
attached to the steering knuckle and steering knuckle
arm by two bolts. The caliper assembly is composed of
two housings. In each housing, there are two cylinder
bores each containing a piston, piston seal, piston re
turn spring; protected by a dust boot and retainer.
Attached to the outer end of the piston is a heat
resistant pad which contacts the shoe and acts as a
heat insulator. Inserted between the pistons and the
disc is the segmented lining and shoe assembly which
are held in position by the brake shoe anti-rattle
spring Fig. 2.
As the brake pedal is depressed, the hydraulic
pressure exerted in the system loads the pistons,
clamping the disc between the brake shoe pads with
equal and opposite force. When the brake pedal is
released, the hydraulic pressure is reduced and the
pistons relax. The compressed piston return spring
positions the brake shoes lightly against the disc,
ready for the next application.
The disc brake, having small friction segments
operates on a small area of the braking disc surface,
leaving a large proportion of the disc exposed to the
atmosphere which allows a maximum dissipation of
heat. The disc brake provides consistent performance
even on frequent stops from high speed Fig. 3.
The disc brake automatically compensates for nor
mal wear, since the brake shoe lining brushes lightly
against the disc when the brakes are not in use. Thus
no adjustments are required. However, periodical in
spection should be made to insure that the lining does
not wear too thin. The shoes and lining should be
replaced when the groove is no longer visible on the
lining pad .030 inch. The rate and type of wear will
vary considerably with driving conditions.
MyMopar.com
5-30
BRAKES-BUDD DISC
SPLASH
INNER CALIPER HOUSING
SHIELD
OUTER CALIPER HOUSING
BLEED SCREW
BRAKE DISC
________*__*..
- PISTON SEAL
-
PISTON INSOLATOR
COMPRESSION SPRING
BRAKE LINING
-
Fl STON BOOT
WHEEL NOB
_._______-.-
ERAKE SHOE
COOLING
PISTON GUIDE
APrOF PISTON
LOUVRES
- PISTON
ANII-RATTLE SPRING OUT OF POSITION
BRAKb SHOE
NN23 A
flg. I-Disc Brake Assembly Cut-Away View
OUTER CALIPER HOUSING
PISION
ERAKE OISC
SEAL
PISTON
1"*
BRAKE SHOE AP
UNING
ASSEMaLy
NN15
Fig. S-Disc Brake PSon and Slic, and
Lining Assembly
NNR4
Fig 2-Cisc Brake Assembly
The pistons in the caliper assembly are of large
capacity awl as the pistons move out to compensate
for lining wear, the fluid level in the master cylinder
falls.MyMopar.com
The fluid level in the master cylinder should he
checked at regular intervals Fig. 15.
The master cylinder is of the dual resen,oir type to
compensate for the greater volume of bnke fluid
used in the system Fig 15. Special 14 x 4½ inch
wheels are used on disc brake equipped vefficles
5-31
BLIOD DISC-BRAKES
SERVICE PROCEDURES
BRAKE SHOE REMOVAL
Removing the Lining
To remove the disc brake shoe and Uning assembly,
refer to Fig. 1 and proceed as foi1ows
1 Raise car on hoist or jackstancls.
2 Remove wheel covers and wheel and tire as
semblies.
3 Remove brake shoe anti-rattle spring4 Remove bolts that attach cnier assemNy to
steering knuckle and steering knuckle ann.
5 Remove caliper from disc by slowly sliding cali
per assemby up and away from braking disc.
6 Carefully remove brake shoe and lining assem
bly one at a time through top opening,
7 Insert piston compression Tool C-3992 between
piston insulator pads and turn knob on tool until pis
tons are fully compressed flg. 4.
CLEANING AND INSPECTION
Cheek for piston seal leaks evident by fluid mois
lore around the cavity and for any ruptures of the
piston boot. Wipe the cavity clean between the Inner
aa4 uttar caliper lLousiftgS with a shop towel. Check
piston boot for proper seating in the piston groove
and under the coiled retainer in the caliper groove
Fit. 4-Piston Con,pc.,eIwi Tool Installed
0LTTTR CALIPER HOIJSINO
CROSSOV ER SEAL
-
PAD
CROSSOVER SEA_%
PISTON RETUC SPRING
ANrI -P.ATTLT SPRI NO
PISrON SEAL
nMON
OUSr
EA*KE SHOt MAlT UNIND
RETAINER SPRING
scr
DUST BOOT RETAINER SPPI NO
PISTON INSURATOR PAD
PISTOn
BRARE mOE .AND LINThG
PISTDN SSAL
PFSTDN PETUR
N
SPPINC
5017 7/lw
a
flELEEO ER SCREW
INNER CALIPET h0USINC
R 26
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Fig 5_Disc Brake Caliper Assembly fxpioded Vew
BOLT
2]
5-32
BRAKES-BUDD DISC-
Fig- 12 1± fluid moisture is evident, it wili be neces
sary to disassemble the caliper assembly and install
new piston seals and boots. Refer to ‘Disassembling
the Caliper" Paragrapir
5 Remove lining pads. Insert piston compression
Tool 0-3992 between piston insulator pads and turn
knob on tool until pistons are fully compressed Fig.
4. Remove to bench for disassembly.
BRAKE SHOE INSTALLATION
DISASSEMBLING THE CALIPER
To install the disc brake shoe and lining assemblies
refer to Fig. 1 and proceed as follows:
1 slide disc brake shoe and lining assemblies into
position in caliper assembly one at a lime.
2 Position shoes, then install Tool 0-3992 between
shoes. Adjust tool so that it holds shoes apart but is
not exerting a large force against lining surface so
that tool will slip easily when contacted by disc.
3 Slide caliper assembly down into position over
brake disc and align mounting holes. As caliper is
being lowered, disc will force tool out of caliper.
4 Install caliper mounting bolts and tighten from
70 to 00 foot-potmds.
5 Install wheel and tire assemblies and wheel
covers
0 Remove jackstands or lower hoistCAUTION: Roid test vehicl, and m.ke severil heavy
40 mph. stop. to wear off any foreign material on
hi-ekes arid to seat units. The vehicle may pull to one
side or other if this is not dons.
To disassemble the caliper, refer to Fig. 5 then
proceed as follows:
1 Drain caliper, then place caliper assembly In a
vise. Remove piston compression Tool -3902 and four
bolts that hold two halves of caliper together.
2 separate halves and remove two cross-over
seals.
3 Using a small screwdriver, pry out exposed end
of piston dust boot retainer spring and uncoil from its
groove to release dust boot Fig. 6.
4 using same screwdriver, carefully work dust
boot out of groove Fig. 7. Be sure and hold piston
compressed during this operation.
REMOVING THE CALIPER
Should it become necessary to remove caliper for
installation of new parts, proceed as follows:
1 Raise car on hoist Or aekstands.
2 Remove wheel covers, wheel and tire assemblies
and anti-rattle springs- Disconnect brake line at cali
per housing and install a %-24 plug.
3 Remove bolts that attach caliper assembly to
steering knuckle and steering knuckle arm.
4 Remove caliper from disc by slowly sliding cali
per assembly up and away from braking disc.
Fig. 7-Removing Hi.Piston Dust Boot from Caliper
5 Remove piston, piston seal and dust boot from
caliper Fig. 8- Remove piston return Spring.
6 Remove piston dust boot by grasping edge and
pulling out of its groove FIg. 9.
7 Using fingers, roll piston seal out of its groove
in piston Fig. 10. Discard the seal.
9 Remove the remaining three pistons in the
DUST BOOT
- PISTON
TON SEAL
RN SPRING
RECESS
N N29
Pig. 6-Removing tli. Pistcn Dust Scot
Spcing
MyMopar.com
Retainer
Fig. 8-Removing or Installino Piston and
Piston Return Spring
BUOD DISC-BRAKES
5-33
same manner.
9 Remove the bleeder screw from the inner cali
per housing.
-PISTON GUIDE
Fig. ‘I-Honing Piston Bore
BOOT ‘-;k JVE
PLTON SEAL
NrOo
Fig. 9-R.moving the Piston Dust Boot from Piston
with alcohol; wipe dry with a clean llntles cloth
then clean a second tim, in the lame manner.
arid
ASSEMBLING THE CALIPER
To reassemble the disc brake caliper, refer to Fig
6, then proceed as follows:
Fly. ID-Removing the Piston Seal
CLEANING AND INSPECTION
Clean ali parts in alcohol; wipe dry, using clean lint
free shop towels. Using an air hose, blow out the
drilled passages and bores. Check the dust boots for
punctures or tears. If punctures or tears are evident,
new boots should be installed at reassembly. Inspect
the piston bores In both housings for scoring or pit
ting. Bores that show light scratches or corrosion, can
Tisually be cleaned vth crocus cloth. llowever, bores
that have deep scratches or scoring may be hoped,
using Tool 0-3993, providing the diameter of the bore
is not increased more than .002 inch. If the bore does
not clean up within this specification a new caliper
housing should be installed, Black stains on the bore
walls are caused by the piston seals and will do no
harm.
When using hone C-3993 Fig. II be sur, and in
stall the hon, baffl, before honing bore. The bsfllo Is
used to protect the hone stone, from damage.
Use extreme care in clesning the caliper after hon
ing. Remove
.11 dust and grit by flushing the caliper
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1 clamp caliper housing in a vise, and coat cylin
der bores witb # Dow-Corning Pneumatic Silicone
Grease or equivalent then install piston return
spring. Be sure spring is seated in the recess at bot
tom of the bore. Fig. 02 Coat outside dinmeter and fill inner diameter of
a new piston seal wIth 55 Dow-Corning Pneumatic
Silicone Grease or equivalent and work over piston
land and down into position in groove, using fingers
only.
3 Install dust boot on piston with lip of seat to
ward piston pad- Refer to Fig- 3j
4 Instali piston assembly aver return spring and
press down until piston bottoms in bore.
F Using a small blunt screwdriver, work lip of
boot into groove, around thanieter of bore Fig. 7. Us’
care so as not to punctur. boot during this operatioci,
or a new boot will have to be Installed.
6 Install coil retainer spring by inserting one end
in position over boot in groove and continue to install
around diameter of bore until retainer is fully seated.
Be sure that boot is completely locked in position by
retein.r and that retainer is fully seated in groove
over boot Fig. 12.
7 Install remaining pistons In same manner, then
RETAININO RING
CAUPER
lOuSING
PISTON BOOT
NH263
Fig. I 2-Correct Boot instaflation Sectional View
5.34
BRAKES-BUDD DISC
test pistons far smooth operation in their bores by
depressing with fingers
8 Clamp outer caliper half in vise and install new
crossover passage seals in position in recess of caliper
mating surface.
Place mating caliper half over one clamped in
vise and install attaching bolts. Tighten to 55 footpounds 7/16 inch and 150 foot-pounds ¾ inch.
10 Install brake shoes in caliper assembly and insort pIston compression Tool C-3992 between lining
pads, Turn hiob on Tool until pistons are compressed.
Adjust Tool so that it will slip easily when contacted
by disc.
11 Install the bleeder screw and tighten lightly,
INSTALLING THE CALIPER
Before installing the caliper assembly over the
brake disc, check the disc for runout. Mount a dial
indicator Fig. 13 and check the lateral nmout. Runout should not exceed 005 inch
REMOVING THE BRAKING DISC AND HUB
Should it become necessary to remove the braking
disc for installation of a wheel stud proceed as fol
lows:
1 Remove wheel cover and wheel and tire as
sembly.
2 Remove caliper assembly as described under
‘‘Brake Shoe Removal.’’
3 Remove grease cup, cotter pin, nut lock, nut,
thrust washer and outer wheel bearing.
4 Pull disc and hub off wheel spindle.
Removing the Braking Disc from the Hub
Should it become necessary to retnove or install a
wheel stud because of damage, refer to Fig. 14 Then
proceed as follows:
Using a prick punch, mark both disc and hub so
that balance will be assured at reassembly,
1 Clamp wheel hub in a vise with disc attaching
bolts facing up.
2 Remove bolts that attach the disc to hub.
31 Lift disc from hub to remove.
4 Remove damaged stud, usIng an arbor press.
151 Install new stud in position and press into place.
SOJUST TO
ZERO
E’*O PLAY
ROX
FOe SALANCI
BeAKINO blSCFig.
Fig 13-Checking Braking Disc for Runout
1 Install caliper assembly over disc and align
mounting holes, Install mounting bolts and tighten
from 70 10 80 fool-pounds. As caliper is being low
ered into place, disc will force the tool out of
caliper.
2 Reconnect brake line at the caliper housing
then follow normal bleeding procedure. Be sure all
air bubbles have escaped. Replenish brake fluid in
master cylinder.
3 Install wheel and tire assembly and wheel cov
ers 4 Remove jackstands or lower hoist.
CAUTlON Road lest vehicle and make several Savy
40 MPH "eps to wear off any for.ign material on
brakes and to seat units. The vehicle may poll to on,
side or other if this is not dens. TM. condltloti will be
more
notinabl. If ofily one brake was serviced.
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14-Braking DIn and HubExploded View
Installing the Braking Disc on the Hub
After stud has been installed, wipe hub and disc
mating surfaces to remove any loose foreign material
and mount the disc on the hub as follows:
I Place disc on hub in vise and align bolt holes
and prick punch marks.
2 Install attaching bolts and tighten from 55 to
00 foot-pounds.
Refacing the Braking Disc
The surface of the disc should be smoo& The light
scoring and grooving which appear after normal use
are not detrimental to the operation of the brake, A
heavily scored disc will impair efficiency and increase
the lining pad wear and should be replaced with a
new disc and hub assembly.
Do not attempt to reface or grind the braking disc
due to the clot. tolerance, required. THIS IS 114
PORTANT.
BUDO DISC-BRAKES
INSTALLING THE BRAKING DISC AND HUB
1 Slide braking disc and hub assembly on spindle.
2 Install outer bearing, thrust washer, and nut,
3 lighten wheel bearing adjusting nut to 90
inch-pounds while rotating hub and disc.
4 Position lock nut on nut with one pair of slots in
line with cotter pin hole.
5 Back off adjusting nut and lock assembly one
slot then install cotter pin. The resulting adjustment
si-journ be zero no preload to .003 incb end play.
CThis is very important, when checking disc runout
6 install a dial indicator 03330 FIg. 13 and
check runout of disc outer surface. The runout
should not exceed .O0 inch.
7 Clean grease cap, coating inside with wheel
bearing grease do not fill and install cap.
B Install calip assembly as described in ‘Brake
Shoe Installation."
9 Install whet and tire assembly and wheel
cover10 Remove jackstands or lower hoist.
11 Road test vehicle as described in ‘Installing
The Caliper."
REMOVING THE MASTER CYLINDER
Should it become necessary to remove the master
cylinder for repair or overhaul, proceed as follows:
I Remove nuts that attach master cylinder to
power brake unit.
2 Disconnect brake tube at master cylinder out
let, then plug hole.
3 Slide master cylinder straight out and away
from power brake unit and remove from vehicle.
DISASSEMBLING THE MASTER CYLINDER
To
disassemble the master cylinder, refer to Figs.
BOLT
NUT-*.
/ RESERVOIR
OASKEI’
BODY
Ii PF P
StATE
UPPER aEsEVorR
RESERVOIR GASKET
MASTER CYLINDR
HOtISJNG
BRASS WASHER
SECONDARY
FITTING
PISTON CUP
4
PrSlOrJ
RETAINER
RETURN SPRING
Fi1. I 6-Mofler CyIind.r xplod.d Vi.w
15 and 16, then proceed as follows,
I Clean outside of master cylinder thoroughly.
2 Remove master cylinder cover retaining nut;
remove cover and gaskot, then drainbrakefluid.
3 Remove piston stop flange attaching screw and
remove piston assembly.
It should he noted at this tim., thet check *elv.
usoally located in master cylinder bore is not used
The residual check valve wig- 17 is located in brake
line, after brake line tee. There is no hydraulic pres
sure to disc brake caliper when brakes are not ap
plied, because fluid source at master cylinder by
passes residual check valve.
4 Remove brass washer between piston and cup.
Remove primary cup and spring
Using a wrench, loosen and remove center stud
and lift off upper reservoir and gasket. Remove plate
from inside reservoir.
-
F
-
PISTON
BODY
VAlVE
NN$
SECONDARY
CU
PRIMARY CUP
Fig
SEAT
SPRING
SOAP TO K
-
HThNG
NA
-SCREW
-
SPRING
COVEn
COVER GASRIT
CENTER SlijO
UPPER RESERVOIR
RETAINER PLATE
RESERVOIR
5-35
WASHER NN31A
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IS-Disc Lake Master CyJiader Sectional View
Fig. I 7.-Residual Pressure Check Valve
Cleaning and inspection
Clean the master cylinder reservoir and main body,
5-36
BRAKES-SPECIFICATIONS
using a suitable solvent and blow dry with com
pressed air. Wash the master cylinder bore with clean
brake fluid and inspect for scoring or pitting.
If the master cylinder piston is badly scored, or
corroded, replace it with a new one. The primary and
secondary cups should be replaced when recondition
ing the master cylinder.
Master cylinder walls that have light scratches or
show signs of corrosion, can usually be cleaned up
with crocus cloth. However, cylinders that have deep
scratches or scoring may be honed, providing the
diameter of the cylinder bore is not increased more
than .002 inch. A bore that does not clean up at .002
inch should be discarded and a new master cylinder
installed. Black stains on the cylinder wall are caused
by the piston cups and will do no harm. Use extreme
care in cleaning the master cylinder after recondition
ing. Remove all dust or grit by flushing the cylinder
bore with alcohol; wipe dry with a clean lintless cloth
and clean a second time with alcohol. Dry the master
cylinder bore with compressed air then flush with
clean brake fluid. Be sure the .028 inch diameter
hole compensator port in the master cylinder bore is
and install piston assembly in bore with flat brass
washer between piston and primary cup.
4 Install piston retainer and screw to retain piston
assembly.
5 Place reservoir gasket in position on lower
reservoir, then install retaining plate in upper
reservoir.
6 Place upper reservoir in position on reservoir
gasket then install center stud. Tighten to 50 inchpounds. Be sure upper reservoir is centered on lower
casting.
INSTALUPIG THE MASTER CYLINDER
1 Slide master cylinder over mounting studs on
power brake unit, being sure brake push rod engages
piston. Install attaching nuts and tighten to 200 inchpounds.
2 Attach brake line to master cylinder and tight
en securely.
3 Refill master cylinder reservoirs and bleed
brakes as described previously.
4 Install reservoir cover and gasket. Install attach
ing nut and tighten snugly.
Balancing the Front Wheels Disc Brake
Equipped Vehicles
ASSEMBLNG THE MASTER CYLINDER
Before assembling, the piston and cups should be
dipped in clean brake fluid. To reassemble the master
cylinder, refer to Figs. 15 and 16 then proceed as
follows:
1 Install piston return spring in cylinder bore
with closed end outward.
Install primary cup in cylinder bore with open
end ofMyMopar.com
cup over closed end of return spring.
3 Install secondary cup on master cylinder piston
To balance the front wheels on a disc brake
equipped vehicle, the normal procedure for static
balancing as described under "Wheel Balance" in the
Wheels, Bearings and Tires Section of this manual
should be followed. Dynamic balancing of the front
wheels can be accomplished by the normal procedure
when the wheels are removed from the vehicle, but
the Manufacturer’s recommendations should be fol
lowed closely when attempting to balance the wheels
while on the vehicle.
SPECIFICATIONS
BUDD DISC BRAKE
Type of Brake . . - . .. . . . . . . -... ..... . . . . . . . . . . ...... . . . . . - -. . - Fixed Caliper Disc
Location
Master Cylinder Reservoir
Front Wheels Only
Vertical Dual
Residual Valve Location
Brake Adjustment
On Rear Brake Line
None Automatic
Caliper Assembly
Shoe and Lining Removal
Number of Pistons
Piston Diameter
Piston Bore Diameter
Maximum Allowable After Honing
Piston Seals
Piston Dust Boots
Dust Boot Retainers
Piston Return Springs
Bleeder Screw Location
- - - -
Cross
Over Passage Seals
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From either top or bottom Caliper Removed
4 Each Assembly
2 368/2.369"
2374/2376"
.002" 0.5.
Moulded Rubber 1 Per Piston
External Moulded Rubber 1 Per Piston
Flat Coiled Steel 1 Per Piston
1 Per Piston
On Inner Housing
Rubber 2 Per Caliber
-SPECIFICATIONS-BRAKES
Braking Disc
Type
Diameter Outside
Inside
Disc Runout Max. Allowable
Disc Surface Finish
Disc Thickness
Minimum Thickness allowable for wear before replacement
5-31
Ventilated Cast Iron
11 87/ 11.89"
723/7.25"
.005"
30-60 Micro Inches
8725/ 8775"
:812"
-
Disc thickness variation not to exceed .0005" at any diameter.
Disc Mounting To Hub
Brake Shoe and Lining
Type
Thickness
Width
Length
Braking Area Per Shoe
Maximum Wear Limit
Braking Disc Hub
Type
Master Cylinder
Piston Bore Diameter
Maximum Allowable After Honing
Residual Pressure Valve
Disc Splash Shield
Type
Mounting
5 Bolts
Organic Lining
1/2" Nom.
2-3/16"
5-3/16"
Approx. 10 Sq. Inches
Not less than 1/32" at any point
Malleable Cast Iron
1-1/8"
.002" OS.
None
Vented Stamped Steel
3 Bolts to Knuckle
Wheels
Type
Diameter
Rear Brake Specifications Budd Disc Brake Equipped Vehicles
Brakes: Type
Drum Diameter
Number of Shoes
Width
Lining Type
Length-Rear Primary
Rear Secondary
Thickness
Drop Center
15 x 6K
Duo-Servo Single Anchor
11"
4
2-1/2"
2-1/2"
9-1/4"
12-1/8"
1/ 4"
BRAKES
MODEL APPLICATION
TYPE
DRUM DIAMETER
Police & Heavy Duty
NUMBER OF BRAKE SHOES
WI DTI-I
Front
Rear
Police & Heavy Duty
Front
Rear
Station Wagon Front & Rear
BRAKE LINING
LENGTH & COLOR CODE MARKINGS
Front Primary
Front Secondary
Rear Primary
Rear Secondary
Police Special
Front Primary
Front
Secondary
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300 and
New Yorker
Newport
11 in.
11 in.
8
11 in.
8
8
2¾ in.
2½ in.
3 in.
3 in.
3 in.
Imperial
Duo-Servo Single Anchor
11 in.
3 in.
3 in.
3 in.
3 in.
3 in.
Bonded Moulded Asbestos
9¼"
12½"
9¼"
124’s"
1 black and 1 orange mark
2 red marks
1 black and 1 orange mark
2 red marks
9¼" 3 black marks
12½" 2 black and 1 white marks
140-6
5-38
BRAKES-SPECIFICATIONS
Rear Primary
Rear Secondary
Thickness all
WHEEL CYLINDER
Front Wheel Cylinder Bore all
Rear Wheel Cylinder Bore
9¼" 3 black marks
12½" 2 black and I white marks
3/16 in.
Rear Whee’ Cy’inder Bore Disc Brake Equipped Vehicles
1½ in.
15/16 in.
7/S in.
...
MASTER CYLINDER BORE
Disc Brake Equipped Vehicles
Standard Vehicles
1½ in.
1 in.
TIGHTENING REFERENCE
FOOT-POUNDS
Caliper Mounting Bolts
Caliper Assembly Bolt 7/16"
70-80
50-60
Braking Disc to Hub Bolts
Splash Shield Bolts
50-60
17
Very Important
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GROUP 6
CLUTCH
CONTENTS
Page
CLUTCH
CLUTCH HOUSING ALIGNMENT
CLUTCH PEDAL FREE PLAY
CLUTCH RELEASE BEARING
CLUTCH RELEASE FORK
CRANKSHAFT TRANSMISSION DRIVE
2
6
1
5
5
PINION BUSHING
SERVICE DIAGNOSIS
SPECIFICATIONS
TIGHTENING REFERENCES
TORQUE SHAFT AND BEARINGS
STEAM CLEANING PRECAUTIONS
Page
4
1
.7
GENERAL INFORMATION
The Semi-Centrifugal, single dry disc clutch Fig. 1
combines the feature of low pedal effort with that of
a clutch capable of transmitting the full torque of the
engine.
Six cylindrical rollers, located in the pressure plate,
are free to move outward under centrifugal force
until they contact the cover. As the engine speed
increases, the rollers act as wedges between the cov
er and the pressure plate. The faster the clutch re
volves, the greater the pressure on the plate. The
greater pressure increases the normal load on the disc
assembly.
The clutch size used in all models is 10½ inches.
No adjustment should be attempted on the three
pressure plate release levers. The three levers are
pre-set during manufacture and should never be
disturbed.
The clutch pedal is connected to the torque shaft
through a vertically positioned rod Fig. 2. A nonadjustable over-center spring is provided between
the pedal and the pedal bracket to allow easy clutch
pedal operation.
The upper end of the clutch pedal pivots in the
pedal bracket on two needle bearings. These bear
ings do not require periodic lubrication.
SERVICE DIAGNOSIS
Condition
Possible Cause
Correction
a Worn or damaged disc assembly.
b Grease or oil on disc facings.
c Improperly adjusted cover assembly.
a Replace disc assembly.
b Replace disc assembly.
c Replace clutch assembly.
CLUTCH SLIPPING
a Burned, worn, or oil soaked facings.
b Insufficient pedal free play.
c Weak or broken pressure springs.
a Replace disc assembly.
b Adjust release fork rod.
c Replace clutch assembly.
DIFFICULT GEAR
SHIFTING
a
b
c
d
Excessive pedal free play.
Worn or damaged disc assembly.
Improperly adjusted cover assembly.
Clutch disc splines sticking.
a
b
c
d
Adjust release fork rod.
Replace disc assembly.
Replace clutch assembly.
Remove disc assembly and free up
splines or replace disc.
CLUTCH NOISY
a
b
c
d
e
f
Dry clutch linkage.
a
b
c
d
e
f
Lubricate where necessary.
Replace release bearing.
Replace disc assembly.
Replace clutch assembly.
Lubricate or replace bushing.
Lubricate very lightly.
CLUTCH CHATTER
Worn release bearing.
Worn disc assembly.
Worn release levers.
Worn or dry pilot bushing.
Dry contact-pressure plate lugs in
cover.
SERVICE PROCEDURES
CLUTCH PEDAL FREE PLAY
The only adjustment required for the clutch is the
clutch pedal linkage adjustment to provide the pre
scribed clutch pedal free play. This is the pedal move
ment required to close the clearance between the
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release bearing and the clutch release levers when
releasing the clutch. The adjustment is necessary to
restore pedal free play reduced by normal clutch
weai
6-2
CLUTCHPLATE
COVER
PRESSURE
SPRING
RELEASE EANG
SLEEVE
OiSc
PIN
EVESOLT
FBOLT
NUTS
RELEASE
/
LE’ER
RELEASE LEVER SPRING
NY7OA
Fig. I-s.mi-c.nrrifugai Clutch
Adjusting Clutch Pedal Free Ploy
U Inspect condition of clutch pedal rubber stop
Fig. 2. If the atop is damaged, install a new one.
2 On models using A-745 transmission first dis
connect interlock clutch rod at transmission end.
3 Adjust linkage by turning the self-locking nut
Fig. 3 to provide 5/32 inch free movement at outer
end of fork This movement will protde the pre
scribed one-inch free play at the pedal FIg. 2.
4 Assemble interlock clutch rod, if used, to
transmission pawl. If necessary to adjust, refer to
Transmission." Group 2L
CLUTCH
Improper operation or excessive wear may impair
the clutch function to a point where it may be neeas
sal, to remove and replace the disc and/or clutch
assembly. Should this become necessary, proceed as
follows,
Removal
I Remove transmission. See Manaal Transmis
sion’ Group 21 for detailed procedure.
2 Remove clutch housing pan.
2 Disconnect clutch linkage and return spring at
clutch release fork Fig. 3.
4 Remove clutch release bearing and sleeve as
semblv from clutch release fork Fig. 4.
Mark clutch cover and flywheel Fig. 5 to mainthin their same relative positions during installation of
clutch assembly
{6 Loosen and back off clutch cover attaching
bolts, one or two turns at a time, in succession, to
avoid bending the cover flanga
7 Remove clutch assembly and disc from clutch
housing.
CAUTION: Handle clutch arid disc carefully to avoid
contaminating the friction surfaces.
Cleaning and Inspedion
WITH &%NUAL REAKE
Fig, 2-Clutch PadaI and Linkage
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1 Use compressed air to clean dust out of the
clutch hoUsIng. Inspect for leakage through the en
gine rear main bearing oil seal. If leakage Is noted, it
should be corrected at this time.
2 The friction face of flywheel shourn have a uni
form appearance tlirouoat the entire clutch contact
area. if there is evidence of heavy contact on one
CLUTCH
6-3
CLUTCH HOU$NG
1
SEARING
SNAP
PEDAL ROD
SPRING
SPRING
WASHER
fORK
FORK
S11JD
ROD
TOROLc SHAFT
BRACKET
NUT
INSULATOR
WASHER
WA5HER
NUT
N
NK5SA
Fig. S-Clutch
To,qe. Shaft and Linkage
portion of the wear circle and a very llght contact
180’ from that portion, the flywheel may be improp
erly mounted or sprung. irs such cases, a dial indica
tor, mounted on clutch housing with phiuger in con
tact with the wear circle, should show no mor, than
003 inch runout throughout a complete rotation of
flywheel.
3 The friction face of the flywheel should also be
free from discolored, burned areas, small cracks and
excessive grooves or fldges.
4 The bushing in ejid of crankshaft shoald be
smooth and show no excessive wear. A new transmis
sion main drive pinion or C-3181 Bushing Installing
RETAINING SPRING’
and Burnishing Tool, can be used to gauge the size Of
the bushing. The tool should have a snug fit in bush
ing.
If necessary to replace the bushing, proceed as
detailed under "Crankshaft Transmission Drive Pinion
Bushing," page 4.
5 The end of the transmission main drive pinion
should be smooth and bright, without grooves and
ridges.
6 The disc assembly should be handled without
CLUTCH HOUSING
NN9S
Fig 4-Clutch Release Perk, 8.arlng and Sleeve
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Pig. S-Punch Marks an Clutch Cover and Flywhs.I
64
CLUTCH
touching the facings. Replace disc if facings show
evidence of grease or oil soalcage or wear to within
less then 1/32 inch of the rivet heads. The hub splines
and splines on transmission math drive pinion should
be a snug fit without signs of excessive wear- The
metallic portions of the assembly should be dry and
clean and should show no evidence of having been
hot. Each of the arched springs between facings
should be unbroken and all rivets should be tight.
7 Wipe friction surface of pressure plate with
kerosene, mineral spirits or other simi]ar solvent.
8 Using a surface plate, test cover for flatness. All
sections around attaching bolt holes should be in wn
tact with surface plate within 015 inch.
The cover should he a snug fit on the pressure
plate tugs, in the marked locationThe pressure plate friction area should be flat with
in 005 inch and should be free from discolored
burned areas! cracks, grooves Or ridges.
a Inner ends of release levers should have a uni
form wear pattern.
H the clutch assembly does not meet these re
quirements, it should be replaced.
10 Examine condition of clutch release bearing.
CAUTION: Th, clutch releas, bearing is a prelubri
cited sealed thrust bearing and should not be im
mersed in solvent
The bearing should turn freely when held in the
hands under light thnjst load, with no evidence of
roughness.
11 If bearing is noisy, rough or d’y, replace it on
the sleeve as detailed under Clutch Release Bear
ing,’’ page 5.
Installation
I Lubricate drive pinion bushing in end of crank
shaft with about a half teaspoon of special long-me
chassis grease or Multi-Mileage Lubricant, Part Nuin
her 2525035 Place the lubricant in the radius at the
back of the bushing.
2 Clean the surfaces of the flywheel and the
pressure plale thoroughly, with fine sandpaper or
crocus cloth, making certain that all oil or lubricant
has been removed.
3 Hold clutch disc, pressure plate and cover in
mounting position, with the springs on the disc
damper facing away from the flywheel. Do not touch
disc facing, as clutch chatter may result. Insert C-ago
Clutch Disc Aligning Arbor Tool through hub of disc
and into the bushing Fig- 6- if Tool C-360 is not
available, use a spare transmission drive pinion.
4 Insert clutch cover attaching bolts after align
ing balance punch marks but do not draw down Fig.
5 To avoid distortion of the clutch cover, the bolts
should be tightened a few turns at a time alternately
untilMyMopar.com
they are all tight. Tighten bolts to 30 foot-
Fig. 6-Clutch P1st Aligning Arbor
pounds. Remove Tool 0-360 or drive pinion if used.
6 Fill cavity of bearing sleeve with Multi-Mileage
Lubricant, Part Number 2525035, or Automotive
Multi-Purpose Grease, NLGI grade t Also, apply a
film of this same lubricant to the lugs of the sleeve.
7 Position release bearing and sleeve in the
clutch housing as far forward as it will go.
8 Lubricate release fork fingers and retaining
spring at the pivot contact area with a film of MultiMileage lubricant, Part Number 2525035, or Automo
tive Multi-Purpose Grease, NLGI grade 2 Fig. 4.
9 Engage release fork fingers under clutch
sleeve retaining springs. Be sure the retaining spring.
err the sleeve have lateral freedom Fig. 4.
10 Be sure groove in dust seal is engaged on seal
opening flange in clutch housing.
11 Assemble end of clutch Telease rM in fork
Fig. 31.
12 install release fork return spring.
CAUTION: When installing transmIsslor, do not lubrI
cate spline. or pilot end of transmission driv, pinion.
Thea. areas must be kept dry.
13 Install C-730 Pilot Sinds in clutch housing and
install transmission as detailed in ‘Transmission in
stallation." group 21.
14 AdJust clutch linkage as detailed under Ad
justing Clutch Pedal Fee Play," page 1.
CRANKSHAFT TRANSMISSION DRIVE PINION
BUSHING
See Paragraph "Clutch Cleaning and Inspeetion,"
page 2, for testing the size of the pilot bushing.
Removal
I Position outer portion of 0-3185 Hushing Re
mover Tool in contact with the button on the end of
the center screw.
2 Thread outer portion of tool lightly into bush
ing.
3 Thrn center screw in through the outer portion
-CLUTCH
to remove bushing.
6-5
Naw sEAaeqG
Insta haIler’
I Soak a new hushing in engine oil prior to in
stallation.
2 Remove nut and cup from C-3181 Installing
and Burnishing TooL
3 Place the new bushing on the tool shaft and
drive bushing flush with the end of the crankshaft.
Use a soft han’irner to prev.nt damage to the tool.
4 To remove installer, install cup and nut. As nut
is tightened, tool will burnish the bushing.
5 Insert ¼ teaspoon of special long-life chassis
grease or Multi-Mileage Lubricant, Part Number
2525035, ahead of the bushing,
CLUTCH RELEASE FORK
Removal
1 Disconnect clutch fork return spring Fig. 4.
2 Disconnect clutch release fork rod from clutch
fork Fig. 3.
3 Pry dust seal out of clutch housing and remove
from clutch fork Fig. 4
4 Grasp outer end of clutch fork and pull fork out
and free of the retaining springs and off knife edge
pivot Fig. 4. The clutch fork has a riveted flat retaIn
ing spring that is engaged in a hole of the pivot. The
clutch release fork pivot is an "1" shaped bracket
bolted inside the clutch housing.
5 Remove clutch fork from clutch housin&
Installation
1 Apply Multi-Mileage Lubricant, Part Number
2526035 or Automotive Multi-Purpose Grease, NLGI,
grade 2, to the pivot edge and hole of pivot Fig. 4.
2 Lubricate contact areas at end of clutch fork
with Multi-Mileage Lubricant or Automotive Multi
Purpose Grease, NLOI, grade 1.
3 Install clutch release fork in housing, being
careful to engage the flat retaining spr’mg in the hole
of the pivot and under retaining springs of bearing
sleeve.
4 Install dust seal over release fork and engage
the groove of the seal in the clutch housing.
5 Attach clutch release rod and install return
Spring.
6 Adjust clutch linkage as described under Pangraph ‘Adjusting Clutch Pedal Free Play," page 2.
CLUTCH RELEASE BEARING Removed
From Clutch
Removal
1 Examine condition of bearing. If noisy, rough
or dry, under hght thrust load, remove bearing from
sleeve.
2 Support bearing in a vise or press and carefully
press out sleeve.
3MyMopar.com
Clean sleeve m solvent and remove all old
Fig. 7-lnstal!ing
Clutch Release Searing On Sleeve
lubricant.
Assembly
CAUTlON Exercise care when Installing a new clutch
release bearing to avoid damaging the bearing race.
Never drive the hearTh1 on the sleev, with a ham
rner. Use either of the followIng two methods.
Vise Method
1 Position new bearing on sleeve and place old
bearing against face of new bearing.
2 Support parts In a vise and carefully press new
bearing on sleeve Fig. 7. Make certain bearing is
seated on shoulder of bearing sleeve. Rotate bearings
as they are pressed together.
Press Method
I Support sleeve on press bed.
2 Position new bearing on sleeve and place old
bearing on new one.
3 Bring press ram into contact with Old bearing
and apply sufficient pressure to seat new bearing on
shoulder of sleeve,
pressed together.
Rotate
bearings as they are
Lubrication
1 Fill cavity of bearing sleeve with Multi-Mileage
Lubricant. Part Number 2525035, or Automotive Mullti-Purpose Grease, NLGI grade 2.
2 Also, apply a film of this same lubricant to the
fork lugs of the sleeve.
3 Apply a film of Mu unmeage Lubricant, Part
Number 2525035. or Automotive Multi-Purpose
Grease. NLGI grade 2, to pivot contact area of fork
retaining spring.
Installation
1 Install bearing and sleeve into position, engag
ing the fork under the sleeve springs Fig. 4.
NOTE: B. sure springs have lateral freedom.
CAUTION1 When installing tranamissian, do not lubri
6-e
CLUTCH
cat. spun., or pilot end al transmission drive pinion.
These areas must be kept dry.
2 Install C’730 Pilot Studs in clutch housing and
install transmission as detailed in ‘rransmission In
stallation," Group 21.
3 Adjust clutch linkage as detailed in ‘Adjusting
Clutch Pedal flee Play," Page 2,
TORQUE SHAFT AND BEARINGS
Removal
I Remove pedal rod spring washer and pedal rod
from torque shaft lever Fig. 3.
21 Remove clutch fork return spring Fig. 4.
3 Remove spring washer and clutch release fork
rod from torque shaft lever Wig. a.
4 Remove torque shaft stud nut amid washer at
the frame end.
5 Remove torque shalt stud from clutch housing.
6 Lift frame end of torque shaft to free stud from
the slotted bracket.
7 Remove torque shaft assembly from vehicle.
Cleaning and Inspection
11 Clean all parts in kerosene mineral spirits or
other suitable solvent. Removc all grease from inside
of torque shaft.
2 The So ball studs should be bright and with
out scratches, ridges, or other surface imperfections.
3 The inner sarfaces of the bearings should also
be smooth, without surface scratches or embedded
foreign material. The wear pattern should be uniform
over the entire surface.
4 Replace worn or cracked rubber seals.
Installation
1 Install new seals on ball studs Fig. 3.
2 Coat counterbored-ends of torque shaft, torque
shaft bearings and ball studs with Multi-Mileage Lu
bricant, Part Number 2525035, or Automotive Multi
Purpose Grease, NLGI grade 2.
3 Install ball stud in elutcb housing Fig. 3 and
tighten to 40 foot-pounds.
4 Install the bearings on fran,e end ball stud and
force bearings into torque shaft far enough to install
the snap ring Fig. 3.
5 Install the bearings on the engine side ball stud
and force torque shaft over bearings.
0 Position frame end torque shaft ball stud in
slotted bracket Fig. 3.
7 Install frame end ball tud nut and washer, and
tighten securely.
3 Install clutch release rod in end of fork Fig. 3.
9 Connect opposite end of release rod to torque
shaft and secure with spring washer.
10 Connect pedal rod to torque shaft and secure
with spring washer Fig. 3.
11 Install forkreturn spring.
12 Adjust clutch linkage as detailed on page 2.
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Fig, 8-Measuring Clutch Housing Sore Runmit
CLUTCH HOUSING ALIGNMENT
Wlwn performing adjustments or repairs that in
volve removing the clutch housing, it will be neces
sary to align the face of the housing parallel with that
of the cylinder block when assembling.
Bore Runout
1 Mount C-aqo Aligning Bar Tool with C-435 Dial
Indicator on flywheel Fig. 0.
2 With C-771 Thrning Thol turn the flywheel
while noting dial indicator needle deflection. Out-ofround of bore must not exceed .008 inch maximum
total indicator reading Fig. 8.
If bore runout is in excess of .008 inch total indica
tor reading, proceed with correction as follows
To illustrate the recommended correction proce
dure, assume that the total indicator reading is .020
inch, in a direction which approximates 2 o’clock on
engine block Fig. 0.
in this case, the housing is off crankshaft centerline
.010 inch one-half total indicator reading which Is
.000 inch greater than the allowable limit of .004
12
9
REAR FAC OF
ENGINE eLock
Fig. 9-Offset Dowel Diagram
CLUTCH
6-7
inch one-half total indicator reading.
In the case under consideration, use of too .007
rpair- will bring runout well within
the allowable limits of .008 inch or .000 inch minus
.007 inch offset dowels which equals .001 inch runout. Dowels must be used in pairs same pail
inch offset dowels
n ‘,mb,r.
3 ft install the dowel pins pair, remove the
chztch housing, after disconnecting and removing the
starting motor. Remove dowcl pins from the engine
mock. Select eccentric dowels pair which are avail’
able with the following amount of offset: .007" No.
1738347, .014" No, 1736348, .021’ NO. 1730353.
The amount of eccentricity of the dowel will pro
duce a total indicator reading change of double the
dowel eccentricity, therefore, select a pair of dowels
with the nearest to one-half of the total indicator runout of the bore. For runout total Indicator reading of
.012" through .02, use a .007" dowel No 1736347,
.022" through .034", use .014 dowel No. 1730348,
and .038" through .052", use .021" dowel No.
1726353.
4 Install both dowels with the slots parallel and
aligned in the direction to correct the bore ninout.
Slot indicates the direction of the maximum dowel
eccentricity. Both dowels must be inserted into the
engine block, up to the off-set shoulder.
5 Install and tighten clutch musing bolts to 50
foot-pounds. Remount dial indicator and re-measure
bore runout. Small corrections can be made by remov
ing the clutch housing if necessary aM turning the
dowels with a screwdriver to shift the housing and
bring the bore within limits.
Face Runout
1 Relocate the dial indicator Fig. 10 and rotate
the flywheel, using Tool C-771, if total indicator readis greater than .006 inch, note the amount of the
total indicator reading and the location of the lowest
indicator reading i.e., the point where the indicator
Fig. 10-Measuring Clutch Housing Face Runout
arm or follower is extended the furthest.
2 To correct excessive runout, place proper thick
ness shim stock between the clutch housing and en
gine block or between the transmission and the clutch
housing. After remeasuring face runout, tighten hous
ing bolts to 50 foot-pounds.
3 install clutch release bearing, fork, linkage and
transmission. Adjust clutch linkage.
STEAM CLEANING PRECAUTIONS
Since the clutch housing has provisions for ventila
tion, condensation from steam vapox tend to accumu
late on the internal clutch mechanism when the vehi
cle is steam cleaned. The facings of the disc will ab
sorb moisture, and the force exerted by the pressure
plate will bond the facings to the flywheel and/or,
the pressure plate, if the car is allowed to stand for
some time before use, if this condition occurs, it will
necessitate replacement of the disc assembly, fly
wheel and/or clutch assembly. Immediately after the
cl..ning operation, start engine and "slip the clutch"
in ord.r to dry off th, disc assembly, pressure plate,
and/or flywheel.
SPECIFICATIONS
MODEL APPLICATION
CLUTCH
CHRYSLER
Borg and Beck
1647
333 cu-in. standard
Make
Model
Engine Size
Tyansmission Type
Standard 3-Speed
Facing Type
Outside Diameter
MouEded Woven Asbestos
CLUTCH DISC
10½"
Thickness
.135"
Disc Springs number
Disc Spring Color
CLUTCH COVER
Pressure Springs number
Spring Color
Pedal
Free Play at fork end
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10
5 Green
-
6Tan
S Tan
12
bWhite
5/32"
6-8
CLUTCH
TIGHTENING REFERENCE
Clutch
Clutch
Clutch
Clutch
Housing to Engine Bolts
Cover to Flywheel Bolts
Pan Bolts
Fork Pivot Bolt
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POUNDS
INCH
FOOT
30
30
100
200
Flywheel Screws
Transmission to Clutch Housing Bolts
Torque Shaft Stud
..
POUNDS
FOOT INCH
55
50
40
GROUP 7
COOLING SYSTEM
CONTENTS
Page
GENERAL INFORMATION
SERVICE DIAGNOSIS
SERVICE PROCZDURES
1
.
SPECIFICATIONS
TIGHTENING REFERENCE
9
3
GENERAL INFORMATION
In order to provide satisfactory protection for the
wide variety of corporation models the cooling system
of each must be tailored to specific needs. To do this
effectively the Corporation offers three basic systems:
1. Standard
2. Air Conditioning
3. High Capacity
The standard system consists of a tube and spacer
type radiator, 14 psi radiator pressure cap, centrifugal
water pump, 18K thermostat, and a four or seven
blade fan hg. 1. See specifications for application.
The cooling system for air conditioned, clean air
package and trailer towing package cars generally re
quires a greater capacity radiator along with a fan
shroud. 16 psi radiator preuI cap, special centrif
ugal water pump larger fan, and thermostatically
controlled fan drive Fig. 2 in some installations.
See specifications for applications.
The high capacity system, available as optional
equipment to the standard car, is a combination of the
standard and air condittoning systems as necessary to
provide protection against overheating for unusually
severe operation requirements.
For internal cooling system protection each cooling
system is factory equipped with sufficient permanent
type anti-freeze for -2OF. protection. It is recom
mended that the coolant be changed annually to in
sure adequate anti-freeze and corrosion protection. In
areas where anti-freeze is not required, MOPAR rust
inhibitor or equivalent must be added to the water
coolant for nonnal corrosion protection. Air condi
tioned ca’s require year round protection vdth perm
anent type anti-freeze with a minimum of +15F
protection for summer operation and additional anti
freeze in the winter according to the prevailing
temperatures.
4 PA_ADE
IS INQI
FAN
I
SPACER
PULLEY
NY 72 5
Fig I-S$w,dard Fan fl.w.
NI79
Fig -Tb.rnaI Contro Fan Drive
SERVICE DIAGNOSIS
Condition
EXTERNAL LEAKAGE
possible Cause
a Loose hose clamp.
b Hose leaking.
C Leaking radiator.
Correction
-
Cd Worn or damaged water pump sear.
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Ce Loose core hole plug.
I Damaged asket. or dry gasket,
.ngln. has en stored.
a Replace the hose clamp.
b Replace the hose.
C Repair or replace the radLator as nec
essary.
Cd Replace the water pump seal and
impel er.
Ce Install new core hole plug.
0 Replace gaskets as necessary.
-
If
I
1-2
COOLING
Condition
INTERNAL LEAKAGE
Possible Cause
Correction
g Cylinder head bolts loose, or tightened g Replace the cylinder head gasket and
unevenly.
torque head in correct sequence.
h Clean the heater connections and
h Leak at heater connection.
replace the hoses and clamps if necessa ry.
Ci Leak at water temperature sending
Ci Tighten the water temperature send
unit.
ing unit.
j Leak at water pump attaching bolt.
Cj Tighten the water pump attaching
bolts to 30 foot-pounds.
k Leak as exhaust manifold stud.
k Seal and re-drive the stud.
Cl Cracked thermostat housing.
I Replace the thermostat housing.
Cm Dented radiator inlet or outlet tube.
Cm Straighten the radiator inlet or outlet
tube as necessary.
Cn Leaking heater core.
Cn Repair or replace the heater core.
o Cracked or porous water pump hous Co Replace the water pump assembly.
in g.
p Warped or cracked cylinder head.
Cp Replace the cylinder head.
Cq Cracked cylinder block.
q Replace the cylinder block.
Cr Sand holes or porous condition fl Cr Replace the cylinder block or cylinder
block or head.
head as necessary.
Cs Faulty pressure cap.
s Replace pressure cap.
Ct Loose or stripped oil cooler fittings.
Ct Tighten or replace as necessary.
a Install a new head gasket
a Faulty heady gasket.
b Refer to causes f, g, p, Cq, Cr and b Refer to corrections Cf, Cg, Cp, Cq, Cr
and Ct listed under External Leakage.
Ct listed under External Leakage.
Cc Crack in head into valve compart Cc Pressure test cooling system, replace
the cylinder head.
ment.
Cd Cracked valve port.
Cd Pressure test cooling system, replace
the cylinder head.
Ce Crack in block into push rod com Ce Pressure test cooling system, replace
the cylinder block.
partment.
Cf Cracked cylinder wall.
f Pressure test cooling system, replace
the cylinder block.
Cg Repair or replace the oil cooler.
g Leaking oil cooler.
POOR CIRCULATION
a Low coolant level.
Ca Fill radiator to correct level.
b Collapsed radiator hose. CA bottom Cb Replace the hose and spring.
hose with faulty spring may collapse
only at medium or high engine
speeds.
Cc Fan belt loose, glazed or oil soaked.
Cc Tighten or replace the fan belt as
necessary.
Cd Reposition hose clamps or replace the
Cd Air leak through bottom hose.
hose. Check radiator outlets for dents
or out-of-round.
Ce Replace the thermostat.
Ce Faulty thermostat
Cf Water pump impeller broken or loose Ct Replace the water pump impeller
assembly.
on shaft.
Cg Restricted radiator core water pas g Flush the radiator thoroughly or rod
out if necessary.
sages.
Ch Flush the engine cooling system
Ch Restricted engine water jacket.
thoroughly.
OVERHEATING
Refer to Causes and
Corrections listed under
"Poor Circulation"
a
b
Cc
d
Ce
Ct
g
Low coolant level.
Blocked radiator air passages.
Incorrect ignition timing.
Low engine oil level.
incorrect valve timing.
Inaccurate temperature gauge.
Restricted overflow tube.
Ch Faulty radiator pressure cap or seat.
Ci Frozen heat control valve.
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Fill radiator to proper level.
Blow out the radiator air passages.
Time the engine ignition system.
Add engine oil to the correct level.
Correct the engine valve timing.
Replace the temperature gauge.
Remove restriction from the overflow
tube.
Ch Replace the radiator cap. Clean or re
place seat.
Ci Free up the manifold heat control
valve.
Ca
Cb
Cc
Cd
Ce
Ct
Cg
COOLING
Condition
7-3
Correction
Possible Cause
j Dragging brakes.
Cm Faulty fan drive unit.
Cn Faulty temperature sending unit
Ci Adjust the brakes.
Ck Set at faster idle or stop engine.
I Thaw out cooling system, add antifreeze as required.
Cm Replace the fan drive unit.
Cn Replace the sending unit.
OVERFLOW LOSS
Refer to causes listed
under "Poor Circulation
and Overheating"
Ca Overfilling.
Cb Coolant foaming due to insufficient
corrosion inhibitor.
Cc Blown head gasket.
Cd Broken or shifted lower hose spring.
Ca Adjust coolant to the correct level.
Cb Flush the radiator and add MoPar
antifreeze or rust inhibitor as required.
Cc Replace the head gasket
Cd Replace lower hose.
CORROSION
Ca Use of water containing large con- Ca Use only clean soft water with in
hibitor.
centration of lime and minerals.
Cb Low coolant level.
Cb Fill the cooling system to the correct
level.
Cc Use antifreeze or rust inhibitor as
Cc Insufficient corrosion inhibitor.
required.
Cd Use of antifreeze for extended length Cd Drain and flush cooling system and
of time.
replace with new antifreeze.
Ce Failure to use corrosion inhibitor in Ce Flush radiator and refill with clean
summer.
soft water and rust inhibitor.
Ct Air leak at bottom radiator hose.
Cf Replace the hose and/or hose clamps.
TEMPERATURE TOO
Ca Faulty thermostat
Cb Inaccurate temperature gauge.
Cc Faulty temperature sending unit
Ca Replace the thermostat.
Cb Replace the temperature gauge.
Cc Replace the sending unit.
Ca Seal noisy.
Cb Bearing corroded.
Ca Add Water Pump Lube.
Cb Replace bearing, seal, and impeller.
k Excessive engine idling.
Cl Frozen coolant.
LOW-SLOW ENGINE
WARM UP
WATER PUMP NOISY
ACCESSORY BELT DRIVES
INSUFFICIENT ACCES
SORY OUTPUT DUE TO
BELT SLIPPAGE
Ca Belt too loose.
Cb Belt excessively glazed or worn.
a Adjust belt tension.
Cb Replace and tighten as specified.
BELT SQUEAL WHEN
ACCELERATING ENGINE
Ca Belt too loose.
Cb Belt glazed.
Ca Adjust belt tension.
Cb Replace belt.
BELT SQUEAK AT IDLE
Ca
Cb
Cc
Cd
Belt too loose.
Dirt and paint imbedded in belt.
Non-uniform belt.
Misaligned pulleys.
Ce Non-uniform
pulley.
BELT ROLLED OVER IN
GROOVE
BELT JUMPS OFF
groove
or
eccentric
Ca
Cb
Cc
Cd
Adjust belt tension.
Replace belt.
Replace belt.
Align accessories file brackets or use
spacers as required.
Ce Replace pulley.
Ca Broken cord in belt
Cb Belt not matched A/C.
Ca Replace belt.
Cb Install matched belt
Ca Belt too loose.
Cb Belts not matched A/C.
Cc Misaligned pulleys.
Ca Adjust belt tension.
Cb Install matched belt.
Cc Align accessories.
SERVICE PROCEDURES
THERMAL CONTROL FAN DRIVE
The thermal control drive Fig. 2 is a silicone fluid
filled coupling connecting the fan to the fan pulley. A
thermal spring on the drive face senses the heat from
the radiator and engages the drive for normal fan
operation when required.
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In case of engine overheating during slow vehicle
speed or idle operation, increase the engine speed to
approximately 1000 rpm in neutral gear. If the condi
tion is not corrected by increasing the engine speed,
replace the fan drive unit with a unit known to be
operating properly and test by operating the vehicle
1-4
COOLING.
under the same conditions. Replace the original drive
unit assembly if the trouble was corrected with the
test unit
WATER PUMP
Removal Fig. 3
I Drain the cooling system. Remove fan shroud ‘I
so equipped.
2 Loosen the power steering pump, Idler pulley
and alternator. Remove all belts.
3 Remove the fan, spacer and pulley. On Mr
Conditioning Models, remove the pulley from the
water pomp fan hub. Loosen all nuts from the fan to
remove the fan drive.
4 Remove the bolts attaching the water pump
body to the housing and remove the water pump.
Installation
CAUTION: Whe.i replacing the water pump do not
install a standard water pomp on any air conditioned
vehicl, except those equipped with trailer towing
packag, or vice verea. See specifications for proper
pomp.
1 Install the water pump body on the housing,
using a new gasket.
2 ghten the bolts to 30 foot-pounds. Install the
pulley, spacer and fan. On Air Conditioning Models,
assemble the fan to the fan drive and pulley, and
attach the assembly to the water pump.
3 Tighten the nuts to 15 foot-pounds. Install fan
shroud. Tighten belts as outlined in ‘Accessory Belt
Drives" Rim the engine, and test for leaks.
DisassomblyFIg. 3
1 Support the pump body on the hub and remove
the impeller by breaking the plastic away from the
metal insert Fig. 4.
2 Remove the impeller metal insert using a chisel
and hammer.
DOLT---
OUTlET ELSOW
1HfMO5TAT
-v"
WA5*1E
GASKET
PLUGS
/
-
/
TEMPERATURE
SENDING UNIT
BOLT AND LOCKWASPIER
,/
SHAFT AND
BEARJNG
SEAL
‘SiItQ4
/1
I
the shaft and bearing ass..nbly do not have to removed to service a leaking pump. The shaft *nd
hearing assembly should be very caralvliy inspected
to be sure the pump leak has not damaged the
bee ring.
a Remove the rubber portion of the shalt seal and
the spring.
4 Using.Tool CR753, remove the seal retainer
from the housing.
5 Remove the fan hub with Tool C-Mt
6 Support the body on the fan hub end and press
out the shaft and bearing assembly.
CAUTION; The shaft and hearing assembly can be
removed only in the direction described. If an attempt
is made to remove Hi. shaft in the opposite direction
damage to the water pomp body may result.
The bearing and hub assemblies removed from water
pumps for any reason should not be used again be
cause damag. to hearings and hub usually result dur
ing removal.
7 Clean all parts thoroughly Remove rust from
the housing with a wire brush.
Inspect the seS surface of the mpSler huô to sure it is free of nicks, burn. scratcties and rust. If
IMFrLLER
GASKET
BOLT AND
HOUSING
GASKET
4-Removing Picnic impeller and Metal Insan
AsnmblyFig. 3
‘I
I
Fig.
LOCrWASHER’
HOuSlNG
SLINC&
K233C
FIg.MyMopar.com
3-383 and 440 Cubic inch Enh,ine Water Pump
necessary remove these blemishes usins crocus cloth
WI S flat plate
1 Apply a thin coat of MoPar Perfect Seal Sealing
Compound, Part Number 1057794 or equivalent to
the seal pocket In the pump body.
2 With the pump housing supported at the hub
end, use a 1¾ inch 12 point socket to apply pnssure
against the outer lip of the seal retainer and press the
seal assembly Into the body until the retainer lip is
against the pump body.
COOLING
3 With the slinger ring in position on the long
end of the pump shaft approximately ‘/s inch from
the hearing assembly start the shaft and hearing as
semhly into the fan hub end of the pump body bore.
4 Use a 1¼ inch 12 point socket and support the
pump body at the seal end. With Tool C-3468 posi
tioned against the outer bearing race, press the shaft
and bearing into the pump body so the end of the
bearing is exactly flush with the end of the pump
body.
5 While supporting the pump on the impeller end
of the shaft, press the fan hub onto the shaft flat
surface out so that shaft extends 11/32 inch through
the fan hub.
6 Support the pump on the fan hub end of the
shaft and position the new impeller on the pump shaft
blade portion up. Using a tool that will press against
the impeller insert only, press the impeller onto the
shaft until it is flush with the end of the shaft.
RADIATOR
Removal
1 Drain the cooling system.
2 On vehicles with automatic transmission, dis
connect the oil cooler lines at the radiator bottom
tank.
3 Remove the upper and lower radiator hoses
using pliers Tool C-3250.
4 On vehicles with a fan shroud, remove the
lower half of the fan shroud.
5 Remove the radiator attaching screws.
6 The radiator can now be lifted free from the
engine compartment. Care should be taken not to
damage the radiator cooling fins or water tubes dur
ing the removal. Fan damage should be avoided.
Installation
1 Slide the radiator down into position behind the
radiator support and install the attaching bolts.
2 Install the fan shroud, connect the hoses, and
connect the transmission oil cooler lines.
3 Fill the cooling system to 1¼" below the filler
neck seat with water and rust inhibitor or water and
anti-freeze, as required. After warm-up, re-check
coolant level.
4 On vehicles with automatic transmissions,
measure the transmission oil level after warm-up and
add oil as required.
Cleaning
1 Drain the cooling system and refill with clean
50FF water and add the contents of one can No. 1
top-compartment of MoPar Cooling System Cleaner
or equivalent.
2 Operate the engine at a fast idle for ½ to ¾
hour.
3 Drain the cooling system and refill with clean
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1-5
water.
4 Pour the conditioner No. 2 bottom-compart
ment into the radiator and run engine for ten
minutes.
5 Flush the entire cooling system until the water
runs clean.
6 Refill the radiator with clean 50FF water.
7 Use Radiator Rust Inhibitor during the summer
months.
TRANSMISSION OIL COOLER
The transmission oil cooler is located in the bottom
radiator tank, which is an integral part of the
radiator.
In case of a leak, the engine coolant may become
mixed with the transmission fluid, also, the transmis
sion fluid may enter the cooling system. Both the
cooling system and the transmission should be in
spected in the event the cooler is leaking.
Testing Oil Cooler for Leaks
1 Disconnect both oil cooler lines at the radiator.
2 Connect a pressure gauge to one cooler connec
tion and a shut off valve to the other. Close the valve.
3 Connect a source of air pressure to the valve.
4 Coat all fittings with oil.
5 Open the valve and apply up to 100 psi air
pressure. Oil bubbles will identify any fitting joint
leaks. Repair all joint leaks.
6 Close the valve. The gauge reading will then
drop if the cooler is leaking inside of the lower radi
ator tank.
Repairing the Oil Cooler
1 Remove the radiator from the vehicle.
2 Remove the radiator lower tank.
3 Melt the soft solder holding the cooler to the
tank.
4 Remove the stamped retainer nuts holding the
cooler fittings to the bottom tank and remove the
cooler.
5 Install a new cooler or repair the old cooler with
silver solder and reinstall as follows:
6 Position the oil cooler in the bottom tank and
install the stamped retainer nuts on the oil cooler
fittings.
7 Use soft solder to secure the cooler in the tank.
8 Attach the bottom tank to the radiator using
soft solder.
9 Install the radiator as described in Paragraph
"RadiatOr."
10 Fill the cooling system and test for leaks.
If the transmission operates properly after repair
ing the leak, drain the transmission and torque con
verter while hot, remove the transmission oil pan and
inspect for sludge, rust, dirty or plugged inlet filter, If
none of these conditions are found reconditioning
may not be necessary. Reassemble the transmission.
7-6
COOLING
Fill the transmission using Transmission Fluid, AQATE, Suffix "A."
REVERSE FLUSHING THE COOLING SYSTEM
Reverse flushing of the cooling system is the forc
ing of water through the cooling system, using air
pressure, in a direction opposite to that of the normal
flow of water.
Flushing Cylinder Block
1 Drain the radiator and remove the hoses at the
radiator.
2 Remove the thermostat and reinstall the ther
mostat housing.
3 Install flushing gun, Tool C-3514 or other suit
able flushing gun to the inlet hose.
4 Connect the water hose of the gun to a pressure
water source and the air hose of the gun to a pressure
air source.
5 Turn on the water, and when the cylinder block
is filled, turn on the air in short blasts.
6 Allow the cylinder block to fill between the
blasts of air.
7 Continue this procedure until the water runs
clean. Test the thermostat and if satisfactory, rein
stall; otherwise, replace, using a new housing gasket.
8 Refill the cooling system and test for leaks.
Reverse Flushing the Radiator
1 Drain the cooling system and remove the hoses
from the engine.
2 Install a flushing gun, Tool C-3514, or other
suitable flushing gun in the radiator lower outlet.
3 Fill the radiator and turn on the air in short
blasts.
CAUTION: Do not apply more than 15 psi pressure
when pressure flushing a radiator, as damage to the
radiator may result.
4 Continue this procedure until the water runs
clean. Refill the cooling system.
5 Run the engine and test for leaks.
THERMOSTAT
The thermostat is actuated by a pellet containing a
copper-impregnated wax Fig. 5. As the temperature
of the pellet increases, the wax expands and opens the
valve. A 180° thermostat is standard equipment.
If the thermostat does not close completely when
cold, the engine will warm up slowly or not at all, and
heater performance may also be impaired. Poor
heater performance may also be due to the valve
opening at too low a temperature. Too high a valve
opening temperature or a valve that will not open can
cause overheating.
Removal
1 Drain the cooling system down to the thermo
state level or below.
2 Remove the upper radiator hose from the
thermostat housing using pliers Tool C-3250.
3 Remove the thermostat housing bolts and re
move the thermostat and housing.
Testing Thermostat
1 Visually inspect the thermostat to make sure
the valve closes tightly. If the valve does not close
completely due to dirt, sand or other foreign material,
carefully clean the sealing edge making sure the seal
ing edge is not damaged. If the valve does not close
tightly when clean, install a new thermostat.
2 Immerse the thermostat in a container of warm
water so that the pellet of the thermostat is complete
ly covered. The pellet must not touch the bottom or
sides of the container.
3 Heat the water and stir it continuously to in
sure uniform temperature and test the water
temperature with a thermometer at the point when a
.003" feeler gauge can be inserted into the valve
opening. The feeler gauge should pass freely into the
valve opening at a water temperature of 175° to
185°F. If outside of this range, replace the thermo
stat.
4 Continue heating the water to approximately
200°F. The thermostat valve should be fully open at
this temperature. If it is not, replace the thermostat.
GASKET
VtNT
PELLET
NK533
Fig. 5-Thermostat
MyMopar.com
64
Fig. 6-Radiator Pressure Cap
x
186
COOLING
Installation
1 Using a new gasket, position the thermostat so
the pellet end is toward the engine and attach with
bolts through the thermostat housing.
2 If removed, reinstall or replace the upper hose
using Tool C-3250.
3 Fill the cooling system to 1¼ inches below the
filler neck with water and rust resistor or water and
antifreeze.
RADIATOR HOSES
The hoses are removed and installed using hose
clamp pliers Tool C-3250.
A hardened, cracked, swollen or restricted hose
should be replaced.
The reinforcement spring inside the lower hose is
necessary to prevent collapsing of the hose due to
suction at medium or high engine speeds. If this
spring is weak or broken, it should be replaced.
RADIATOR PRESSURE CAP
Radiators are equipped with a 14 psi cap, as stand
ard equipment and 16 psi with air conditioning, C.A.P.
equipped and trailer towing package Fig. 6. Always
note the identification number on the cap when re
placing.
WARNING: When removing the pressure cap, turn
counterclockwise to the stop, permitting the built-up
pressure to escape through the overflow tube. This
will prevent the hot water from spraying out of the
radiator filler opening.
TESTING THE RADIATOR CAP
Select the short neoprene seal and metal adapter
from the kit, Tool C-3499. Slip the seal on the tube at
the bottom of the instrument. Attach either end of
the short adaptor to the instrument. Dip the pressure
cap in water and apply the cap to the end of the
adapter. Working the plunger Fig. 7, bring the
pressure to 14 pounds on the gauge. If the pressure
cap fails to hold the pressure within a range of 12 to
15 pounds, replace the cap with a new tested cap.
If the vehicle is equipped with air conditioning, the
cap should test between 15 to 16 psi.
The brass vent valve at the bottom of the cap
should hang freely. If the rubber gasket has swollen
and prevents the valve from hanging loosely, replace
the cap.
PRESSURE TESTING THE COOLING SYSTEM
1 Wipe the radiator filler neck sealing seat clean.
The water level should be ½ inch below the neck of
the radiator.
2 Attach the tester, Tool C-3499 to the radiator
Fig. 8 and apply 15 pounds pressure. If the pressure
drops inspect all points for external leaks.
WARNING: Pressure builds up fast. Any excessive
amount of pressure built up by continuous engine
operation, must be released to a safe pressure point.
NEVER PERMIT PRESSURE TO EXCEED 15 LBS.
3 If there are no external leaks, after the gauge
dial shows a drop in pressure, detach the tester and
run the engine to operating temperature in order to
open the thermostat and allow the coolant to expand.
Re-attach the tester and pump to 7 lbs. pressure while
the engine is running. Race the engine, and if the
needle on the dial fluctuates it indicates a combustion
leak, usually a head gasket.
4 Remove the wires from the spark plugs on one
bank and operate the engine on the opposite bank. If
the needle continues to fluctuate it indicates a leak on
the bank still in operation. If the needle ceases to
fluctuate, the leak is in the bank, the combustion has
been released from.
5 If the needle on the dial does not fluctuate, race
the engine a few times and if an abnormal amount of
water emits from the exhaust system at the tail pipe,
it may indicate a leak that can be a faulty head
gasket, cracked engine block, or the cylinder head
near the exhaust ports.
6 If pressure test of the cooling system holds the
pressure as outlined, then there is no leak, however,
PRESSURE CAP
ADAPTER
TOOL
KP 146
Fig. 7-Testing Pressure Cap
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7-7
Fig. 8-Pressure Testing Cooling System
COOLING
7-8
there may be internal leaks which can be determined
by removing the oil dipstick and if water globules
appear intermixed with the oil it will indicate a serious
internal leak in the engine. If there is an internal leak,
the engine must be disassembled, the leak located
and necessary new parts installed.
ENGINE WATER TEMPERATURE GAUGE
For removal, installation and testing procedures of
the water temperature sending and receiving units,
refer to "Gauges," Group 8, "Electrical."
ACCESSORY BELT DRIVES
PROPER BELT TENSION
The satisfactory performance of the belt driven ac
cessories Fig. 9 depends on the maintenance of the
proper belt tension. There are two methods by which
belt tensions can be properly established. "The
Torque Method" and "The Belt Deflection Method."
If the specified tensions are not maintained, belt slip
page may cause engine overheating, lack of power
steering assist, loss in air conditioning capacity, re
duced belt life. To avoid any such adverse effects, the
following service procedure should be followed:
Adjust all belts to the specified "belt in use" ten
sion at new vehicle preparation. The new belt tension
specifications should be used on all belt replacement,
and the above procedure followed thereafter.
Torque Method
All alternator and power steering pump belts can
be adjusted to the specified tension by use of a torque
wrench. The power steering belts are tightened by
using Tool C-3832 and torque wrench Tool C-3005.
The alternator belts are adjusted by using a special
Tool C-3841 and torque wrench Tool C-3005.
The special tool should be hooked at the heavilyribbed section of the alternator rectifier end shield.
Other belts can also be tightened by this method if
the adjusting bracket has a square hole. To tighten
belts by the torque method, loosen all mounting bolts
and apply the specified torque to the accessory or
idler. Tighten all mounting bolts while the torque is
applied to the accessory. If it is not possible to use the
torque wrench because of clearance, use an
extension.
Belt Deflection Method
All belts can also be adjusted by measuring the
defletion of the belt at the mid-point between two
pulleys under a five-pound push or pull. A small
spring scale can be used to establish the five-pound
load. See Figure 9 for correct location at which to
measure deflection.
This method should be used only when it is not
possible to use the torque method. To adjust the belts
by the deflection method, loosen all mounting bolts
and use a bar to apply tensions to the belts being
careful not to damage the accessory. A ½ inch square
drive hinge handle can be used if the accessory has a
square hole. Tighten the mounting bolts and test the
deflection. See Specifications. It may be necessary to
repeat this procedure several times to establish the
correct tension.
Any belt that has operated for a minimum of a
half-hour is considered a "belt in use."
NK4S1
Fig. 9-Bolt Ddlection Locations
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COOLING
7-9
SPECIFICATIONS
Size
Water Pump
Impeller
Box Diem- No.
DiamShroud eter Blades Width Ratio Drive Spacer eter Blades
-
None
18"
4
2"
.95
Solid
*
*
*
*
*
*
Yes
18½"
18"
N/A
18½"
N/A
18½"
18"
7
7
N/A
7
N/A
7
7
2½"
-
Engine
Newport
383-2 BBI.
&
383-4 BBl.
Transmission
Options
2 BBI. only
Automatic
CAP.
3-Speed Manual
2 BBI. only
Automatic
Trailer Tow
3-Speed Manual
Automatic
3-Speed Manual
Automatic
Automatic
None
Automatic
CAP.
A/C
Automatic
Automatic
A/C & C.A.R
A/C&C.A.P.
Trailer Tow
300 & N.Y. None
383 or 440
CAP.
A/C
A/C & CAR
Imperial
FAN
Pres- Cool- sure ant
Cap Capaci
PSI
ty
3-Speed Manual
None
A/C
440
Oil
Cooler
Trailer Tow
None
C.A.P.
A/C
A/C&C.A.P.
Trailer Tow
-
Automatic
Automatic
3-Speed Manual
383 only
Automatic
3-Speed Manual
Automatic
3-Speed Manual
Automatic
3-Speed Manual
Automatic
Automatic
Automatic
Automatic
Automatic
Automatic
N/A
10"
-
10"
N/A
10"
N/A
10"
12"
*
12"
12"
12"
12"
12"
None
Yes
18"
18½"
4
7
2"
2½"
*
*
*
*
*
*
*
*
18"
None
*
N/A
Yes
N/A
Yes
*
14
16**
*
*
*
*
None
1.72"
N/A
None
N/A
None
1.72"
*
*
16
*
*
*
*
*
N/A
3.67"
N/A
3.67"
4.38"
N/A
6
N/A
6
10
1.72" 4.38"
1.4
Solid
1.72" 4.38"
Torque None 4.38"
Thermal None 3.67"
10
10
6
N/A
16
N/A
16
16
14
16
16
*
*
*
*
*
*
*
*
7
2¼"
.95
Solid
1.72"
4.38"
10
16
*
18"
4
2"
.95
Solid
1.72" 4.38"
10
14
16**
*
*
*
*
*
*
*
*
*
Torque None 4.38"
10
16
*
*
*
*
*
N/A
3.67"
N/A
3.67"
438"
4.38"
N/A
6
N/A
6
10
10
N/A
16
N/A
16
16
14
*
*
*
3.67"
6
16
*
.95
*
*
N/A
16**
N/A
j7**
*
16**
*
17**
18½"
7
2½"
*
*
*
*
N/A
18V2"
N/A
18½"
5"
18"
18½"
N/A
7
N/A
7
7
4
7
N/A
2½"
N/A
2½"
2¼"
2"
2½"
*
*
*
*
N/A N/A
N/A
1.4 Thermal None
N/A N/A
N/A
1.4
Thermal None
.95 Solid
1.72"
*
Solid
1.72"
*
Torque None
1.4
Thermal *
*
*
*
*
*
*
*
*
*
*
*
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
Yes
N/A
Yes
*
Yes
*
*
*
N/A
17**
N/A
17**
*
17
*
+ All 440 engines with automatic transmission use a 12" oil cooler.
Add 1 quart for heater, and additional 11/2 quarts for rear seat heater.
*
Single asterisk designates same as above
**
ACCESSORY BELT DRIVES
TORQUE METHOD
Torque Ft. Lbs. to be applied to components
USED BELT*
383-440
Cu. In
Power Steering Bracket
Solid Bracket
Self Tightening
Alternator
55
45
40
With Air Conditioning
40
Without Air Conditioning
30**
A/C Idler Bracket
Fan Idler
*Any belt that has operated for a minimum of a half-hour is considered to be used.
**RB" Engine only.
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.
....
.
-
*
Yes
N/A
10"+
N/A
10"+
12"
12"
12"
12"
12"
N/A
2"
N/A
2½"
N/A
2½"
2¼"
Torque
Solid
N/A N/A
1.4 Thermal
N/A N/A
1.4 Thermal
.95 Solid
*
*
10
*
NEW BELT
383-440
Cu. In.
45
60
60
40**
1-10
COOLING
BELT DEFLECTION METHOD
Deflection Inches to be Applied at Midpoint of Belt Segment Under a 5 Pound Load
ALL MODELS
Accessory
USED BELT
NEW BELT
Power Steering
Fan Belt-Idler
Alternator-Without A/C*
With A/C*
*A/C_Air Conditioning
MyMopar.com
3/16
/8
¼
¾
3/16
1/16
½
¼
1
GROUP 8
ELECTRICAL
CONTENTS
Page
ALTERNATOR AND
VOLTAGE REGULATOR
BATTERY
HEADLIGHTS
HORNS
IGNITION SYSTEM
16
47
68
35
.
INSTRUMENTS AND INDICATORS
SPECIFICATIONS
STARTING MOTOR
TURNSIGNALS
WINDSHIELD WIPERS
WIRING DIAGRAMS
Page
50
68
5
58
62
74
BATTERY
INDEX
Page
3
1
1
3
Adjustment of Acid Gravity
Battery Testing Chart
Battery Visual Inspection
Charging the Battery
High Rate Discharge Test of Battery Capacity
Specifications
Specific Gravity Test
Page
3
68
BATTERY TESTING CHART
Hydrometer Test
Corrected to 80°F.
LESS THAN 1.220
SP. CR.
State of
Charge or
Battery Condition
Correction
Battery low.
Recharge battery. Make a high rate dis
charge test for capacity. If cells test O.K.,
recharge and adjust gravity of all cells
uniformly. Test voltage regulator setting.
Thoroughly test electrical system for short
circuits, loose connections and corroded
terminals.
CELLS SHOW MORE
THAN 25 POINTS .025
Specific Gravity
VARIATION
Short circuit in low cell.
Try to recharge the battery. See "Charg
Loss of electrolyte by leakage or exces- ing the Battery." See "Adjustment of Acid
sive overcharge.
Gravity." Test battery for capacity. Install
new battery if necessary.
CELLS SHOWING MORE
THAN 1.220 SPECIFIC
GRAVITY.
Improper addition of acid.
Natural or premature failure.
Cracked case.
Satisfactory.
Cranking Test
IFTHE VOLTAGE DROP IS
MORE THAN 0.3 VOLTS
3/10 BETWEEN THE
STARTING MOTOR
CABLE AND THE
VEHICLE FRAME WHILE
CRANKING LOOK FOR:
Possible Cause
Correction
Poor contact between cable terminal and Locate high resistance: repair or replace
vehicle frame or between cable clamp as necessary.
terminal and battery post or starter
switch contacts. Frayed, corroded or
broken cable.
No correction required make a high rate
discharge capacity test, if cells test O.K.,
adjust gravity of all cells uniformly.
SERVICE PROCEDURES
BATTERY VISUAL INSPECTION
1 Protect paint finish with fender covers.
2 Disconnect battery cables at battery.
3 Remove battery hold-down clamp and remove
battery from vehicle,
4 Inspect battery carrier and fender side panel
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for damage caused by loss of acid from battery.
5 Clean top of battery with a solution of clean
warm water and baking soda. Scrub areas with a stiff
bristle brush being careful not to scatter corrosion
residue. Finally wipe off with a cloth moistened with
ammonia or baking soda in water.
8-2
ELECTRICAL-BATTERY
CAUTION: Keep cleaning solution out of battery cells
to eliminate weakening the electrolyte.
6 Inspect cables. Replace damaged or frayed
cables.
7 Clean battery terminals and inside surfaces of
clamp terminals with Cleaning Tool MX-75.
8 Examine battery case and cover for cracks.
9 Install battery.
10 Tighten battery hold-down screw nuts to 3
foot-pounds torque.
Observe polarity of battery terminals to be sure the
battery is not reversed.
11 Connect cable clamps to battery posts and
tighten securely. Coat all connections with light min
eral grease or petrolatum after tightening.
12 11 electrolyte level is low, fill to recommended
level with mineral-free water.
SPECIFIC GRAVITY TEST
A hydrometer Tool 40-B is used to measure specific
gravity of electrolyte in battery cells. This gives an
indication of how much unused sulphuric acid re
mains in the solution.
A hydrometer should be graduated to read from
1.160 to 1.320, in graduations of .005 specific gravity.
Graduated markings should be not less than 1/16 inch
apart and accurate to within .002 specific gravity.
Graduated portion of stem should be about two inches
long. Clearance between float and glass barrel, at
smallest diameter, should be a minimum of ½"
around all sides and barrel must be clean.
Hydrometer floats are calibrated to indicate cor
rectly only at one fixed temperature.
Liquid level of battery cell should be at normal
height and electrolyte should be thoroughly mixed
with any battery water which may have just been
added by charging battery before taking hydrometer
readings. See "Adjustment of Acid Gravity."
In reading a hydrometer, the gauge barrel must be
held vertically and just right amount of fluid be
drawn up into gauge barrel with pressure bulb fully
expanded to lift float freely so it does not touch the
sides, top or bottom of the barrel. Take a reading with
eye on level with liquid level in the gauge barrel. DO
NOT TILT hydrometer.
Specific gravity of battery electrolyte strength or
density varies not only with the quantity of the acid
in solution but also with temperature. As temperature
increases, the volume of the electrolyte expands and
specific gravity is reduced. As temperature drops,
electrolyte contracts and specific gravity increases.
Specific gravity variations caused by temperatures
must be considered in the analysis of the battery,
otherwise specific gravity readings will not give a true
indication of state of charge.
Use a battery immersion type thermometer of the
mercury-in-glass
type, having a scale reading as high
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as 125° F and designed for not over a 1-inch bulb
immersion. A suitable dairy type thermometer may
prove satisfactory for the purpose.
Draw electrolyte in and out of the hydrometer bar
rel several times to bring the temperature of the hy
drometer float to that of the acid in the cell and then
measure the electrolyte temperature in the cell.
The temperature correction in specific gravity
reading at 80° Fahrenheit is zero. Add .004 specific
gravity points for every 10° degrees over 80° F. and
subtract .004 specific gravity points for every 10 de
grees under 80° F. All readings must be corrected to
80 degrees Fahrenheit. Refer to Figure 1 and exam
ples one and two as follows:
Example 1Hydrometer Reading
1.260
Temperature
20
Fahrenheit
Acid
degrees
Subtract Specific Gravity
024
Correct Specific Gravity is
1.236
Example 2Hydrometer Reading
1.255
Temperature
100
degrees
Fahrenheit
Acid
Add Specific Gravity
008
Corrected Specific Gravity is
1.263
A fully charged relatively new battery has a specif
ic gravity reading of 1.260 plus .015 minus .005 all
batteries for use in temperature climates.
T.mp.raturo
F.
160
150
‘40
130
120
110
‘00
90
50
70
60
so
40
30
20
Ia
Orovily Poin
t. Add sq
Subead
+32
+20
+25
+26
+24
+22
±20
+15
+16
+14
+12
+10
+5
+6
+4
+2
0
-2
-4
-6
S
-10
-12
-14
-16
-15
-20
-22
-24
-26
-25
HK 525
Fig. 1-HydrometerRending Correction Chart
BATTERY-ELECTRICAL
8-3
ADJUSTMENT OF ACID GRAVITY
Hydrometer floats usually are not calibrated below
about 1.160 specific gravity and cannot indicate the
condition of a battery in a very low state of charge.
Therefore, it may be necessary to give the battery
several hours charge before a hydrometer reading
will indicate that the battery is taking a charge.
If the specific gravity of all cells are not within .015
points of specified value, corrected to 80°F, at the end
of a full charge, remove some of the electrolyte with
hydrometer and add a like amount of distilled water
to reduce the gravity if too high, or add 1.400 Specific
Gravity acid to raise specific gravity, if too low. Con
tinue the charge so as to give the electrolyte a chance
to mix and then read the gravity after another hour
of charge to note the effect of the additions. Continue
this adjusting procedure until gravity is brought to
the desired value by charging for one hour after each
adjustment.
Never adjust the specific gravity of any battery cell
which does not gas freely on charge. Unless electro
lyte has been lost through spilling or leaking, it
should not be necessary to add acid to a battery dur
ing its life. Acid should never be added unless one is
certain that the cell will not come up to normal gravi
ty by continued charging. Always make the tempera
ture correction for hydrometer readings, as warm
electrolyte will read low and this might be mistaken
for failure of the battery to rise normally in gravity. It
could also be falsely concluded that the battery would
not take a full charge.
HIGH RATE DISCHARGE TEST OF
BATTERY CAPACITY
Satisfactory capacity tests can be made only when
battery equals or exceeds 1.220 specific gravity at 80
degrees Fahrenheit. If the reading is below 1.220 the
battery should be slow charged until fully charged in
order to secure proper test results.
Test Procedure
1 Turn control knob of Battery-Starter-Tester to
OFF position.
2 Turn Voltmeter Selector Switch to the 16 volt
position on test units so equipped.
3 Connect test ammeter and voltmeter positive
leads to battery positive terminal. Connect ammeter
and voltmeter negative leads to battery negative ter
minal Fig. 2.
The voltmeter clips must contact the battery posts
or cable clamps and not the ammeter lead clips.
4 Turn control knob clockwise until ammeter
reading is equal to three times the ampere hour rat
ing of the battery.
5 Maintain this load for 15 seconds; the voltmeter
should read 9.5 volts or more, which will indicate that
the battery has good output capacity.
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SLACK
NY83ZA
Fig. 2-HighRate Discharge Test
6 After the 15 second test, turn Battery-StarterTester control knob to the OFF position.
If the voltage in the "High Rate Discharge Test"
was under 9.5 volt, the battery should be test charged
to determine whether the battery can be satisfactorily
charged.
Charging the Battery
Three Minute Charge Test Fig. 3
This test should not be used if battery temperature
is below 60 degree F.
1 Connect Battery Charger positive + lead to
the battery positive terminal and negative - lead to
battery negative terminal.
IMPORTANT: Be sure of correct polarity when charg
ing batteries.
2 Trip the Battery Charger Power Switch to ON
position. Turn timer switch past three minute mark
then back to the three minute mark.
3 Adjust Battery Charger Switch to highest pos
sible rate not exceeding 40 amperes.
4 When timer switch cuts off at the end of 3
minutes, turn timer switch back to fast charge.
5 Use the 16 volt scale of the Battery Starter
Tester and measure total voltage of battery posts
while battery is being fast charged. If total voltage
during charge exceeds 15.5 volts, battery is sulphated
and should be cycled and slow-charged until specific
gravity reaches 1.260 See "Slow Charging".
A slow charge is preferable to bring the battery up
to a full charge.
If specific gravity remains constant after testing
battery at one hour intervals for three hours, battery
is at its highest state of charge.
6 Make another capacity test. If capacity test does
not meet specifications, replace battery.
8-4
ELECTRICAL-BATTERY
I
NY 838A
Fig. 3-Three Minute Charge Test
Fast Charging the Battery Fig. 4
If adequate time for a slow charge is not available,
a high rate FAST charge is permissible and will give
a sufficient charge in one hour enabling the battery
and alternator to continue to carry the electrical load.
Connect Battery Charger positive + lead to bat
tery positive terminal and negative lead to bat
tery negative terminal. If battery is not removed from
vehicle, BE SURE ignition switch is turned off and all
electrical accessories are turned off during charging.
CAUTION: The battery can be damaged beyond re
pair unless the following precautions are taken:
1 Battery electrolyte temperature must NEVER
exceed 125 degrees Fahrenheit.
If this temperature is reached, battery should be
cooled by reducing charging rate or remove battery
from the circuit.
2 As batteries approach full charge electrolyte in
each cell will begin to gas or bubble. Excessive gas
sing must not be allowed.
3 Do not fast charge longer than one hour.
If battery does not show a significant change in
specific gravity after one hour of "FAST" charge, the
slow charge method should be used.
Remember to use temperature correction when
checking specific gravity.
The manufacturers of high rate charging equip
ment generally outline the necessary precautions and
some models have thermostatic temperature limiting
and time limitiing controls.
WARNING: When batteries are being charged an ex
plosive gas mixture forms beneath the cover of each
cell. Do not smoke near batteries on charge or which
have recently been charged. Do not break live circuits
at the terminals of the batteries on charge. A spark
will occur where the live circuit is broken. Keep all
open flames away from the battery.
Slow Charging Batteries
Fig. 4-Fast Charging the Battery
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Many discharged batteries can be brought back to
good condition by slow charging; especially batteries
that are suiphated.
Battery should be tested with a hydrometer and a
record kept of the readings taken at regular intervals
throughout the charge. When a cell has a specific
gravity reading that is 25 points .025 or more below
other cells, that cell is faulty and battery should be
replaced.
Safe slow charging rates are determined by allow
ing one ampere per positive plate per cell. Proper
STARTER-ELECTRICAL
slow charging rate would be 4 amperes for a 48 am
pere hour battery; 5 amperes for a 59 ampere hour
battery; and 6 amperes for a 70 ampere hour battery.
Rate of charge for a normally discharged battery is
one ampere per positive plate per cell.
The average length of time necessary to charge a
battery by the slow charge method at normal rates is
from 12 to 16 hours, however, when a battery contin
ues to show an increase in specific gravity, battery
charge should be continued even if it takes 24 hours
or more.
Watch the temperature of batteries carefully and if
the temperature of any one of them reached 110°F.,
lower the charging rate.
Battery wifi be fully charged when it is gassing
freely and when there is no further rise in specific
gravity after three successive readings taken at hour
ly intervals. Make sure hydrometer readings are cor
rected for temperature.
The rate of charge for a sulphated battery should
more than ½ the normal slow charge rate.
be no
MyMopar.com
8-5
Many sulphated batteries can be brought back to a
useful condition by slow charging at half the normal
charging rate from 60 to 100 hour& This long charg
ing cycle is necessary to reconvert crystalline lead
sulphate into active materials.
Batteries that are sulphated have the following
characteristics:
1 Battery temperature tends to increase rapidly
while charging.
2 Gravity under charge increases very slowly or
not at all.
3 Battery will gas excessively under normal
charging rate.
4 Excessive voltage required to obtain normal
charging rate.
When a battery takes a full charge, but is returned
several times in need of a recharge, check for a
cracked cell partition with a syringe to provide air
pressure; bubbles will appear in an adjacent cell if a
crack is present.
81452697
REDUCTION GEAR STARTER
INDEX
Amperage Draw Test
Armature Testing
Assembling the Starter
Brushes and Springs Replacement
Bushings Replacement
Cleaning the Starter Parts
Disassembly
Field Coils Replacement
Field Coils Testing
General Information
Ground Circuit Test
Insulated Circuit Test
Installing the Starter
Removing the Starter
Page
11
14
11
12
11
8
12
11
5
8
7
16
8
Replacement of Brushes and Springs
Resistance and Current Draw Testing
Starter Clutch Unit Servicing
Service Diagnosis
Servicing the Bushings
Servicing the Starter Clutch Unit
Specifications
Starter Amperage Draw Test
Starter Ground Circuit Test
Starter Resistance Test
Starter Insulated Circuit Test
Testing the Starter Bench Test
Testing Armature
Testing Field Coils for Ground
. .
Page
8
8
7
GENERAL INFORMATION
The starter has an armature-to-engine crankshaft
ratio of 45 to 1: a 3.5 to 1 reduction gear set is built
into the ctarter assembly, which is housed in an
aluminum die casting, Fig. 1. The starter utilizes a
solenoid shift device, the housing of the solenoid is
integral with the starter drive end housing.
SERVICE DIAGNOSIS
Condition
STARTER FAILS TO
OPERATE
Possible Cause
a Weak battery or dead cell in battery.
b
c
Cd
e
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Correction
a Test specific gravity. Recharge or re
place battery as required.
Ignition switch faulty.
b Test and replace switch if necessary.
Loose or corroded battery cable ter Cc Clean terminals and clamps, replace
minals.
if necessary. Apply a light film of pet
rolatum to terminals after tightening.
Open circuit, wire between the igni Cd Inspect and test all the wiring.
tion-starter switch and ignition ter
minal on starter relay.
Inoperative clutch unit
Ce Replace clutch unit.
8-6
ELECTRICAL-STARTER
Condition
Possible Cause
Cf Faulty starting motor.
g Armature shaft sheared.
h Open solenoid pull-in wire.
STARTER FAILS AND
LIGHTS DIM
f Test and repair as necessary.
Cg Test and repair.
h Test and replace solenoid if neces
sary.
a Weak battery or dead cell in battery.
b
Cc
Cd
Ce
a Test for specified gravity. Recharge
or replace battery as required.
Loose or corroded battery cable ter b Clean terminals and clamps, replace
minals.
if necessary. Apply a light film of pet
rolatum to terminals after tightening.
Internal ground in windings.
c Test and repair starter.
Grounded starter fields.
Cd Test and repair starter.
Armature rubbing on pole shoes.
Ce Test and repair starter.
STARTER TURNS, BUT
PINION DOES NOT
ENGAGE
Ca Starter clutch slipping.
b Broken teeth on flywheel drive gear.
STARTER RELAY DOES
NOT CLOSE
Ca Battery discharged.
Cb Faulty wiring.
RELAY OPERATES BUT
SOLENOID DOES NOT
a Faulty wiring.
SOLENOID PLUNGER
VIBRATES BACK AND
a Battery low.
FORTH WHEN SWITCH
IS ENGAGED
Cerr.cti.n
Ca Replace clutch unit.
bY Replace flywheel ring gear. Inspect
teeth on starter clutch pinion gear.
Cc Pinion shaft rusted, dirty or dry, due Cc Clean, test and lubricate.
to lack of lubrication.
a Recharge or replace battery.
b Test for open circuit, wire between
starter relay ground terminal post and
neutral starter switch Cautomatic
transmission only. Also test for open
circuit; wire between ignition-starter
switch and ignition terminal and start
er relay.
Cc Neutral starter switch on automatic Cc Test and replace the switch if neces
transmission faulty.
sary.
Cd Starter relay faulty.
Cd Test and replace if necessary.
Ca Test for open circuit wire between
starter-relay solenoid terminal and
solenoid terminal post.
b Faulty solenoid switch or connections. Cb Test for loose terminal connections
between solenoid and starter field.
Cc Solenoid switch contacts corroded.
Cc Test and replace solenoid if neces
sary.
Cd Broken lead or a loose soldered con Cd Test and replace solenoid if neces
nection inside solenoid switch Cbrush
sary.
holder plate.
b Faulty wiring.
Ca Test for specific gravity of battery.
Replace or recharge battery.
Cb Test for loose connections at relay,
ignition-starter switch and solenoid.
Cc Test and replace solenoid if neces
sary.
Cc Lead or connections broken inside
solenoid switch cover brush holder
plate or open hold-in wiring.
Cd Check for corrosion on solenoid con Cd Test and clean the contacts.
tacts.
STARTER OPERATES
BUT WILL NOT
DISENGAGE WHEN
IGNITION STARTER
SWITCH IS RELEASED
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Ca Broken solenoid plunger spring or Ca Test and repair.
spring out of position.
Cb Faulty ignition-starter switch.
Cb Test and replace the switch if neces
sary.
Cc Solenoid contact switch plunger stuck Cc Remove contact switch plunger, wipe
in solenoid.
clean of all dirt, apply a film of SAE
10 oil on plunger, wipe off excess.
Cd Insufficient clearance between wind Cd Test and repair.
ing leads to solenoid terminal and
main contactor in solenoid.
Ce Faulty relay.
Ce Test and replace relay if necessary.
STARTER_ELECTRICAL
8-7
WASHER
:1 Cii ON
WASHER
O2x2I9A
Fig. I-Starter Cross Section
SERVICE PROCEDURES
STARTER AMPERAGE DRAW TEST with BST11, ing engine. Without cranking engine, turn tester
CONTROL KNOB clockwise until voltmeter reads
BST-1O, or BST-5 Tester
Check battery electrolyte gravity with a reliable
hydrometer. Gravity should be not less than 1.220
temperature corrected. Or see that battery passes
the High Rate Discharge Test shown in the "Battery"
section of this manual.
Turn Battery-Starter Tester CONTROL KNOB to
"OFF" position.
Turn voltmeter Selector Switch to 16 Volt position.
Connect heavy Positive ammeter lead Red to Positive
battery terminal. Connect heavy Negative ammeter
lead Black to Negative battery terminaL
Connect Positive voltmeter lead Red to Positive
battery terminal. Connect Negative voltmeter lead
Black to Negative battery terminal.
DISCONNECT ignition primary lead from ignition
ballast resistor, or primary wire from either side of
coil, to prevent engine from starting.
Crank engine with a remote control starter switch
and observe Exact reading on Voltmeter. Stop crank-
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Exactly the same as when engine was being cranked
with the remote control starter switch. Ammeter now
indicates starter amperage draw. Check specifica
tions.
Engine should be up to operating temperature.
Extremely heavy oil or a tight engine will increase
starter amperage draw.
STARTER INSULATED CIRCUIT TEST
1 Test battery electrolyte specific gravity. Spe
cific gravity should be 1.220 or above, If battery spe
cific gravity is below 1.220, recharge battery to full
charge before proceeding with test.
2 Turn voltmeter selector switch to 4 volt posi
tion.
3 Disconnect ignition coil secondary cable.
4 Connect voltmeter positive lead to battery posi
tive post and voltmeter negative lead to solenoid con
nector which connects to the starter field coils.
8-8
ELECTRICAL-STARTER
The voltmeter will read off scale to the right until
starter is actuated.
5 Connect remote control switch to battery and
solenoid terminal of starter relay.
6 Crank engine with a remote starter control
starter switch and observe voltmeter reading. Volt
meter reading should not exceed .3 volt. A voltmeter
reading .3 volt or less indicates voltage drop is normal
in cables, starter relay switch solenoid switch and
connections between battery and starter motor. See
"Starter Ground Circuit Test."
If voltmeter reading is more than .3 volt, it indi
cates high resistance in starter insulated circuit.
Make following tests to isolate point of excessive
voltage loss:
A Remove voltmeter lead from solenoid connector
and connect to the following points, repeating test at
each connection. Starter terminal of solenoid, battery
terminal of solenoid, battery cable terminal at sole
noid, starter relay and cable clamp at the battery.
B A small change will occur each time a normal
portion of the circuit is removed from test. A def
inite change in the voltmeter reading indicates that
the last part eliminated in test is at fault.
Maximum allowable voltage loss is as follows:
Battery insulated cable
.2 volt
Solenoid switch
.1 volt
Each connection
.0 volt
Replace faulty cables. Clean and tighten all con
nections.
STARTER RESISTANCE TEST
1 Test battery electrolyte specific gravity. Spe
cific gravity should be 1.220 or above.
2 Disconnect positive battery lead from battery
terminal post. Connect an 0 to 300 scale ammeter be
tween disconnected lead and battery terminal post.
3 Connect a test voltmeter with 10 volt scale divi
sion between battery positive post and starter switch
terminal at starter solenoid.
4 Crank engine and observe reading on voltmeter
and ammeter. Voltage should not exceed .3 volt. A
voltage reading that exceeds .3 volt indicates there is
high resistance caused from loose circuit connections,
a faulty cable, burned starter relay or burned sole
noid switch contacts. A current that is high and is
combined with slow cranking speed, indicates starter
should be removed and repaired.
STARTER GROUND CIRCUIT TEST
1 Connect test voltmeter positive lead to starter
housing and voltmeter negative lead to battery nega
tive post.
2 Crank engine with a remote control starter
switch and observe voltmeter reading. Voltmeter
reading should not exceed .2 volt. A reading of .2 volt
or less indicates the resistance of the ground cable
and connections is normal. If voltmeter reading is
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more than .2 volt, it indicates excessive voltage loss in
starter ground circuit. Make the following tests to iso
late point of excessive voltage loss. Repeating test at
each connection.
a Starter drive housing.
b Cable terminal at engine.
c Cable clamp at battery.
A small change will occur each time a normal por
tion of circuit is removed from the test. A definite
change in voltmeter reading indicates that last part
eliminated in the test is at fault.
Maximum allowable voltage loss is as follows:
Battery ground cable .2 volt
Engine ground circuit .1 volt
Each connection .0 volt
REMOVING THE STARTER
1 Disconnect ground cable at battery.
2 Remove cable at starter.
3 Disconnect solenoid lead wires at solenoid
terminals.
4 Remove one stud nut and one bolt attaching
starter to flywheel housing, slide automatic transmis
sion oil cooler tube bracket off the stud if so
equipped and remove the starter.
TESTING THE STARTER Bench Test
Free Running Test
1 Place starter in a vise and connect a fully
charged, 12 volt battery to starter as follows:
a Connect a test ammeter 100 amperes scale and
a carbon pile rheostat in series with battery positive
post and starter terminal.
b Connect a voltmeter 15 volt scale across
starter.
c Rotate carbon pile to full-resistance position.
d Connect battery cable from battery negative
post to starter frame.
e Adjust the rheostat until battery voltage shown
on voltmeter reads 11 volts. Amperage draw should
be as shown in specifications.
Locked-Resistance Test
1 Install starter in a test bench.
2 Follow instructions of test equipment manufac
turers and test starter against following specifications.
With applied battery voltage adjusted to 4 volts.
Amperage draw should be as shown in specifications.
SERVICING THE STARTER
Disassembly
1 Place the starter gear housing in a vise equipped
with soft jaws. Use the vise as support fixture only.
DO NOT clamp.
2 Remove two through bolts and starter end head
assembly.
3 Carefully pull armature up and out of gear
housing and starter frame and field assembly. Re-
STARTER-ELECTRICAL
SOLENOJO LEAD WIRE
:IEL[
8-9
SOLENOID
IL RM4NAL
&
V
ASSEMELY
Nm
ô2l9l
Fig 2-Ron awing or Jnatallin Brush Terminal krew
move steel and fiber thrust washer.
The wire of shunt field coil is soldered to the brush
terminal. One set of brushes are connected to this
terminal. The other pair of brushes is atteched to the
sees field coils by means of a terminal screw. Care
hJlly pull fran,. and field assembly up just ertoogli to
expos, terminal screw arid solder connection of shunt
field at brush terminal. Place two wood blocks be
wean starter frame and starter gear housing to facili
tate removal of terminal screw, Fig. 2.
4 Support brush terminal by placing a finger be
hind the terminal end remove terTuinal screw.
5 Unsolder shunt field coil lead from starter
hnish terminal, Fig. 3.
Starter brush holder plate with starter brush ter
minal, contact and brushes is serviced as an assembly.
FIELD AND FRAME
A SSEMALY
Fig. 44Inp4nd ing or Winding
Solenoid Lead Wire
8 Remove all old scaler at brush holder plate and
gear housing.
7 Unsolder solenoid lead wire and unwind wire
from starter brush terminal Fig. 4.
0 Remove screw attaching brush holder plate to
starter gear housing Fig. 5.
Remove nut 11/32 wrench, steel washer and
Insulating washer from solenoid terminal.
10 Straighten solenoid wire and remove brush
holder plate with brushes as an assembly.
11 Remove solenoid assembly from gear housing
well Fig. 6.
12 Remove nut steel washer and sealing washer
from starter battery terminal.
13 Remove starter battery terminal from holder
plate.
14 Remove solenoid contact and plunger from
solenoid.
15 Remove solenoid return spring from well of
solenoid housing moving core.
BRLj5H
PLATE
TERMI frL
ShUNT COIL
LEAD WERE-
BEuSH
TERMINAL
POST
-
.5LENOFO
t RMA NM
o72OD A
Hg.
3-LJnsold.ring flit
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Shuni
eol LaoS Wire
Fig. 5-Removing or InstallIng Srr,sh Ifalder
Plot. Screw
8-10
ELECTRICAL_-STARTER
-
SOLENOID
coNrAa W
SOLENOID RELAY STUD
y
.,VAPOP BARRIER
SLEEVE
SOLENOID COIL
WASHER
RETAINEt
NK78
Fig. 6-Solenoid Assembly Removed
Fig. 9-R.mnvlng or Installing Pinion
R.tainer Ring
5110ff
PINION SHAFT
Fig. 7-R.aiovng The Dun Cover
16 Remove dust cover from gear housing Fig. 7.
1? Release retainer that positions driven gear on
pinion shaft Fig. 8.
CAUTlON Retainer is under tension and a cloth
should be placed over the retainer to prevecit it from
springing away after removal.
18 Release retainer ring at front of pinion shaft
Fig. 9.
Do not spread retainer ring eny greater than out-
p’.. 8-Removing Ii. Driven oem
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Soap Ring
Fig. to-Removing Pinion ShOD
side diameter of pinion theft othorwls. lack Fin. can
be damaged.
19 Push pinion shaft towards rear of housing Fig.
10 and remove retainer ring and thrust washers,
clutch and pinion assembly with the two shifter fork
nylon actuators as an assembly Fig. 11.
20 Remove driven gear and friction washer.
21 Pull shifting fork forward and remove solenoid
montig core
Fig, I I-Removing or InstallIng CIatcli Ass.mWy
STARTER-ELECTRICAL
a-li
4 Unsolder solenoid lead wires from solenoid
terminal relay stud.
5 Clean all corrosion from solenoid assembly
washers, sleeve and retainer and inside of solenoid
housing. These metal parts are part of the solenoid
hold-in ground circuit and must be clean.
e Clean terminal contacts and contactor with
crocus cloth.
71 Thoroughly clean outside area of brush plate to
remove all oil and dirt.
MOVFNG COCE
REPLACEMENT OF BRUSHES AND SPRINGS
Elf rING FOP K
SHI frI NG EU kK
PIN
Fig. I2-Removing or
Installing Moving
Core
22 Remove shifting fork retainer pin Fig. 13 and
remove clutch shifting fork assembly.
CLEANING THE STARTER PARTS
1 Do not immerse parts in cleaning solvent. lm
ruersing field frame and coil asscmbly and/or arma
hire will damage insulation. Wipe these parts with a
clean cloth only.
2 Do not immerse clutch unit in cleaning solvent.
The clutch is pre-luhricated at the factory and solvent
will wash lubricant from the clutch.
31 The starter-clutch outer housing and pinion
gear may be cleaned with a cloth moistened with
cleaning solvent and wiped dry with a clean dry cloth.
I Brushes that are worn more than ½ the length
of new bnishes, or are oil’oaked, should be replaced.
121 when resoldering the shunt field and solenoid
lead, make a strong low resistance connection using a
high temperature solder and resin flux. Do not use
acid or acid core solder- Do not break the shunt field
wire units, when removing and installing brushes.
3 Measure brush spring tension with a spring
scaie hooked under the spring ncar the end. Pull scale
on a line parallel to the edge of brush and take a
reading just as spring end leaves the brush. Spring
tension should be 32 to 36 ounces. Replace springs
that do not meet specifications.
TESTING ARMATURE
Testing Armature for Short Circuit
Place armature in growler and hold a thin steel
blade parallel to the core and just above it, while
slowly rotating armature in growler. A shorted arma
tare will cause blade to vibrate and be attracted to the
core. Replace armature if shorted.
Testing Armature for Ground
Contact annature shaft and each of the commuta
tor riser bars with a pair of test lamp test prods, It
lamp lights, it indicates a grounded armature. Replace
grounded armature.
Testing Commutator Run-Out,
Refacing and Undercutting
Place armature in pair of "V’ blocks and measure
ninout with dial indicator Measure both shaft and
commutator. A bent shaft requires replacement of
armature. When commutator runout exceeds .003
inch. commutator should be refaced. Remove only a
sufficient amount of metal to provide a smooth, even
surface.
Testing Field Coils for Ground
FIg. 13-Remeving or Installing Shifting Fork PIn
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1 Remove field frame assembly from starter.
2 carefully drill out the rivet attaching the seriei
field coil ground lead and shunt field coil lead to field
frame.
3 Insulate field coil leads from field frAme.
4 Test for ground using a 110 volt test lamp.
Touch one probe of test lamp to series field coil lead
and other probe to field frame. Lamp should not light.
8-12
ELECTRICAL-STARTER
Repeat the procedure for shunt field coll.
If lamp lights, it indicates that field coils are
grounded and require replacement.
P 3%,-
REPLACING THE FEED COILS
-IT
A pole shoe impact screwdriver Tool C-MIS should
be used to remove and install field coils to prevent
damage to pole shoe screws and for proper tightening.
Pole shoes that are loose and not properly seated may
cause armature core to rub on pole shoes.
Sr. 356?
SP
5 P-35G5 A
IIJL}
-
N
REMOVING
p. ii
Mali.
SIJSHFNG
SP-3a7 -
aUSHING
INStALLING
sure
area between the leads and starter
frame is clean. Peer. new rivet securely
Sp.3s’3_-.
to
insur, a
good electrical contact.
L_aIJ5HPN;
.CCISMING
Sp
.J
REMOVING
Ii
Fig i5-aen.ovlng and Installing Pinion Hensing
Drive Shaft Bushing
-
Fig. Id-Removing
5; 9-__
,p-as63
5p.ao
Sr,ss
-
INSTALLJNO
ond Installing Pinion Housing
End Bushing
SERVICING THE STARTER BUSHINGS
Inspect armature shaft bearing, pinion shaft sirfaces and bushings for wear. Try the bushings far
wear by inserting the shafts and test for side play.
Pro-sized starting motor b’nhlngs ale available as
service bushings. Us. Tool C3944 to remove old bust,
rigs and install ft.. new. No burnishing or reaming is
required to fit pre-.ized bushings.
The C-3044 Tool and its adaptors are deslguied to
service all of the gear reduction motor bushings with
the exception of the end head bushing. End head
bushing and end head are serviced as an assembly.
Remove and install bushings, Figs. 14, 15 and 16.
RUSH I NC
SUSHING
KS! At L IN G
REMOV}NG
Fig. I 6-aemovlng and Installing Pinion Housing Armature slinif Bushing
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NKIÔ
SPRING
-CONTACT
HOUSING
SEAS
PPM
CORE
RETArNE
SLEEVE
WASHER
SOLENOI
I
r-
UI
I
///
BUSHING
WAS HE
RING
WASHER
NO
SPRING
rO
i
If
RETAINER GEP
WAHtR
CONTACT STUD
/
INSULATOR
SCREW
CDII
INSULATOR
POLES 41
AR MA
W/..
SPUR H
SPRING
SCREW
THRUST WASHER
SCFEW
-SEAL
WASHER
*_-- NUT
SPRFNO
SHAFT
COVER
SEAL
WASHER
NUT
P LU NC
ROCK
CLUTCH
SIUD
rSPRING
RE
SH
FRAME
to
WASHER WIRER
t
0,
-l
-I
-m
WASHER ROLl
END HEAL
WASHER
62x54a
MyMopar.com
Fig. I 7-SInner Exploded Viewl
a
P
‘I
8-14
ELECTRICAL-STARTER
!/H
2:!
SDE WAYS
MOVE MN1
3 Enter pinion shaft into drive housing and install
friction washer and drive gear.
4 Install clutch and pinion assembly, thrust
washer, retaining ring and thrust washer Fig. 11.
SI Complete installation of pinion shaft engaging
shifting fork with clutch actuators. Figure 19 shows
Correct relation of parts at assembly,
The friction washer must be positioned on
shoulder of splines of th* pInion shaft befor, driven
gear is positioned.
621I
Fig. TB-Shifter Fork Assembly
SERVICING THE STARTER CLUTCH UNIT
Do not immerse starter dutch unit in a cleaning
solvent. Starter cLutch is pre-lubricated at the factory
and a solvent will wash lubricant from the clutch.
The starter clutch outer housing and pinion gear
may be cleaned rtth a cloth moistened with a clean
ing solvent and wiped dry with a clean dry cloth.
Rotate the pinion. Pinion gear should rotate
smoothly in one direction not necessarily easily, but
should not rotate in opposite direction, If starter
clutch unit does not function properly, or pinion is
worn, chipped or burred, replace starter dutch unit.
ASSEMBLING THE STARTER Fig. 11
The shifter fork consists of two spring steel plates
assembled with two rivets. There should be approxi
mately 1/16 inch side movement as d,own in Figure
18 to insure proper pinion gear engagement. Lubricate
between the plates sparingly with SAE ID engine oil.
I Position shifter fork in drive housing and install
shifting fork retainer pin- One tip of pin should be
sftaight, other lip should be bent at a 15 degree angle
away from the housing. The fork and retainer pin
should operate freely after bending tip of pin.
2 Install solenoid moving core and engage shifting
fork Fig. 12.
SHIPTINO FORK‘IN
8 Install driven gear snap ring Fig. 8.
7 Install pinion shaft retaining ring Fig. 9.
8 Bend the four 4 Tangs of coil retainer up" to
a measurement of 5/32" to 3/16" above surface of
retainer FIg. 20 to ensure higher compressIon and a
more positive ground.
Space the retainer in housing bore so that the bIn
tengs rat on he ridg, in housing bore and not in the
r a c 0555,
of
9 Install starter solenoid return spring into bore
movable core,
10 Install solenoid contact seal over solenoid lead
wires, inserting double wires of terminal stud into
large hold Fig. 6 and solenoid winding lead wire into
the small hole.
insp.ct condition of starter solenoid switch contact
ing washer, if top of washer is burned fr0.,1 arcing,
disassembl, contact switch plunger asssmhly and re
verse the washer,
11 Install solenoid contact plunger assembly into
solenoid and reform double wires to
entry of terminal stud into brush
allow for proper
holder with the
double wires curved around the contactor.
CAUTIOI* The contector must net touch th. double
wires when solenoid is
completed Fig. 6.
energized after assembly is
Ck ASSEMbLY
MOVING CORE
672 5
19-Shifter Fork end Clinch Arrengement
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Fig,
NK7?
S HIFTI NO FORK
of SolenoId Coil
Retainer Rings
Fig. 20-Checking Height
*STARTERELECTRICAL
SOLENOD LEAD WIlE
8-15
5OL[N0IO TERMINAL
BRUSH I4OLOER’*’
STARTER
SATTERY 1FMINAL
Nic’s
Fig. 21-Assembling Solenoid to Brush Nold.r Plato
Make sure conteci spring is positioned on the shaft
of the solenoId contact plunger assembly.
12 Assembla battery terminal stud in brush
holder placing sealingwasher under plain washer.
Inspect condition of the contacts in brush holder
plate. If contacts are badly horns, replace brush
holder with brushes and confacs a, an assembly.
13 Enter solenoid lead wire through hole in brush
holder Fig. 21 and install solenoid stud, insulating
washer flat washer and nut.
Use care when Installing solenoid contact seal over
on brush plate to prevent tearing the seal.
tab
14 Wrap solenoid lead wire tightly around brush
terminal post as shown in Figure 22 and solder
securely with a high temperature resin Core solder
and resin flux.
15 Carefully enter solenoid coil and brush plate
assembly into bore of gear housing and position brush
plate assembly into starter gear housing. Align tongue
of ground terminal with notch in brush. holder Fig.
62523A
Fig. 23-Installing Solenoid cod Lush Holder
Mto Gear Housing
inch-pounds. Make sure the insulating tape is in posi
tion Fig. 4.
17 Position brushes with armature thrust washer
as shown in Figure 22. This will bold brushes out and
facilitate proper installation of armature.
18 On starters so.equipped, solder shunt coil lead
wire to starter bnish terminal Fig. 24.
19 Install brush terminal screw flg 2.
20 Position field frame to the exact position on
16 After the brush holder is bottomed in housing,
attaching screw Fig. 4. Tighten screw to 10-15
install
ISUSH TERMINAL POST
SOtSNOID
WINDING thA9.
SHUNT FIELD
COIL LLAD
NK29
Fig. 22-Soldering Solenoid Winding Lead to
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Brush Terminal
Fig. 24-Soldering Shunt Coil Lead Wire
8-IS
ELECTRICAL-ALTERNATOR-REGULATOR.
SEAUNO &LATERIAL
__WASHE SEAL5
MULTI ‘PURPOSE
SHORT FIBRE CHEASE
Fig, 26-Sealing rosh HolderPlate
NKSI
Fig, 23-Installing Starter
Armature
gear housing and enter armature into field fran,e and
starter gear housing Fig. 25; carefully engaging
splines of shaft with reduction gear by rotating arma
ture slightly to engage the spllnes.
21 Install thrust washer fiber and washer steel
shaft.
22 Position starter end head assembly and install
starter frame lockwashers and through bolts. Tighten
through bolts securely.
23 Clean area at the joint between brush holder
plate to field frame and gear housing mating joint.
ApplyMyMopar.com
a bead of brush plate sealer Part NO. 2421R47
around the four sides of the joint Fig. 26.
on armature
CAUTION: Sealer must be flowed continuously to
avoid gaps. After the bead has been flowed on, use a
brush or ‘mall paddle rnoistone<l in mineral spirits to
press adh..ive into the loiS- Do not get Shesive on
the battery and/cl solenoid Srminals.
INSTALLING THE STARTER
1 Before installing the starter, make sure starter
flywheel housing mounting surfaces are free of
and oil to insure a good electrical contact
and
dirt
2
seal
Position starter to flywheel housing removable
if removed.
Install the starter, vasher and bolt, the arno
natic transmission oil cooler tube bracket if so
equipped and wesher and nut.
When tightening attachIng bolt and nut h sore *o
held the starter pulled away from the engine to ip
sure preper alignment.
4 Attack wire at solenoid switch terminal and
terminal.
5 Connect battery ground cable and test opera
cable to starter
tion of the starter for proper engine
cranking.
ALTERNATOR AND VOLTAGE REGULATOR
INDEX
Assembling the Alternator
Bench Tests
Disassembling the Alternator
Fusible Wire Replacement
General Information
Rectifier Diode Testing
Regulator Operation
Regulator Testing Chrysler Built
Page
33
28
28
24
16
30
21
22
GENERAL INFORMATION
The alternator Fig. 1 is fundamentally an A.C.
current generator, with six 6 built-in silicon recti
fiers, that convert A.C. current into D.C. current. D.C.
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Regulator Testing Essex Wire
Replacing Slip Rings
Service Diagnosis
Specifications
Testing the Alternator System On the Vehicle
Voltage Regulator Chrysler Built
Voltage Regulator Essex Wire
Page
26
32
17
69
18
21
24
current is available at the "output" "BAT" terminal.
The main components of the alternator are the
rotor, stator, rectifiers, the end shields and the drive
pulley. See Fig. 2.
ALTERNATOR-REGULATOR-ELECTRICAL
8-17
SERVICE DIAGNOSIS
Condition
ALTERNATOR FAILS TO
CHARGE No Output
Possible Cause
a Blown fusible wire in voltage regulator.
b Alternator drive belt loose.
c Worn brushes and/or slip rings.
d Sticking brushes.
e Open field circuit.
f
Open charging circuit
g Open circuit in stator windings.
h Open rectifiers.
LOW, UNSTEADY
CHARGING RATE
a Alternator drive belt loose.
b High resistance at battery terminals.
c High resistance in charging circuit
LOW OUTPUT AND
A LOW BATTERY
a High resistance in charging circuit.
Correction
a Locate and correct cause of the fuse
blowing. Install new fuse wire. Solder
both ends of new fusible wire se
curely.
b Adjust drive belt to Specifications.
c Install new brushes and/or slip rings.
d Clean slip rings and brush holders.
Install new brushes if necessary.
e Test all the field circuit connections,
and correct as required.
f Inspect all connections in charging
circuit, and correct as required.
g Remove alternator and disassemble.
Test stator windings. Install new stator
if necessary.
h Remove alternator and disassemble.
Test the rectifiers. Install new recti
fiers it necessary.
a Adjust alternator drive belt.
b Clean and tighten battery terminals.
c Test charging circuit resistance. Cor
rect as required.
d High resistance in body to engine d Tighten ground lead connections. Inground lead.
stall new ground lead if necessary.
e Open stator winding.
e Remove and disassemble alternator.
Test stator windings. Install new sta
tor if necessary.
b Low regulator setting.
c Shorted rectifier. Open rectifier.
d Grounded stator windings.
a Test charging circuit resistance and
correct as required.
b Reset voltage regulator to specifica
tions.
c Perform current output test. Test the
rectifiers and install new rectifiers as
required. Remove and disassemble
the alternator.
d Remove and disassemble alternator.
Test stator windings. Install new
stator if necessary.
EXCESSIVE CHARGING
RATE TO A FULLY
CHARGED BATTERY
a Regulator set too high.
REGULATOR CONTACTS BURNED
a High regulator setting.
REGULATOR CONTACT
POINTS STUCK
a Poor ground connection between al- a Correct ground connection. Install
ternator and regulator. Open resistor
new regulator. Test regulator setting,
element
and reset if necessary.
NOISY ALTERNATOR
a Alternator mounting loose.
b Regulator contacts stuck.
c Regulator voltage winding open.
d Regulator base improperly grounded.
b Shorted rotor field coil windings.
b Worn or frayed drive belt
c Worn bearings.
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a Reset voltage regulator to specifica
tions.
b Install new voltage regulator.
c Install new voltage regulator.
d Connect regulator base to a good
ground.
a Reset voltage regulator to specifica
tions.
b Test rotor field coil current draw. If
excessive install new rotor.
a Properly install and tighten alternator
mounting.
b Install a new drive belt and adjust
to specifications.
c Remove and disassemble alternator.
Install new bearing as required.
8-18
ELECTRICAL-ALTERNATOR-REGULATOR
Condition
Possible Cause
Correction
d Interference between rotor fan and d Remove and disassemble alternator.
stator leads or rectifiers.
Correct interference as required.
e Rotor or rotor fan damaged.
e Remove and disassemble alternator.
Install new rotor.
f Open or shorted rectifier.
f Remove and disassemble alternator.
Test rectifiers. Install new rectifiers
as required.
g Open or shorted winding in stator.
g Remove and disassemble alternator.
Test stator windings. Install new
stator if necessary.
EXCESSIVE AMMETER
FLUCTUATION
a High resistance in the field circuit to a Clean and tighten all connections as
the alternator or an improperly set
necessary. Adjust voltage regulator as
voltage regulator.
necessary.
SPACER
SHIELD
-
HEAT SINK
INSULATOR
SHIELD
CAPACITOR
PULLEY
STATOR
SUP RINGS
RECTIFIER
RETAINE R
/
ROTOR
RETAINER
BRUSH PACKAGE
INSERT
HOLDER
TERMINAL
NYLON WASHER
WASHER
W
WASHER
SEARING
62 x 240B
BEARING
Fig. I -Alternator Disassembled View
TESTING THE ALTERNATOR CIRCUIT
2 Test the alternator belt condition and tension.
Replace alternator drive belt if necessary and make
sure there is adequate tension on the belt.
3
Inspect condition of wires and their connections.
Before performing the test on the system, correct any
problem with wiring, such as loose connections, cor
roded connections, burned wiring harness, etc.
Preliminary Checks
Tester Controls and Switches
On the Vehicle Using Sun Volts-Amps Tutor Model
VAT-20D and Battery Post Adapter
For the sake of uniformity, one type of equipment
is shown. Follow the instructions of the equipment
manufacturers on comparable equipment when mak
ing the following tests:
1 Test the battery condition. Perform reliable
battery tests to determine condition and state of
charge of the battery. If battery is defective or not
fully charged, install a fully charged battery for test
purposes.
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1
2
3
4
Set
Set
Set
Set
Polarity Switch to NEGATIVE position.
tester control knob to DIRECT position.
voltage switch to 2 VOLT position.
field control to OPEN position.
ALTERNATOR-REGULATOR-ELECTRiCAL
HEAT 2NK
OLJTrIjr 1tRMNAL
SCREW
8-19
LiGHT SWITCH
z
GiOUND SRUSH
NtOAIIvE
EDlODES
RECTI taRs
POSITIVE
DIODeS,
RECTI tIERS
-INSULATED
bRUSH
p1510
*TERMINAl
/
SEARING
ADAPTER
62IDlA
64s473A
Fig 2-Alternator Assembly
Tester Los Connections Hg. 3
1 Disconnect battery positive cable from battery
post and install BATTERY POST ADAPTER between
cable and post.
12 Connect
BAT" lead of tester to
stud on
adapter.
3 Connect "BEG" lead of tester to binding posI on
adapter
4 Comlect
ORD" lead of tester to battery nega
tive terminal.
5 Connect negative lead of voltmeter to field
tenninal of regulator.
6 Connect positive lead of Voltmeter to battery
end of positive battery cable.
Battery Post Adapter BY-PASS SWITCH must be
open for all charging system test,. It Is closed ooiy for
starting th, engine.
Field Circuit Resistance Test Fig. 4
1 Disconnect slip-on connector from either end of
Fig. 4-Plaid Circuit Resistance and FMId Current
Draw Test
ignition ballast resistor.
2 Turn ignition svitch on.
3 With vehicle doors closed and all accessories
tnrned off, observe Voltmeter reading. Voltage should
not exceed .55 vojt A reading in excess of .55 volt
indicates high resistance in field circuit between bat
tery and voltage regulator field terminal.
4 If high resistance is indicated, move negative
voltmeter lead to each connection along circuit to
wards battery. A sudden drop in voltage indicates a
loose or corroded connection between that point and
last point tested. To test terminals for Ug1tness, at
tempt to move the terminal while observing volt
meter. Any movement of meter pointer indicates
looseness.
Exc..slv. resistance in regulator wiring circuit will
cause fluctuation in the ammeter, or
below normal
chero. rat..
Field Current Draw Test !I. 4
With tester connections positioned as for the Field
Circuit Resistance Test observe test ammeter. Test
ammeter wifi indicate field current draw. Refer to
Specifications.’
Current Output Test FIg. 5
1 With ignition switch off, disconnect the field
wire from the FLO" terminal of the alternator and
at the regulator.
2 Connect one of the test leads of tester Field
Control to FLD’ terminal of alternator.
3 Connect other lead of Tester Field Coatrol to
BAt’ terminal of alternator4 Set Tester Voltage Switch to 16 VOLT position.
5 Connect positive lead of test Voltmeter to
Fig. 3-Ten., Lead Connections
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"BAT’ terminal of alternator.
6 Connect negative lead of the Test Voltmeter to
battery negative post.
8-20
ELECTRICAL-ALTERNATOR-REGULATOR
LIGHT SWITCH
VEHICLE
AMMETER
LIGHT SWITCH
ADAPTER
64x474A
VEHICLE
AMMETER
BATTERY POST
ADAPTER
64x476A
Fig. 5-Current Output Test
Fig. 7-Ground Circuit Resistance Test
7 Reconnect slip-on connector at ignition ballast
resistor.
8 Close BY-PASS Switch of Battery Post Adapter.
9 With tester Field Control in OPEN position,
start engine and adjust to 1250 RPM.
10 Open BY-PASS Switch of Battery Post Adapter.
11 Rotate tester Control Knob to LOAD position
until Voltmeter reads 6 volts.
12 Rotate tester Field Control to DIRECT position
and adjust tester Control Knob until Voltmeter reads
exactly 15 volts.
13 Observe test ammeter. Ammeter now indicates
maximum output of alternator. Current output should
be within limits shown in "Specification."
and 3 amperes for field current.
If output is slightly less 5 to 7 amperes than that
specified above, it may be an indication of a possible
"open" rectifier or other alternator internal prob
lems. If output is considerably lower than that speci
fied above, it may be an indication of a possible
"shorted" rectifier or other alternator internal prob
lems. In either case the alternator should be removed
and tested on the bench before disassembly.
14 Return tester Field Control to OPEN position.
15 Return tester Control Knob to DIRECT
position.
Current output should be within S amperes of rated
output as there is a total of 5 amperes supplied by the
alternator that will not appear on test ammeter. This
consists of ½ ampere approximate for the instru
ments, 11/2 amperes for the engine ignition system,
LIGHT SWITCH
VEHICLE
AMMETER
Insulated Circuit Resistance Test Fig. 6
1 Connect negative lead of Voltmeter to battery
end of positive battery cable.
2 Set Voltage Switch to 2 VOLT position.
3 Adjust Field Control until tester ammeter reads
exactly 10 amperes.
4 Observe voltmeter reading. Voltmeter now indi
cates amount of voltage loss across insulated circuit.
Voltage loss should not exceed .3 volt. If higher volt
age loss is indicated, inspect, clean and tighten all
connections in charging circuit. A voltage loss test
may be performed at each connection to locate the
connection that has excessive resistance.
Ground Circuit Resistance Test Fig. 7
64x475A
Fig. 6-Insulated Circuit Resistance Test
MyMopar.com
1 Connect positive lead of test voltmeter to nega
tive terminal of battery.
2 Connect negative lead of test voltmeter to a
good ground on the alternator.
3 With alternator charging 10 amps, observe
voltmeter reading. Voltmeter now indicates amount of
voltage loss across ground circuit. Voltage loss should
not exceed .3 volt.
4 Rotate tester Field Control to the OPEN posi
tion.
ALTERNATOR-REGULATOR-ELECTRICAL
8-21
VOLTAGE REGULATOR
CHRYSLER BUILT
When battery line voltage is relatively low, current
GENERAL INFORMATION
The only function of the regulator is to limit the
flow through the voltage coil will be low- The mag
output voltage- The voltage regulator accomplishes
this by controlling the flow of current in the rotor
field coil, and in effect controls the strength of tIm
rotor magnetic field.
The voltage regulator is connected in the field cir
cult between the battery and the field terminal of the
alternator. One terminal of the regulator is marked
‘ION" and the other is marked FLO." The lOW’
terminal of the regulator is connected to the coil side
of the ignition switch so that the field circuit is com
pleted only when the ignition switch is turned "ON"
The voltage regulator Fig. 8 has two sets of con
tacts using a common single armature. The upper and
lower stationary contact brackets are mounted on a
molded plastic bracket which is attached to the regn
Iskw frame by a screw. Fig. 0 The upper contact
bracket is connected to the "1GM" terminal by a fusi
ble wIre. The lower contact bracket is connected to
ground by another fusible wire. The armature is Con
nected to the insulated ThD" terminal.
Three resistance units are used Fig. 10. Resistor
number one’ and number "two" are connected be
tween the "ION" and "FLD" terminals, in parallel
"th the upper set of contacts. Resistor number
‘‘three’’ is connected between ‘FLU" terminal and
ground. Its function is to reduce arcing at regulator
contacts.
A voltage coiL Fig. 8 consisting of many turns Of
fine wire, is connected in series between the "ION"
terminal of the regulator and ‘ground." Thus, when
the ignition switch is turned "ON" battery voltage
applied to the windings energizes the coil and the
magnetic force of the coil tends to attract the regu
lator armature.
UPPER CONTACF
LOWER
netic force or pull of the voltage coil wilt not be
great enough to overcome the regulator armature
spring tension, which is Imiding the armature contact
against the upper stationary contact, Fig. a.
Battery line voltage applied to the "ION" tenninal
causes current to flow through the regulator upper
contacts, through the ‘FLU" terminal of the regulator
and to the "insulated" brush and rotor slip ring. The
rotor field coil circuit is completed to ‘ground’’
through the other rotor slip ring and the "ground"
bnjsh. Inasmuch as the upper contacts are ‘closed,’
the field circuit resistance is low, and maximum cur
rent will flow through the rotor field coiL The rotor
FU5IL
WIlE
sot DER
_-
ADJUSTAaLE
ISACKEI
roNrs
bRACKeT
AflAClNG
SCSEW
NXt0Z
Fig. 9-Voltage Rulctar
Fusible Wires
ARMAruR
_-
C ON rAc I
SPRING
HANG[
RE 51SF
ANCE
Ii
NtO9
MyMopar.com
Fig. 8-Voltage
Regulator Covet Removedl
Nl
fig. 10-Voltage Rewdc.oe esi.tniite Units
8-22
ELECTRICAL-ALTERNATOR-REGULATOR
field strength will be high, and the alternator output
will be at its maximum for any rotor speed.
As the battery line voltage increases, the magnetic
pull of the voltage coil overcomes the armature spring
tension, and "opens" the upper contacts. The arma
ture contacts at this time do not touch either the
upper or lower stationary contacts. Field current now
flows through the regulator "IGN" terminal, through
resistance number one and number two, through the
"FLD" terminal, and through the rotor field to
ground.
The two resistors, in series with the field circuit,
reduce field current and rotor field strength, with a
corresponding reduction in alternator output voltage.
This momentarily reduces battery line voltage applied
to the regulator voltage coil. The regulator armature
spring tension overcomes the magnetic pull of the
voltage coil, closing the upper contacts.
When the electrical load requirements are relative
ly high, the regulator armature oscillates, opening
and closing the upper contacts. This alternately "puts
in" and "takes out" resistance in the field circuit, and
in effect limits the alternator output voltage.
When the electrical load requirements are low and
the engine speed is high, the alternator output voltage
tends to increase. The battery line voltage now slight
ly increased causes the regulator voltage coil mag
netic force to pull the armature contact against the
regulator lower stationary contact.
Field current flow is now through the regulator
"IGN" terminal, resistors number one and number
two, to the regulator "FLD" terminal. Since the regu
lator armature is connected to the "FLD" terminal
and the lower contacts are closed, the current path is
through the regulator armature to the movable con
tact and then through ths lower contact to ground.
This is because the resistance to ground is less than
the alternator rotor field coil resistance.
By-passing the alternator field coil will cause the
alternator output voltage and the battery line voltage
to drop. This reduction in voltage will reduce the
magnetic pull of the regulator voltage coil, to the ex
tent that it cannot hold the armature contact against
the stationary lower contact.
The armature moves into a "no contact" position
between the upper and lower stationary contacts. This
momentarily allows the field current to flow through
resistors number one and number two, and through
the rotor field coil to ground. At high engine speed
and low electrical load operation, the armature oscil
lates between the "no contact" position, and contact
with the lower stationary contact, to limit battery line
voltage.
VOLTAGE REGULATOR TEST With VAT-20D
Tester Fig. 11
Regulator Temperature should be normalized by or
crating with a 10 ampere load for 15 minutes just
prior to testing.
Tester Controls and Switches
1 Set Polarity Switch to NEGATWE position.
2 Set Tester Control Knob to DIRECT position.
3 Set Voltage Switch to 2 VOLT position.
4 Set Field Control to OPEN position.
Tester Lead Connections
1 Disconnect battery positive cable from battery
post and install BATTERY POST ADAPTER between
cable and post.
2 Connect "BAT" lead of tester to stud on
ADAPTER.
3 Connect "REG" lead of tester to binding post on
adapter.
4 Connect "GRD" lead of tester to battery nega
tive terminal.
THE BATTERY POST ADAPTER BY-PASS SWITCH
must be open for all charging system tests, It is closed
for starting the engine.
Upper Contacts Test
BATTERY POST
ADAPTER
Fig. Il-Voltage Regulator Test
MyMopar.com
64x477A
1 With ignition switch turned off, disconnect field
wire from "FLD" terminal of alternator.
2 Connect one of the test leads of Tester Field
Control to "FLD" terminal of alternator.
3 Connect other lead of Tester Field Control to
field wire disconnected from alternator "FLD" ter
minal.
4 Set Tester Voltage Switch to 16 VOLT position.
5 Connect positive lead of Tester Voltmeter to
"BAT" terminal of alternator.
6 Connect negative lead of Test Voltmeter to bat
tery negative terminal.
7 Rotate Tester Field Control to the DIRECT posi
tion.
8 With engine operating at 1250 RPM, rotate
tester Control Knob clockwise until Ammeter reads
exactly 15 amperes.
ALTERNATOR-REGULATOR-ELECTRICAL
9 Rotate tester Field Control from DIRECT posi
tion to OPEN position and then back to DIRECT posi
tion to cycle the system.
10 Observe test voltmeter. Voltmeter now indi
cates setting of the voltage regulator upper contacts.
Refer to "SpecIfications."
II Rotate tester Control Knob to DmECT posi
tion, if regulator operates within specifications, pro
ceed to lower contact voltage test. if upper contact
voltage setting is not within specifications, remove
regulator cover and adjust voltage setting as outlined
In Regulator Adjustments" step number 1.
Lower Contact Test
1 Increase engine speed to 2200 RPM.
2 Rotate tester Control Knob to the ¼ OHM
position only if tester Ammeter reads over 5 amperes.
3 Rotate tester Field Control from DIRECT p051.
tion to OPEN position and then back to DmEcr
position to cycle the system.
4 Observe the voltmeter. Voltmeter now indicates
setting of voltage regulator lower contacts. Refer to
specifications.
Voltage should increase not less than .2 volt or
more than .7 volt above previous operating voltage
setting recorded in the upper contact test. A voltage
reading of less than .2 volt or more than .7 volt is all
indication of a possible wrong air gap setting, refer to
"Regulator Mechanical Adjustments."
5 Rotate tester Field Control to OPEN position
and Control Knob to DIRECT position.
Upon completion of test, reduce engioe speed to
idle, stop engine, and disconnect all test leads and
adaptors. Be sure that all vehicle’s cables and airing
connections are secure before restarting engine.
CAUTION: Be sure negative post of bstt.ry is al
ways connected to ground. Incorrect battery polarity
may result in wiring harness damage and may dam
age alternator rectifier., Do not ground alternator
field circuit, as this may damage regulator.
Adjusting the Voltage Setting to Driving
Conditions
Specifications called for in the voltage regulator
chart indicate a tolerance of one volt from the low
setting to high setting at temperatures indicated.
To maintain battery in a full state of charge, the
voltage regulator should be adjusted to provide
proper voltage limiting setting according to custom
ers driving and load requirement habits as follows:
a Check entire charging system and battery as
outlined in this Service Manual.
Ii If there are no defects in the charging system
or In the battery and the battery was found to he in a
low state of charge, increase setting by .3 volt do not
exceed
specified voltage limits and retest for an im’
MyMopar.com
9-23
proved battery condition after a reasonable service
period week or two. If battery state of charge has
increased to a satisfactory level, do not change voltage
setting. if battery shows evidence of over-charge-1ow
electrolyte level high water consumption, excessive
dampness on top of battery, decrease setting by .a
volt and retest for an improved battery condition
after a reasonable service period week or two.
CAUTION; Alway, adjust settings In steps not to
exceed .3 volt at a time. Do not exceed specified
voltage lirnits,l
c The proper setting of the voltage regulator is
attained when the battery remains at least 1.225 spe
cific gravity in the winter or 1.245 specified gnvity in
the summer, with a minimum water requirement not
more than an ounce of water per cell per one thousand rnlles.
Regulator Meclirsnic& Adjustments
Step I-Adjust upper contact voltage setting as
necessary by bending regulator lower spring hanger
down to increase voltage setting, up to decreas, volt
age setting. Use an insulated tool to bend spring
hanger Fig. 12. The regulator must be installed, cor
rectly connected, and retested after each adjustment
of lower spring hanger.
If repeated readjustment is required, it is permissi
ble to use a jumper wire to ground the regulator base
to the fender splash shield ‘or testing, in lieu of rein
stalling regulator each time. However, it is important
that regulator cover be reinstalled, regulator connec
tiofis correctly connected, and regulator satisfactorily
insulated by fender cover to prevent grounding the
regulator terminals or resistances, When testing, reg
ulator must be at the same attitude or angle as
sNDINO
TOOL
/
Sc’R ING
IIANGF
NIK 09
flg. 13-Ad junlqg the Spring Tension
B-24
ELECTRICAL-ALTERNATOR-REGULATOR
PfN CAUGE
Fig. Ia-Testing the Air Gap
Installed on vehicle. If step II under "Mechanical Ad
justments’ doe, not bring voltage r.gulator within
specifications, proce.d to Step 2 folIowing
Step 2-Measure lower contact point gap. Lower
contact gap should be .014 inch plus or minus .002
inch. Adjust lower contact gap as necessary by bend
ing lower stationary contact bracket making sure con
tacts are In alignment.
if lower contact gap is correct and voltage regulator
setting is still outside the .2 to .7 volt increase, adjust
air apas follown
a Connect a small dry cell test lamp In series with
the "IGN" and "FLD" terminal of voltage regulator.
I, Insert an .040 inch wire gauge between regu
lator armature and core of the voltage coil next to
stop pin on armature Fig. 13.
0 Press down on armature not on the contact
reed until armature contacts wire gauge. Upper con
tacts should just open and test lamp should be dim.
d Insert an .052 inch wire gauge between the
armature and voltage cod core, next to the stop pin On
armature.
eJ Press down on armature until it contacts wire
gauge. The upper contacts should remain closed and
test lamp should remain bright.
If an adjustment is required to obtain the differ
ence between the upper contact voltage and lower
contact voltage of .2 volt to .7 volt; adjust the air gap
by loosening the stationary contact bracket screw and
mo’ing bracket up or down as necessary to obtain
proper air gap setting as follows
If the difference is above .7 volt, reduce air gap to a
rnThi.mmn of .045 inch with contacts open and test
lamp dim. At .048 inch contacts should dose and test
lamp should bc bright.
if the difference is below .2 volt, increase air gap to
a maximum of .055 ‘mch with contacts closed and test
lamp bright. At .052 Inch contacts should be open and
test lamp should be dim.
Make sure air gap is checked with stationary con
tact bracket attachin9 screw fully tightened.
Voltage Regulator Fusible Wire
Replacement
I Cut fuse wire above solder connection at the
base and unwind wire at top bracket.
CAUTION; if an attempt is made to un.old.r the
eld fine, tile very small wire from voltage coil may be
damaged.
2 Tin end of fuse wire. Use resin core solder only.
3 folding tinned end of new fuse wire into re
cessed rivet at base of regulator and against old piece
of fuse wire that remains, cause a drop of solder from
soldering Iron to fall on these parts. Allow solder to
cool sufficiently for fuse wires to make a good solder
joint.
4 Pull new fuse wire up enough to remove slack
and ap It around the bracket. Solder coiled wire to
the bracket and cut off surplus fuse wire.
The orIgInal fuse wire is machine wound on the
upper bracket. Replacement fuse should be soldered
to the bracket to ensure a good electrical contact.
VOLTAGE REGULATOR
ESSEX BUILT
GENERAL INFORMATION
The only function of the regulator is to limIt the
output voltage. The voltage regulator accomplishes
this by controlling the flow of current rn the rotor
field coil, and in effect controls the strength of the
rotor magnetic field.
The voltage regulator is connected in the fleld dr
cult between the battery and the field terminal of the
alternator. One terminal of the regulator is marked
‘ION"
and the other is marked ‘TLl," The ION"
MyMopar.com
terminal of the regulator is connected to the coil side
of the ignition switch so that the field circuit is cornplated only when the ignition switch is turned ‘ON."
The voltage regulator has two sets of contacts mov
rig with the regulator armature Fig. 14. The com
mon upper and lower stationary contacts are mounted
on a bracket which is attached to but insulated from
the regulator frame. The lower contact mouuted on
the armature is connected to the IGN" terminal. The
upper contact, mounted on the armature, but insu
lated from it, is connected to ground by a flexible
8-25
*ALTERNATOR-REGULATOR-ELECTRICAL
UPPLR coNTAcr,
STA1lONY
CONTACTS
IGNITION
TERMINAL
LOWER CONTAC
AkMAIUmE
FLEXIBLE WIRE
SOLOEP.’NG POINTS
-
VOLTAGF C0IL-
RESISTANCE
UNITS
VOLTAGE COIL
SOLOEPING PONTS
I.JN3a4
NNJ3o
Fig. 14-Voltage Regelotor Covet Removed
Fig. 16-Voltage Regulator Posistonce Units
wire. Ttic stationary contacts are connected to the
"FLU" terminal by a fusible link Fig. 15.
Four resistance units are used Fig. IS. Resistor
number "one" and number "two" are connected be
tween the ‘‘1GM" and "FLU" terminals, in parallel
with the lower set of contacts. Resistor number
"three Is connected between the "ELI" terminal and
ground. Its function is to reducc arcing at the regul
ator contacts.
A voltage coil, Fig. 14 consisting of many turns of
fine wire, is conuected in series with resistor number
"four" between the "EN" terminal of thc regulator
and "ground." Thus, when the ignition switch is
turned "UN," battery voltage applied to the windings
energizes the coil and the magnetic force of the coil
tends to attract the regulator armature.
When the battery line voltage is relatively low, the
current flow through the voltage coil yill be low- The
magnetic force or pull of the voltage coil will not be
great enough to overcome the regulator armature
spring tension, which is holding the armature contact
against the lower stationary contact Fig. 14.
Battery line voltage applied to the "IGN" terminal
cause.c current to flow through the regulator upper
contacts, through the "FLU" terminal of the regulator
and to the ‘insulated" brush and rotor slip ring. The
rotor field coil circuit is completed to "ground’’
through the other rotor slip ring and the "ground"
brush. Inasmuch as the upper contacts are "closed,"
the field circuit resistance is low, and maximum cur
rent will flow through the rotor field coil. The rotor
field strength will be high, and the alternator output
will be at its maximum for any rotor speed.
As the battery line voltage incrcases, the magnetic
pull. of the voltage cod overcomes the armature spring
tension, and "opens" the lower contacts. The station.
am-v contacts at this time do not touch either the upper
or lower armature contacts. Field current now flows
through the regulator ‘N" terminal, through re
sistance number "one" and number "two," through
the "FLU" terminal, and through the rotor field
ground.
The two resistors, in series iuith the field circuit.
reduce field curreot and rotor field strength, with a
corresponding reduction in slierriator output voltage.
This momentarily reduces battery line voltage applied
to the regulator voltage coil. l’he regulator armature
spring tension overcomes the magnetic pull of the
voltage coil, closing the lower contacts.
When the electrical load requirements are relative
ly high, the regulator armature oscillates, opening
and closing the lower contacts. This alternately "puts
in" and ‘takes out" resistance in the field circuit, arid
in effect limits the alternator output voltage.
When the electrical load requirements are low and
the engine speed is high the alternator output voltage
tends to increase. The battery line voltage now slight
ly increased causes the regulator voitagc coil mag
netic force to pall the grounded armature contact
against the regulator upper stationary contact. The
"PLO" terminal is now connected to ground.
AR MS Tu RE__
ARMAU,EF SPRII-IG-__
S TA nO NA
e"CONL4CT ARM
/05 SK ET
f’
Fig. IS-Voltage Regulator
MyMopar.com
FUSIbLE WIRE
SOLOS INO
-POINTS
Fusible Wire
8-26
ELECTRICAL-ALTERNATOR-REGULATOR
Field current flow is now through the regulator
"IGN" terminal, resistors number one and number
two, to the regulator "FLD" terminal, and hence to
ground. This is because the resistance to ground is
less than the alternator rotor field coil resistance.
By-passing the alternator field coil will cause the
alternator output voltage and the battery line voltage
to drop. This reduction in voltage will reduce the
magnetic pull of the regulator voltage coil, to the ex
tent that it cannot hold the armature contact against
the stationary upper contact.
The armature moves into a "no contact" position
about the upper and lower stationary contacts. This
momentarily allows the field current to flow through
resistors number one and number two, and through
the rotor field coil to ground. At high engine speed
and low electrical load operation, the armature oscil
lates between the "no contact" position, and contact
with the upper stationary contact, to limit the battery
line voltage.
VOLTAGE REGULATOR TEST With VAT-20D
Tester Fig. 11
Regulator temperature should be normalized by oper
ating with a 10 ampere lead for 15 minutes just prior
to testing.
Tester Controls and Switches
1 Set
2 Set
3 Set
4 Set
Polarity Switch to NEGATIVE position.
Tester Control Knob to DIRECT position.
Voltage Switch to 2 VOLT position.
Field Control to OPEN position.
Tester Lead Connections
1 Disconnect battery positive cable from battery
post and install BAVFERY POST ADAPTER between
cable and post.
2 Connect "BAT" lead of Tester to stud on
adapter.
3 Connect "REG" lead of Tester to binding post
on adapter.
4 Connect "GRD" lead of Tester to battery nega
tive terminal.
THE BATTERY POST ADAPTER BY-PASS SWITCH
must be open for all charging system tests. It is closed
for starting the engine.
Lower Contacts Test
1 With ignition switch turned off, disconnect field
wire from "FLD" terminal of alternator.
2 Connect one of the test leads of Tester Field
Control to "FLD" terminal of alternator.
3 Connect other lead of Tester Field Control to
field wire disconnected from alternator "FLD"
terminal.
4 Set Tester Voltage Switch to 16 VOLT position.
5 Connect positive lead of Tester Voltmeter to
"BAT" terminal of alternator.
6 Connect negative lead of Tester Voltmeter to
battery
negative terminal.
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7 Rotate Tester Field Control to the DIRECT
position.
8 With engine operating at 1250 RPM, rotate
Tester Control Knob clockwise until Ammeter reads
exactly 15 amperes.
9 Rotate Tester Field Control from DIRECT posi
tion to OPEN position and then back to DIRECT posi
tion to cycle the system.
10 Observe Tester Voltmeter. Voltmeter now in
dicates setting of voltage regulator upper contacts.
Refer to "Specifications."
11 Rotate Tester Control Knob to DIRECT posi
tion. If regulator operates within specifications, pro
ceed to lower contact voltage test. If upper contact
voltage setting is not within specifications, adjust
voltage setting as outlined in "Regulator Adjust
ments" test number 1.
Upper Contact Test
1 Increase engine speed to 2200 RPM.
2 Rotate Tester Control Knob to ¼ OHM position
only if Tester Ammeter reads over 5 amperes.
3 Rotate Tester Field Control from the DIRECT
position to the OPEN position and then back to the
DIRECT position to cycle the system.
4 Observe voltmeter. Voltmeter now indicates
setting of the voltage regulator upper contacts. Refer
to specifications.
Voltage should increase not less than .2 volt or
more than .7 volt above previous operating voltage
setting recorded in lower contact test. A voltage read
ing of less than .2 volt or more than .7 volt is an
indication of a possible wrong air gap setting, refer to
"Regulator Mechanical Adjustments."
5 Rotate Tester Field Control to OPEN position
and Control Knob to DIRECT position.
Upon completion of test, reduce engine speed to
idle, stop engine, and disconnect all test leads and
adaptors. Be sure that all vehicle’s cables and wiring
connections are secure before restarting engine.
CAUTION: Be sure the negative post of battery is
always connected to ground. Incorrect battery polari
ty may result in wiring harness damage and may
damage alternator rectifiers. Do not ground alter
nator field circuit, as this may damage the regulator.
Adjusting the Voltage Setting to Driving
Conditions
Specifications called for in the voltage regulator
chart indicates a tolerance of .9 volt from the low
setting to the high setting at the temperatures in
dicated.
To maintain the battery in a full state of charge,
the voltage regulator should be adjusted to provide
proper voltage limiting setting according to the cus
tomer’s driving and load requirement habits as fol
lows:
ALTERNATOR-RZGIJLATOR-ELECTRICAL
9-27
IOOL
E5NDNG TOOL
___ADJU5TMLNT OPENING
NN33
Fig. 19-oending Stationary Contact Arm
more than an ounce of water per cell per one thou
sand miles.
NN337
Fig 17-Lower Contact Voltage Adjustment
1 Check entire charging system and battery as
outlined in this Service Manual.
2 If there are no defects in the chargIng system
or in the battery and the battery was found to be in a
low state of charge, increase setting by .3 volt do not
exceed specified voltage limits and retest for an im
proved battery condition after a reasonable service
period week or two. if battery state of charge has
increased to a satisfactory level do not change voltage
setting. If the battery shows evidence of over
cbarge-Qow electrolyte level, high water consunip
tion, excessive dampness on top of battery, decrease
setting by - volt and retest for an improved battery
condition after a reasonable service period week or
CAUTION; Always adjust totting,
in steps not to ex
ceed .3 volt at a time, Do not exceed specified voltage
IimutL
3 The proper setting of the voltage regulator is
attained when battery remains at least lV5 specific
gravity in the winter or 1.245 specified gravity in the
sunimer, with a minimum water requirement not
Regulator
MecIrnnIcaI Adjustments
Step One-Adjust lower contact voltage aettang as
necessary by turning the adjustment screw Figs. IS
and 17 clockwise to increase voltage or counter
clockwise to decrease voltage.
Step Two-Measure upper contact point gap. Up
per contact gap should be 014 inch, plus or minus
.004 inch. Adjust upper contact gap as necessary by
bending armeture upper contact bracket Fig. 1 8,
nialdng sure contacts are in alignment.
if upper contact gap is correct and voltage regu
lator setting is still outside the .2 to .7 volt increase,
adjust air gap as follows:
If the differeqice is above .7 volt, reduce air gap by
bending down the fixed contact bracket Fig- 191. II
the difference is below i volt, Increase sir gep by
bending fixed contact bracket Fig 19 Up
a Connect a small dry cell test lamp in series with
the ION’ and "FLU’ terminal of the voltage regu
lator
b Insert a 032 inch wire gauge between regulator
armature and core of voltage coil next to stop pin us!
the armature Fig. 20, and press down on the arma
NO]NG
TOOL
NNI3a
Fig. t-I..iding
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Upper Contact
Arm
Fig- 3O-Te.ting Mr Gap
8-28
ELECTRICAL__ALTERNATOR-REGULATOR
ture until armature contacts wire gauge. Lower con
tacts should just open and test lamp should be dim.
c With air gap adjusted as In step b, a .042 inch
vñre gauge cannot be inserted between the arillature
and voltage core.
Voltage Regulator Fusible Wire Replacement
Install a new fuse wire Solder both ends of a new
fuse wire securely using only resin core solder.
ALTERNATOR SERVICE PROCEDURES
if alternator performance does not meet current
output specifications limits, it will have to be removed
and disassembled for further test and servicing.
{1 Disconnect batten ground cable at battery
negative tenninal.
2 Disconnect alternator output "BAn" and field
FLD" leads and disconnect ground wire.
3 Remove alternator mounting bolts and remove
alternator.
BENCH TESTS
Field Coil Draw
If alternator field coil draw has not been tested on
vehicle it may be tested on test bench as follows:
1 Connect test ammeter positive lead to battery
positive tenninal of a fully charged battery. Connect
test ammeter negative lead to field terminal of alter
nator. Connect a jumper wire to negative terminal of
battery, and ground it to alternator end shield.
2 Slowly rotate alternator rotor by hand. Observe
ammeter reading. Field coil dnw should be 2.3 am
peres to 2.7 amperes at 12 volts.
A low rotor coil draw . en indication of high resist
ance in field coil circuit, bnj,h,s, 5Iip rlngs or rotor
coil. A higher rotor coil drew indicates possible
shaded rotor coil or grounded rotor-
Tasting Alternator Internal Field Circuit for
Ground
1 To test internaj field circuit for ground, remove
ground brush. Touch one test prod from a 110 volt
test lamp to the alternator insulated brush tenninal
and remaining test prod to end shield, if rotor assem
my or insulated brush is not grounded, lamp will nut
light.
2 If lamp lights, remove insulated brush assembly
noting how the parts are assembled and separate the
end shields by removing the three through bolts.
3 Again test by placing one of the test prods to a
slip ring and remaining test prod to end shield. If
lamp lights, rotor assembly is grounded and requires
replacement. If lamp does not light after removing
the insulated brush and separating the end shields,
the cause of the ground at the first ground test was a
grounded insulated brush.
4 Examine plastic insulator and screw- Screw is a
special
size and must not be substituted.
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62 x
06
fly. 21-Removing or Installing frsulats Srush
5 Install insulated brush holder, terminal, Iran
lated washer, shake proof washer and screw- if the
parts were not assembled in this ordcr or if wrong
screw was used this could be the cause of the ground
condition.
DISASSEMBLING THE ALTERNATOR
To prevent possible damage to brush assemblies,
they should be removed before proceeding with disas
sembly of the alternator. The insulated brush is
mounted in a plastic holder that positions brush verti
cally against one of the slip rings.
1 Remove retaining screw loekwasher. insulated
washer, and field terminal, and carefully lift p]astk
holder containing spring and brush assembly from
end housing, Figure 21
2 The ground hnish is positioned horizontally
against remaining slip ring and is retained in a holder
that is integral with end shield. Remove retaining
screw and lift clip, spring and brush assembly from
end shield, Figure 22.
CAUTION: Stator is lamInated, do not burr
stalor or
and shield-
Fig. 22-RemoWng or Inst.lIn9 Ground fresh
-ALTER NATDR-R ECU LATOR-ELECTRICAL
DelvE rND
SHIELD
STATOR
GROUND LEAD
END HOUSIM
TO
NK los
Fl.. 23.-Seporoting Drive End Shield from Stoter
3 Remove through bolts and pry between the
stator and drive end shield with blade of a screw
driver, as shown in Figure 23. Carefully separate
drive end shield pulley and rotor assembly away from
stator and rectifier shield assemblyTesting the Rectifiers with Tool C-fl
The Rectifier Tester Tool C-3829 provides a quick.
simple and accurate test of the alternator rectifiers
without the necessity of disconnecting soldered recti
fier leads. With alternator rectifier end shield sepa
rated from drive end housing proceed with rectifier
tests as follows:
PosItive Case Rectifier Test Fig. 24
a Place alternator on an insulated surface. Con
nect test lead clip to the alternator "BAr’ output
terminaL
b Plug in Tool C-3829 power source lead into a
110 volt kG. power supply. Tonch exposed bare metal
connections of each of the positive case rectifiers,
with test prod.
CAt1TlON Do not break Ih. staling around rectIfier
lâ
wire. The sealIng material is for protaction
fig. 2-Tening Positive RectifIers
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FIg 25-Testing Negctw* Rectifiers
against corrosion. Always touch tnt prod to exposed
metal connection nearest rectifier.
The reading for satisfactory rectifiers will be 04
amperes or more. Reading should be approximately
the same for the three rectifiers.
When two rectifiers are good and one is shorted,
reading taken at the good rectifiers will be low, and
reading at shorted rectifier will be zero- Disconnect
lead to the rectifier reading zero and retest- The read
ing of the good rectifiers will now be within satisfac
tory range.
When one rectifier is open it will read approximate
ly one ampere and two good rectifiers will read with
in satisfactory range.
-
Case Rectifier Fig. 25
a Connect test lead clip to rectifier end housIng.
l Touch exposed connection of each of the nega
tive case rectifiers with test prod.
Test specifications are the same, and test results
.dll be approximately the same as for positive case
rectifiers, except meter will read on opposite side of
scale.
Hegtive
Fig 24-5.per.tinq the Three Sletar Leads
8-30
ELECTRICAL-ALTERNATOR-REGULATOW
Fig. 27-Testing Rectifier, wifl, Test
Lamp
TESTING RECTIFIERS AND STATOR
When Tool 0-3829 is not available
a Separate the three 3} stator leads at ‘‘Y’’ con
nection Fig. 20.
Cut s*ator co.rnactio.i as close to connector as pos
sible. If they are cut too short it may be difficult to
get them,, together again for soldering.
b Test rectifiers with a 12 volt battery and a test
lamp equipped with a number 67 bulb 4 candle
power by connecting one side of test lamp to positive
hattery post; other side of test lamp to a test probe
th other test probe connected to the negative bat
tery post.
C Contact outer case of rectifier with one probe
and other probe to wire in center of rectifier Fig. 27.
d Reverse the probes, moving probe from recti
fier outer case to rectifier wire, and the probe from
rectifier wire to rectifier outer case.
If test lamp ‘lights" in one direction but does ‘not
light" in other direction, rectifier is satisfactory- If
lamp lights in "both directions," rectiFier is "shortTO lID VOlT
POWER SOURCE
10 TEST PROD
FIg. 28-Testing Stotor for Grounds
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Fig. 2OTesting Stgtor Winding,
ed" If test lamp does
for Continuity
not light" in either direction,
rectifiers ‘open."
Possible cause of an opem’ or blown rectifier is a
faulty capacitor or a battery that has been Installed ri
reverse polarity. If battery is installed properly and
the roctifien are op..’, test capacitor capacity-.50
mnicrofarad plus or minus 20%.
e Unsolder rectifier leads from stator leads.
if Test stator for grounds using a 110 volt test
lamp Fig. 20. Use wood slats to insulate the stator
from rectifier shield. Contact one prod of test lamp to
stator pole frame, and contact the other prod to each
of the three stator leads. Test lamp should ‘not light."
If test lamp lights, stator %dndings are "grounded."
fg Test stator windings for continuity, by contact
ing one prod of test lamp to all three stator leads at
"Y" connection, Contact each of the three stator leads
disconnected from rectifiers. Test lamp should
"light" when prod contacts each of the three leads. U
lamp does not light stator winding is "open" Fig. 29.
12 Install -a new stator if stator tested is "ground
ed’ or open" if the rectifiers must be replaced Tinl,J
Fig. 30-aen,ovlng the Rectifiers
8-31
.ALTERNATOR-REGULATORELZCTRICAL
loot
‘.--
N,
tEASING RETA!NES
-a2]
6,
110
the Pull’,
solder the rectifier wire from the stator lead wire at
the soldered joint.
Three rectifiers are pressed Into the heat sink and
three in end st,lold. wheti removing rectifier,, it is
necessary to support end shield and/or heat sink to
Fig. Si-Removing
preY..’t damage to these casting.
4 Cut lead at malfunctioning rectifier.
5 Place Rectifier Removing and Installing Press
in a vise and support end shield on clamp ansl under
rectifier to be removed Fig. 30.
Support tool adaptor SP-382l is cutaway and slotted
to fit over wires and around bosses in end shield.
Make sure bore of tool completely surrounds rectifier
during removal prec.
6 Carefully apply pressure Mdth tool pressure
screw until support took, rectifier end shield, and re
mover pin, and remover adapter are in alignment then
press the rectifier out of end shield or heat sink.
7 The pulley is an interference fit on rotor shaft.
Remove pulley with Puller Tool C-3615 or C-3034 and
special adapters Fig. 31.
te Pry drive end bearing spring retainer from end
SEAeNG SETAPWER
Fig.
33-Removing
*
117
Beoflng from Rotor Shaft
shield with a screwdriver Fig. 32.
9 Support end shield and tap rotor shaft with a
plastic hammer to separate rotor from end shield.
The new bearing is lubricated with * predeter
mined amount of special lubricant and do.. not re
quire additional lubrication.
10 The drive end ball bearing is an interference
fit with the rotor shaft. Remove bearing with puller
Tool C-S6Th or C-3034 and adapters as follows:
a Position center screw of Tool on rotor shaft.
l} Place thin lower end of adapters SP4375 under
hearing equally spaced with upper end of adapters
aroand center screw.
c Hold adapter and center screw in position ‘sith
tool sleeve.
CAUTION: TI,. tool sleeve must bottom ON bear
ings, otherwise adapter. n.ay be dameged.
d Thrnlng center screw while holding outer body
of the tool Fig- 23 will withdraw bearing from rotor
shaft.
11 Remove D.C. output terminal nuts and
washers and remove terminal screw and inside
capacitor.
INSULATOR
HEAT SINK
63s III
Fig. 32-fli.engnging Seating Retaijier from
MyMopar.com Lid ShMM
62sIl3A
Fig. 34-Removing Mcci Sink insulator
8-32
ELECTRICAL-ALTERNATOR-REGULATOR
77c.,
-Th
5EARFNG
-
Fig.
5?-W25
35-Renoving R.ctWler End Shield Renting
Thu hat sink is also held En plac. by the terminal
screw.
12 Remove insulator Fig. 34.
13 The needle rdler bearing in rectifier end
shield is a press fit. If necessary to remove rectifier
end frame needle bearing protect end shield by w
porting shield with Tool C-3925 when pressing bear
ing out 4th Tool C-3?IOA Fig. 35. Make sure
notches in tool clear raised section of heat sink.
The new bearing ii prelubricated and no additional
lubricant should be added, as an excessive amount of
lubricant will contaminat, the slip ring, and cause
premature brush and rotor failures.
REPLACING SLIP RINGS
311p rings that are damaged can be replaced as
follows:
a Cut through rotor grease retainer with a chisel
and remove the retainer.
Fig. 37-Cuttlag Old Slip Rings
h Unsolder field coil leads at solder Ings Fig. 36.
c Cut through copper of both slip rings at oppo
site points lo apart with a chisel Fig. 37.
Id Break insulator and remove the old ring.
e Clean away dirt and particles of old slip ring
from rotor.
I Scrape ends of field coil lead wires clean for
good electrical contact.
g Scrape one end about 3/18 inch of a piece of
bare wire approx. 10 gauge three inches long to be
used as a guide wire.
h Tin scraped area of guide wire with resin core
solder. Lap tinned end of wire over field coB lead to
S LIP EING//
50L0E, wItI
EESIN CORE
-
so,
GUIDE witE
SOLDSffD ¶0
LEAO-__,,
Fig. 36-Soldar Points-Slip Ring Installed
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Fig. 38-Aligning Slip Ring with Field
Guide Wire
Wire and
ALTERNATOR-REGULATOR-ELECTRICAL
8-33
the lead to the lug with resin core solder.
CAUTION: Be sure solder bead do.. not protrude
beyond surface of plestic material Do not us. acid
core solder as a short circuit nay resoil and corrosion
will definitely occur.
Imp Coil ground brush ring field lead around solder
lug and solder with resin core solder.
lap Test slip rings for ground with a 110 volt test
lamp by touching one test lead prod to rotor pole shoe
and remaining prod to slip rings. Test lamp should
not light. U lamp lights, slip rings are shorted to
ground, possibly due to grounding insulated field lead
when installing slip ring.
If rotor is not grounded, lightly clean slip ring sur
faces with -00- sandpaper.
0 Position grease retainer on rotor shaft and press
retainer on shaft with installer Tool C-3021 FIg. 40.
The retainer is properly positioned when the inner
bore of instuller tool bottoms on the rotor shaft.
ASSEMBLING THE ALTERNATOR
Fig. 3P-Jnstaling
Slip
Ring
the insulated ring and solder the two together.
i Position new slip ring carefully over guide ½ire
and rotor shaft so wire will lay in s11p ring groove
Fig. 30. The groove in slip ring must be in line vith
insulated brush field lead to provide room for the lead
without damaging it.
J Place installing Tool C-3900 over rotor shaft
with guide wire protruding from slot in tool.
Ik, Positinn rotor, s11p and tool assembly in an
arhor press Fig. .
hill up on guide ‘sire being
careful to guide insulated field lead into sltp ring
groove. While guiding insulated field lead through
the groove, press slip ring on shat When slip ring is
bottomed on rotor fan, the end of field lead insulated
brush ring should be visible at solder lug Fig. 36.
1 Unsolder guide wire from insulated brush slip
ring lead. Press field lead into solder lug and solder
Fig. dO-Installing Beuriay Otcne Retainer
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II Check rectifier identification to make sure cor
rect rectifier is being installed. Refer to Parts List for
rectifier identification.
2 Start rectifier squarely into mounting hole.
3 Support heat sink or rectifier end shield on in
statler adapter of Tool C-3928. With the installing
adapter positioned on the rectifier, carefully apply
pressure with tool pressure screw until the installer
tool, rectifier, rectifier end shield or heat sink are in
alignment and after determining that rectifier is
started squarely in the casting, slowly apply pressure
with tool pressure screw until you feel the collar of
rectifier bottom against casting Fig. 41.
Make sure installer support adapter fits square
around the rectifier inner bass and that pressure is
applied on outer rim of rectifier.
CAUTION: DO NOT USE a hammer to start the
rectifier into it. bore in end shield. DO NOT HAM
MER OR SHOCK the rectIfier in any manner as this
Fig. Il-Installing a kectlfi.r
8*34
ELECTRICAL-ALTERNATOR-REGULATOR
PRESSING TOOL
SEARING
IN ER
N
DRIVE SNO SHIELD
RECTIF]ER LLAD
62ll6
6], 114 A
Fig. 42-Soldering Rectifier and Stator Lends
pig. 44anstalllng Drive End Shield and Seorings
will fracture the thin silicon wafer In the rectifier
causJng complete rectifier failure.
New bearings are pre-Iubricated additional lubrica
tion is not required.
4 Clean the leads and mate stator lead with recti
fier wire and bend the ioop snugly around stalor lead
to provide a good electrical and mechanical connec
tion. Solder scires with resin core solder. Hold recti
fier lead wire with pliers just below the joint while
soldering FIg. 42. Pliers will absorb heat from the
soldering operation and protect rectifier.
7 Insert drive end bearing in drive end shield and
install bearing retainer plate to hold bearing in place.
8 position bearing and drive end shield on rotor
shaft and, while supporting base of rotor shaft, press
hearing and shield into position on rotor shaft with
arbor press and Tool 03858 Fig. 44.
After soldering, quickly cool soldered connection;
touch a d.mpe.,ed cloth against it. Thi, will aid in
forming a solid joint.
5 After soldering, nato, leads must be pushed
down into the slots that are case into the end shield
and cemented with MoPar Cement Part Number
2209314 to protect the leads against possible inter
ference with the rotor fans. Test each replacement
rectifier to make certain rectifier was not damaged
by the soldering or pressing operations.
6 Support end shield on Tool C-3925 so that
notches in the support tool will clear the raised see
fion of the heat sink and press the bearing into posi
tion with Tool SP-3381 Fig. 43.
CAUTlON Make sure bearing is inst.ll.d squarely
at inst.llatioq’; otherwise, damage to bearing will
result. Press bearing on rotor shaft until bearing con
tact. shoulder on rotor shaft
0 Install pulley on rotor shaft. Shaft of rotor must
be supported ri a manner so all pressing force is on
pulley hub and rotor shaft Fig. 45.
Press pulley on rotor shaft until polIty contacts
inner race ol drive and bearing. Do not exceed 6100
pounds pressure.
101 The alternators have the capacitor mounted
internally. Make sure heat sink insulator is in place
Fig. 34.
11 Install output terminal screw and capacitor
through heat sink and end shield.
DRIVE END
SKew
ROTOR
COTOR
SHAFT
63
62
728
Fig.
4S-Jn,talllng Rectifier End shield earings
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Fig. 45-Installing Alternator Pulley
II?
IGNITION-ELECTRICAL
12 Install insulating washers, lockwashers and
lock nuts.
13 Make sure heat sink and insulator are in posi
tion then tighten lock nut.
14 Position stator on rectifier end shield.
15 Position rotor and end shield assembly on
stator and rectifier end shield assembly. Align the
through bolt holes in the stator, rectified end shield
and drive end shield.
16 Compress stator and both end shields by hand
and install through bolts, washers and nuts.
17 Install insulated brush in rectifier end shield.
Place bronze terminal on plastic holder with tab of
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terminal in the recess in plastic holder.
8-35
18 Place nylon washer on the bronze terminal
and install lockwasher and attaching screw.
19 Install ground brush and attaching screw.
20 Rotate pulley slowly by hand to be sure rotor
fans do not hit the rectifiers, capacitor lead, and
stator connections.
21 Install alternator and adjust drive belt to
specifications.
22 Connect output "BAT" and field "FLD"
leads and connect ground wire.
23 Connect battery ground cable.
24 Start and operate engine, and observe alternator operation.
25 Test current output and adjust regulator
voltage setting, if necessary.
IGNITION SYSTEM
INDEX
Assembling the Distributor
Ballast Resistor
Bushing Wear Test
Coil-Ignition
Contact Arm Spring Tension Testing
Contact Dwell
Contacts-Installing and Aligning
Disassembling the Distributor
Distributor Lubrication
Distributor Advance Testing
Distributor Contacts
Distributor, Assembling the
Distributor Contact Dwell
Distributor Resistance Test
Dwell Variation
41
44
38
44
42
38
42
39
43
43
42
41
38
37
38
GENERAL INFORMATION
The ignition system consists of two separate cir
cuits. The battery, ammeter, ignition switch, ballast
resistor, primary winding of the ignition coil, distribu
tor contacts and condenser, vehicle frame, and the
General Information
Idle R.P.M. Test
Ignition Coil
Ignition Timing
Installing and Aligning Contacts
Installing the Distributor
Removing the Distributor
Resistance Test-Distributor
Secondary Circuit Inspection
Service Diagnosis
Shaft and Bushing Wear Test
Spark Plugs
Specifications
Timing-Ignition
..
..
..
35
37
44
38
42
43
38
37
36
35
38
44
70
38
primary wiring make up the low voltage primary
circuit. The secondary high voltage circuit includes the
coil secondary winding, distributor cap and rotor,
spark plug cables, spark plugs and vehicle frame.
SERVICE DIAGNOSIS
Condition
BURNED OR PITTED
DISTRIBUTOR
CONTACTS
Possible Cause
a Dirt or oil on contacts.
b
Cc
Cd
e
Ct
MyMopar.com
g
Correction
a If the oil is on contact face, determine
cause and correct condition. Clean
distributor cam of dirt and grease,
apply a light film of distributor cam
lubricant Part No. 1473595 to cam
lobes; wipe off excess. See "Distribu
tor Lubrication". Replace contact set
and adjust as necessary.
Alternator voltage regulator setting b Test alternator voltage regulator set
too high.
ting, adjust as necessary. Replace and
adjust distributor contacts.
Contacts misaligned or gap too small. Cc Align and adjust contacts.
Faulty coil.
d Test and replace coil if necessary.
Replace and adiust contacts.
Ballast resistor not in circuit
Ce Inspect conditions, and correctly con
nect the coil.
Wrong condenser or faulty condenser. f Test condenser and replace if neces
sary. Replace and adjust contacts.
Faulty ignition switch.
g Replace ignition switch.
8-36
ELECTRICAL-IGNITION
Co ndit j en
IGNITION COIL
FAILURE
CONDENSER FAILURE
Possible Cause
Con. cit on
hI Bushings or distributor shaft worn.
i Touching of contacts with hands dur
ing installation.
h Recondition distributor.
i Replace and adjust contacts.
a Coil damaged by excessive heat from
engine.
b Coil case or tower cracked.
ci Oil leak at tower.
a Replace coiL. Inspect condition of dis
tributor contacts.
bi Replace coil.
c Replace coil,
a Normal fatigue.
a Test and replace condenser. Inspect
distributor contacts for pitting.
hI Damaged by excessive engine heat b Test and replace condenser, Inspect
or moisture.
distributor contacts tar pitting.
SERVICE PROCEDURES
Secondary Circuit nspectlon
Check the high tension cable connections for good
contact at the coil and distributor cap towers and at
the spark plugs. The terminals should be fully seated.
The nipples and spark plug covers should be in good
condition. The nipples should fit tightly on the coil
cap towers and the spark plug covers should fit tight
around the spark plug insulators, Cable connections
that are loose will corrode and increase the resistance
and permit water to enter the towers causing ignition
malfunction.
th, nipple and tower. Continue pushing on the cable
and nipple until the cables are properly seated in the
cap towers. is. the same procedure to install the
cable in the coi tower Fig. 2.
To maintain proper seeling between the towers and
th, nipples, the cable and nipple assemblies should
not be removed from the distributor or coil towers
unless he nipples are damaged or cable testing mdi’
rates high resistance or broken insulation.
Clean the high tention cables with a cloth mois
tened with a non-flammabin solvent and wipe dry.
Bend cables to check for brIttle or cracked insulation.
When testing the secondary cables for punctures
and cracks with an oscilloscope follow the inatnic
tions of the equipment manufacturers.
If an oscilloscope is not available, the secondary
cables can be tested as follows:
a Engine not running, connect one end of a test
probe to a good ground, other end free for probing.
hi Disconnect the cable at the spark plug end. fn
suate the cable end from grcunding.
C With engine running, move test probe along
entire length of wire. If punctures or cracks are
present there will be a noticeable spark Jump from
tile faulty area to the probe. Secondai coil wire may
be checked in the same manner, be sure one spark
plug cable is disconnected from spark plug while
running probe along coil wire secondary cable.
Cracked, leaking or faulty cables should be replaced.
When installing new cable assemblies, install the
n.w high tension cable and nipple assembly over the
cap or
coil tower, entering the terminal into the
tower, push lightly then pinch the larg, diameter of
th. nipple rig. I to ‘.1.... the trapped air b.tw...’
MyMopar.com
Fig. l’-In.talliqg Secondary Cable and Nlppi. at
Distributor Cap Tower
Fig.2-IostotllngSecondarytable oed Nipple at
Coil Tow.,
Use the following procedure when removing the
high tension cable from the spark ping, First, remove
the cable from tbe retaining bracket. Then grasp the
cable by hand as close as possible to the spark plug
IGNITION-ELECTRICAL
flg, 3-Removln Spark Plug Cable and Cove,
from Spark Plugs
and use a straight and steady pull Fig. 3. Do not use
pliers and do not pull the cable at an angle. Doing so
will damage the insulation, the cable terminal or the
spark plug insulator. Wipe the sparli plug insulator
clean before reinstalling the cabl, and cover.
Resistance type cable is identified by the words
‘Electronic Suppression" printed on the cable Jacket.
No additional resistors arc necessary.
Use an ohmmeter to check resistance type cable for
open circuits, loose terminals or high resistance as
follows;
a Remove the cable from the spark plug and in
stall the proper adapter between tbe cable and the
spark plug.
b Lift the distributor cap from the distributor
with cables intact Do not remove the cables from the
cap.
fe Connect the ohmmeter between the spark plug
adapter and the corresponding electrode inside the
cap, making sure the ohmmeter probes are in good
contact. If resistance is more than 30,000 ohms, re
move the cable at the cap tower and check the cable
resistance. If the resistance is more than 30000 ohms,
replace the cable assembly. Test all spark plug cables
in the same manner.
To test the coil to distributor cap high tension
cable, remove the distributor cap thth the cable in
tact, Do not remove the cabl, from the call or cap.
Connect the ohmmeter between the center contact ‘In
the cap and either primary terminal at the coil. If the
combined resistance of coil and cable is more than
25,000 ohms, remove the cable at the tower and check
the cable resistance. U the resistance is Bore than
15,000 ohms, replace the cable. If the resistance is
less, check for a loose connection at the tower or for a
faulty coil,
Inspect the coil tower for cracks, carbon tracking
or oil leaks.
DISTRIBUTOR RESISTANCE TEST
This test indicates the resistance of the ignition
primary circuit from the distributor side of the coil,
through the contacts and the distributor grouni Ex
cessive
resistance in this portion of the ignition sys’
MyMopar.com
8-37
tern will prevent the coil from producing sufficient
output for good over-all ignition. To perform test,
proceed as follows:
1 mm Selector Switch of a Tach-Dwell unit to
CALIBRATE position and adjust Dwell Calibrator
unifi Dwell Meter reads on the set line test leads
separated.
21 Leave Selector Switch In CALIBRATE position,
connect Tach.Dwell red lead to distributor terminal of
coil and black lead to a good ground.
IS Turn ignition switch "ON." Observe dwell
meter reading. Meter pointer should be well within
bar marked "DISTRmUTOR RESISTANCE." If read
ing is zero or outside of bar, crank engine with starter
until meter pointer moves as far to the right as possi
ble. This will indicate that contacts are closed. A
reading now within the bar indicates a normal dis
tributor primary circuit.
If reading is outside the bar, high resistance is
present in distributor primary circuit
4 Remove test lead from distributor terminal of
coil and connect to the following points:
a Distributor primary terminal outside.
b Thstributor primary terminal inside.
c Contact point terminal bracket Insulated
bracket,
d Oround side of contacts.
C Distributor housing.
10 Repeat test at each connection until a notice
able change occurs in the meter reading. If a poor
connection or faulty lead is indicated, clean, tighten
or replace as necessary and repeat test S.
if faulty contacts are indicated, remove distributor
for complete inspection, service, testing and calibra
tion.
IDLE RPM TEST
Engine idle rpm setting should be tested and re
corded as it is when the vehicle is first brought into
the shop for testing. This will assist in diagnosing
complaints of engine stalling or complaints of creep
ing and hard shifting on vehicles equipped with
automatic transmissions.
Test procedures are as follows:
1 Turn Selector Switch to CALIBRATE position
and adjust Dwell Calibrator until Dwell Meter reads
on the SET llne test leads separated.
2 Connect red lead of test unit to distributor pri
mary terminal at coil and black lead to a good ground.
3 Turn Selector Switch to S LOBE position.
4 Thm Tach-Owell Switch to 1000 RPM position.
5 With engine at normal operating temperature
off fast idle, momentarlly open the throttle and re
lease to make sure there is no bind in the linkage and
that idle speed screw Is against Its stop.
0 Note engine RPM on 1000 RPM scale and adjust
carburetor idle speed to specifications.
8-38
ELECTRICAL-IGNITION
DISTRIBUTOR CONTACT DWELL
The degrees of distributor dwell are the degrees of
rotation through which the contacts remain closed.
This is also commonly referred to as "dwell angle" or
‘cam angle."
Correct distributor contact dwell is essential for
good ignition performance and contact life.
Test procedures are as follows:
1 Connect the Tach-Dwell red lead to distributor
terminal of coil and black lead to a good ground.
2 Turn Selector Switch to 8 LOBE position.
3 Start engine and operate engine at idle speed.
4 Observe dwell meter reading. If dwell reading is
within "Specifications" contact gap, cam rubbing
block and contact arm are all in satisfactory condi
tion.
If dwell reading is not within specifications, incor
rect contact gap, worn cam, worn rubbing block or
distorted movable contact arm may be indicated.
DWELL VARIATION
This test indicates the mechanical condition of the
distributor. Excessive wear in distributor mechanical
parts causes dwell variations which will affect ignition
timing.
Test procedures are as follows:
1 With engine at idle speed, vacuum hose discon
nected, and with test leads connected as in the con
tact Dwell Test, turn the Tach-Dwell RPM Switch to
the 5000 RPM position.
2 Slowly increase engine speed to 1500 RPM, then
slowly reduce to idle speed while observing dwell
meter reading.
If dwell reading varies more than 2 degrees from
initial reading between idle speed and 1500 RPM,
probable wear in the distributor shaft, bushings or
contact plate bearing or pivot pin is indicated. Re
move distributor for complete inspection and testing
on a distributor tester.
Dwell variation at speeds above 1500 rpm does not
necessarily indicate distributor wear.
IMPORTANT: Dwell and gap of contacts must both be
within their specified tolerance at the same time. If
this cannot be accomplished, it is probable that wrong
contacts are installed, rubbing block or the cam lobes
are badly worn, or the movable contact is distorted.
IGNITION TIMING
To obtain maximum engine performance, the dis
tributor must be correctly positioned on the engine to
give proper ignition timing.
The ignition timing test will indicate the timing of
the spark at No. 1 cylinder at idle only.
Test procedures are as follows:
1 Disconnect vacuum hose at distributor.
2MyMopar.com
Connect secondary lead of Power Timing Light
to No. 1 spark plug, red primary lead to positive ter
minal of battery and black primary lead to negative
battery terminal.
Do not puncture cables, boots or nipples with test
probes. Always use proper adapters. Puncturing the
spark plug cables with a probe will damage the cables.
The probe can separate the conductor and cause high
resistance. In addition breaking the rubber insulation
may permit secondary current to arc to ground.
3 Start engine and set idle to "Specifications"
Transmission in Neutral.
4 Loosen distributor hold-down arm screw just
enough so distributor housing can be rotated in its
mounting.
5 Aim Power Timing Light at timing plate on
chain case cover. If light flash occurs when timing
mark on vibration damper is located ahead of speci
fied "BTC" mark on timing plate in the direction of
engine rotation, timing is advanced. To adjust, turn
distributor housing in direction of rotor rotation.
If flash occurs when the vibration timing mark is
located past the specified "BTC" mark in the direc
tion of engine rotation, timing is retarded. To adjust,
turn distributor housing against direction of rotor ro
tation. Refer to "Specifications." Moving the distrib
utor housing counterclockwise advances ignition
timing and clockwise retards timing.
6 Tighten distributor hold-down arm screw after
timing has been set and recheck timing adjustment
with a Power Timing Light.
7 When ignition timing is correct, reconnect
vacuum hose to distributor.
REMOVING THE DISTRIBUTOR
1 Disconnect vacuum hose at distributor.
2 Disconnect primary lead wire at coil.
3 Unfasten distributor cap retaining clips and lift
off distributor cap.
4 Scribe a mark on the edge of the distributor
housing to indicate position of the rotor as reference
when reinstalling the distributor.
5 Remove distributor hold-down clamp screw and
clamp.
6 Carefully lift distributor from engine.
Shaft and Bushing Wear Test
1 Remove distributor rotor.
2 Disconnect primary lead wire at distributor
terminal. DO NOT LOOSEN inner nut that holds mov
able contact arm tension spring to terminal post.
3 Clamp ribbed section of distributor housing
lightly in a vise equipped with soft jaws and attach
the dial indicator to body of distributor with the indi
cator plunger arm resting against movable contact
arm at the rubbing block and with the rubbing block
of contact arm on highest point of cam lobe Fig. 4.
IGNITION-ELECTRICAL
PULL WR
8-39
/
P.
roa
Fig. 4-Shaft and Sushing wear Test
4 Place one end of a wire loop around the top of
a Remove distributor drive collar retaining pin
distributor shaft. Hook a spring scale in the other end
and slide the collar off end of shaft
of ire loop and pull on a line with the plunger of
b Use a fine file to clean burrs from around pin
indicator gauge- Re sure wire loop on shaft end is
hole in the shaft and remove lower thrust washer.
down on the shaft to insure a straight pull and also
C Push shaft ur and remove it through top of
that wire loop does not interfere with indicator or
distributor body. Remove upper thrust washer.
holding bracket. Apply a five pound poll and read the
Id Remove shaft oiler and lift out oiler wick.
movemeni of the plunger on the indicator dial. Be
CAUTION: Do not drive the bushings out of the
sure nabbing block of contact arm is on highest point
he in it
of cam lobe durrng this test. If plunger movement
e Remove upper bushing with Tool C8744 Fig. 7
exceeds .000 inch, replace bushings and/or distribu
by threading the tap securely into bushing. Place
tor shaft, see Distributor Disassembly."
spacer over the tap. Install tool nut and, while holding
the tap, tighten tool nut to remove bushing. Invert
housing and remove lower bushing in same manner.
Disassentbung the Distributor
f Soak new bushing ini light engine oil for approx.
1 Remove the distributor rotor.
imately 15 minutes.
The distributor cap el.rnp springs on Chrysler built
g Position new upper bushing with hole in bush
distributor, Sr. held in plate by peened rn.tel srovnd
ing up and in line with oil hole in housing, thesi press
the openings and should not he removed.
the bushing into distributor housing with Tool C-3041
2 Remove retainer attaching vacuum advance
and adapter Fig. 8 with the flat face of adapter con
unit to contact plate advance ann
tacting bushing then press bushing into distributor
81 Remove two screws and lockwashers attaching
until top of bushing is 1.1613 inches from top of ma
vacuum advance unit to distributor housing and re
chined face of distributor housing. mace a straight
move the unit.
edge on machined surface of housing and measure
4 Remove primary lead wire and rubber grommet
from bottom face of the straightedge to iop of the
as an assembly. Push grommet towards inside of dis.
bushing. Invert housing and install other bushing
tributor to remove. Do not pull the wire.
Fig. 0 flush with face of distributor base.
5 Remove two screws, and lockwashers attaching
h Insert a 3/32 inch rod through housing oiler hole
contact plate to housing and llft oLd contact plate,
to see if hole in bushing indexes with oiler hole in
contacts and condenser as an assembly.
housing. If the rod cannot be inserted through hous
6 Remove oil wick from the distributor cam Fig.
ing and bushing, drill a ½ hole through upper bush.
6. Remove spring clip from oil well in cam and re
ing by drilling through oil wick hole. Remove burrs
move cam and yoke assembly and spacer.
caused by drilling operation.
7 If side play exceeded .006 inch in the ‘Shaft
i Install burnishing tool part of Tool set C-3041
and Bushing Wear Test," replace bushings and/or
and force burnisher through both bushings Fig. 10.
distributor
shaft as follows:
Correct bushing inside diameter is .4995 to .5000 inch.
MyMopar.com
-4
ELECTRICAL-IGNITION
C AP
010
,_-s_
LAD
._.........
SCREW
SET
NUT
BREAX FR PlATE
FELT
SNAP RING
CAM
S
VERNON WEIGHT
SHArI
SPRING
WASHER
SPRING
SEARING
SCREW
R A SE
N
S
SEARING
WASH FR
VACUUM CONTROL
SPRNG
CO LLAR
PIN
MyMopar.com
0
-/
Fig 5_.Osributor.-mwsn.,,bI*d View
NB1O9B
IGNITION-ELECTRICAL
-
8-41
PRss AM
TOOL IDRLVERF
-
ADAFFER
Nb 50
156 A
Fig
6-Rsmoving
or installing Corn Felt Wick
Fig.
9-ins#oliing Distributor Housing Lower Bushing
PkEsS RAM
-
TOOL
UPPER EU5HING
/
NB49
Fig. 7-Removing Distributor Housing Upper B..hin
PSSSS RAM
TOOL IORVFC I
TOOL
ADAPTER
/
N 5!
Fig. S-lnstoliing Distributor Housing Upper Bushing
ASSEMBLING THE DISTRIBUTOR
I Test operation of governor weights and inspect
weight springs for distortion. Lubricate governor
weights.
2 Inspect all bearing surfaces and pivot pins for
MyMopar.com
Fig.
O-Durni,hing Distributor HousingSusiiings
roughness, binding or excessive looseness.
3 Install cam spacer, chamfered end down on dis
tributor shaft.
4 Slide cam and yoke on disthbutor shaft, engage
weight lugs with slots in the yoke. Install cam retain
ing spring clip. Be sure it is properly seated in the
groove of distributor shalt.
5 Lubricate and install flat thrust washer. Posi
tion washer on distributor shaft and slide shaft into
distributor body. Position lower thrust washer and
drive collar on lower end of shaft. Install retainer pin.
6 Install oiler wick and oiler.
7 Install contact plate assembly. Migii condenser
lead, contact point spring, primary lead and install
attaching screw.
8 Install felt wick in the top of distributor cam.
0 Attach vacuum advance unit ann to contact
plate. Install vacuum unit attaching screws and
washers.
10 Test contact arm spring tension, and adjust
contact gap.
11 Lubricate felt pad in the top of distributor cam
with 3 drops of light engine oil and install rotor.
8-42
ELECTRICAL-IGNITION
CONTACT ARM
4O SPRING
PULL SCALE
Nc1545
Fig. IT-Testing Contact
Arm
Spring Tension
TESTING CONTACT ARM SPRING TENSION
1 Hook a spring scale Tool MTU-36 on the
breaker arm and pull in a straight line at a right
angle to the contact surfaces Fig. 11. Take a reading
as the contacts start to separate under the slow and
steady pull of the scale. Spring tension should be 17
to 20 ounces- If the reading is outside these limits,
loosen the screw which holds the end of the contact
arm spring, and slide the end of the spring in or out,
as necessary.
2 Tighten the screw and measure the spring ten
sion
Jint the right amount of contact spring tension is
Very important for effective ignition and efficient en
gine performance. Spring t.nsion that is too gr.at,
will tells. excessive wear on the distributor cam and
on the nylou block of th. movable contact arm. Spring
tension that Is toe weal’, is unable to keep the ton
lects in contact with each other when they close. This
Is particularly true as enigine speed it increased,
ng high-speed misfiring.
DISTRIBUTOR CONTACTS
Contact Wear
Contacts which have undergone several thousand
miles of operation will have a rough surface, but this
should not be interpreted as meaning that the con
tacts are worn out. If the contact area has a gray color
and the roughness between the contacts matches so
tlmt a large contact area is maintained, the contacts
will continue to provide satisfactory service.
However, if the contact area is oily, mottled or dark
In color, or is badly pitted, the contacts will soon be
come unsatisfactory for further opention. Not only
must they be replaced, but the ignition system and
engine must be checked to determine the cause of the
trouble so it can be eliminated. Unless the condition
causIng H,. contact burning or e*cessive pitting Is
corrected, th. new contacts will provid. no better
s.ryic. than the old contactt
Burning of Contacts
Contact binning will result from high primary volt
age, MyMopar.com
presence of oil or other foreign material, defec
tive condenser and improper contacts adjustment.
High voltage causes an excessively high current flow
througb the contacts which burns them rapidly. High
voltage can result from an improperly adjusted or
inoperative voltage regulator.
Oil or crankcase vapors which work up into the
distributor and deposit on the contact surfaces will
cause them to burn rapidly. This is easy to detect
since the oil produces a smudgy line under the con
tacts, Clogged engine hreather pipes permit crankcase
pressure to force oil or vapors up into the distributor.
Over-oiling of the distributor will also cause burning.
If the contact opening is too small cam angle too
large, arcing &411 occur between the contacts result
ing in low secondary voltage and engine miss.
High series-resistance in the condenser circuit will
prevent normal condenser action so the contacts will
burn rapidly. This resistance may be caused by a
loose condenser mounting or lead connection, or by
poor connections inside the condenser.
Pitting of Contacts
Contact pitting results from the transfer of material
from one contact to the other so that a tip builds up
on one contact while a pit forms in the other.
A small amount of pitting in several thousand miles
is normal and does not affect the distributor opera
tion. However, escessive pitting such as long sharp
spikes is harmful and causes arcing and voltage loss.
Contacts with this condition should be replaced.
Excessive pitting can be due to too small a contact
opening, high primary voltage or wrong condenser
capacity. Inspect to be certain the condenser capacity
is within the specified range of .25 to .285 MFD con
tact spring tension should be 17 to 20 ounces and
contact gap should be .014 to .010 inch.
INSTALLING AND ALIGNING CONTACTS
I Loosen terminal screw nut, and remove primary
lead, condenser lead and terminal screw.
2 Remove stationary contact lock screw and re
move old contact set.
3 Install a new contact set; the sleeve at one end
of adjustable bracket fits over and pivots on upper
contact plate mounting pin, the contact insulator also
retains tenninal screw head.
4 Connect condenser and primary leads.
Align contacts, if necessary, by bending stationan’ contact bracket only. Never bend movable contact
arm to obtain alignment.
6 After aligning contacts, adjust contact clearalice to Specifications,’ using dial indicator Fig. 12.
Recheck contact arm spring tension.
7 Test dwell angle to show proper degree of
closure. See Paragraph, Distributor Contact DwelL"
The lock screw should be loosened just enough so
stationary contact bracket can be removed with a
slight drag; othenvise, it will be difficult to set con-
IGNITION-ELECTRICAL
TOOL
CONTACT
Fig. I24dusting Contoct
c’earance with indicator
tacts accurately. After setting contacts to the correct
gap, tighten stationary bracket lock screw.
DISTRIBUTOR LUBRICATION
1 MIow 3 drops of SAE OW oil to the oiler on
outside of distributor base.
2 lubricate felt wick under the rotor in top of
distributor cam with 3 drops of SAE lOW oil.
3 Wipe the distributor cam frce of dirt and old
grease with a clear lintless cloth. Apply a light film of
new distributor cam lubricant Number 1473595 or
equivalent over the entire cam surface. Lubricant
must be able to adhere to the cam surface thereby
resisting being thrown from the cam by centrifugal
force, must not melt at operating temperatures and
must not harden or dry out with age, must not chem
cally react or be affected by ozone or cause corrosion
or pitting of the metal, must possess moisture control
properties to prevent rust formation on the cam.
CAUTION: A thin film is all that is required. Do not
over-lubricate. Excess grease will be thrown from the
distributor cam when engine is running. If this grease
strikes the contacts arcing and burning of contacts
wIll resijlt.
TESTING DISTRIBUTOR ADVANCE
Centrifugal Advance Curve
Mount distributor assembly less cap and rotor in a
reliable stroboscope-type distributor tester and pro
ceed with tests as follows:
Clamp around ribbed section of distributor housing.
The bottom section of distributor housing is not a
machined surface and concentricity would be al
fected causing * wobble,
1 Thm Tach-Owela switch to B ‘LOBE" position
and Motor Switch to correct direction of rotation, Re
fer to Distributor Specifications" in this manual.
2 Thrn battery switch "ON."
3 Regulate tester speed control to operate distrib
utor
at 200 distributor rpm.
MyMopar.com
8-43
4 Align the 0" of the distributor tester degree
ring with any one of the arrow flashes.
5 Adjust tester speed control to operate distribu
tor at speeds called for under ‘‘Specifications" and
observe arrow flashes opposite tester degree ring to
determine degrees of advance.
6 If advance is not according to specifications,
corrections car’ be made by bending the prima’ and
secondary spring tabs on cam yoke to increase or de
crease spring tension. The governor spring tabs can
be reached throogh the access hole at breaker plate.
Rotate shaft until proper spring and tab hoe up with
access holes. Insert a screwdrive blade through access
hole and bend spring tab toward distributor cam to
decrease spring tension and advance to spark, or away
from the distributor cam to increase spring tension
and retard the spark.
The light tension spring controls the lower end of
advance curve, and the heavier spring controls upper
end of sdvance curve.
Vacuum Diaphragm Leak Test
With distributor mounted in distributor tester and
with vacuum unit attached to distributor, proceed as
follows:
1 Place thumb over end of vacuum pump and
hose and adjust regulator control mob to give a read
ing of 20 inches with hose closed off to be sure tester
hose does not leak.
2 Attach tester vacuum pump hose to the tube on
the distributor vacuum unit. The vacuum gauge
should hold on maximum vacuum obtainab!e if no
leak exists.
3 Observe contact plate while performing leak
test to test response of contact plate. There should be
instant response to the pull of the diaphragm, mowng
the plate without a drag or bind.
4 If leakage is indicated, replace vacuum unit
assembly.
Vacuum Advance Curve
Connect tester vacuum pump hose to the distnbu
tor vacuum advance unit and perform operations 1
through 5 under "Centrifugal Advance Curve." Then
proceed as follows:
1 Turn tester vacuum pump "ON." Adjust
vacuum pump regulator to vacuum test specifications.
See "Specifications’ and observe arrow flashes on
tester degree ring to determine degrees of advance.
2 If vacuum advance is above or below specifica
tions, replace vacuum advance unit. Retest vacuum
advance curve.
INSTALLING THE DISTRIBUTOR
ill Position distributor on engine Align rotor with
marks previously scribed on distributor housing.
12 Engage tongue of distributor shaft with slot in
distributor and oil pump drive gear-
5-44
ELECTRICAL-IGNITION
If engine has bee, cranked while distributor is iw
proper
relatloaship between distributor shaft and NO. I pis
tol, position as follows;
a Rotate cranksbaft until number one piston is at
top of compression stroke.
b Rotate rotor to the position of number one dis
tributor cap terminal.
Ic Lower distributor into the oning, connect
primary lead and install distributor cap. Make sure all
high tension wires snap" firm in cap towers- install
distributor hold-down clamp screw- Tighten screw
ringer tight.
d Connect secondary lead of a Power Timing
Light to NO- 1 spark plug using proper adapter
Connect red primary lead to positive terminal of bat
tery and black primary lead to negative battery
ternilnal.
e Start and operate engine at idle speed. Rotate
distributor housing so that specified taming mark and
pointer are in alignment, Moving the distributor hous
ing against shaft rotation advances timing and with
shaft rotation retards timing.
If Tighten distributor damp screw after timing
has been set and recheck timing adjustment with a
Vower Timing Light.
g if timing is correct, connect vacuum hose to
distributor and remove timing light from engine.
mQved, it will be necelsary to edablish the
Ignition Timing with C-744 Test Lamp
U Connect 0-744 test lamp between distributor
primary terminal and battery positive post.
2 Turn engine until number 0 exhaust valve is
just closing continue turning enae slowly untIl
specified degree mark on the crankshaft pulley is at
specified degree mark at case cover.
3 Loosen distributor clamp bolt so distributor
housing can be rotated with a slight drag, then turn
distributor in the normal rotation until test lamp
lights.
4 Turn distributor against normal distributor ro
tation until test lamp goes out.
If the test lamp lights lmm.diat.ly when connected,
turn distributor against normal distributor rotation
until light goes out
5 Tighten distributor clamp bolt securely and re
move test lamp- It the operation is performed proper
ly the engine is timed to specifications,
If the engine Is turns beyond the timing mark.
continue turning engine for two full revolutions of
th. crankshaft; this will pIns the distributor rotor in
approximately the initial position.
CAUTION: DO NOT reverse rotation of the crank
shaft if you have passed the timing mark as this
would affect valvetinling and distributor timing.
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IGNITION COIL
The ignition coil is designed to operate with an
external ballast resistor. When testing the coil for
output, include resistor in tests.
Inspect coil for external leaks and arcing, Always
make two tests when testing the coil. One when the
coil is cold, the other after the coil has been wanned
up.
Test coil according to coil tester Manufacturefs in
structions. Test coil primary resistance. Test ballast
resistor resistance. Test coil secondary resistance. Re
lace any coil and ballast resistor that does not meet
specifications.
Ever time ‘an ignition coil is replaced because of a
burned tower, carbon tracking or any evidence of arc
ing at the tower, the nipple or boot on the coil end of
the secondary cable, replace cable. Any nrting at the
tower will carbonize the nipple so that placing it ou a
new coil wrn invariably cause another coil failure.
if the secondary cable shows any signs of damage,
the cable should be replaced with a new cable with
the neoprene nipple since the old cable can cause
arcing, and therefore, ruin a new coiL
BALLAST RESISTOR
The ballast resistor is a compensating resistance in
the ignition primary circuit. During low speed opera
tion, when the primary circuit current flow is high,
ballast resistor temperature rises, increasing resist
ance This reduces current flow, thereby prolonging
ignition contact life. At high speed operation, when
primary current flow is low, the ballast resistance
cools off allowing more current flow, which is re
quired for high speed operation. During starter oper
ation, the ballast resistor is bypassed, allowing full
battery voltage to the ignition primary circuit.
SPARK PLUGS
To li,sure peak performance, spark plugs should be
removed, cleaned, tested and regapped evefll 5000
miles- Worn and dirty plugs may give satisfactory o
eration at idling speed but may fail under operation
conditions- Spark plug appearance or conditions can
reflect a wide variety of engine conditions as follows:
Fig. I-Normal Conditions
Fig 2-Cold Fouling
IGNITION-ELECTRICAL
Fig- 3-Wet Fouling
Fig 4-Spash.d Fouling
Normal Conditions
Normal conditions Fig. Ii. This plug has been nm
fling at the correct temperature In a healthy" en
gine- The few deposits present adIl probably be light
tan or gray in color with most regular gndes of com
mercial gasoline. Electrode burning will not be in evi
dence; gap growth will average not more than about
.001/1000 miles. Chances are the plug, as pictured,
could be cleaned, the gap electrodes filed, regapped
and reinstalled with good results.
Cold Fouling
Cold fouling or carbon deposits Fig- 2. This dry
black appearance is fuel carbon and can he due to
over rich fuel-aIr mixture, possibly resulting from a
faulty choke, clogged air cleaner, improper carbu
retor idle adjustment or dirty carburetor- However, if
only one or two plugs in a set are fouled like this it is
a good idea to check for sticking valves or faulty igni
tion cables. This condition also results from prolonged
operation at idle. If vehicle is operated extensively at
idle and low speeds, improved plug service will be
obtained by using the next step hotter spark plugs.
Wet Fouling
Wet fouling Fig- 3 tells you that the plug has
drowned in excess oil. In an old eugine, suspect worn
rings or excessive cylinder wear. In OHV engines, too
much oil may be coming in past the valve guides. Use
of a ‘otter plug may relieve such fouling, but plugs
can’t take the place of needed engine overhauL Rn
nie’nb.r that ‘break-in" foulin1 of now *ngine, may
Fig, 5-Core Bridging
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Fig 6-Gop Bridging
8-45
occur before normal oil coatrol is achieved. In n.w or
r.antly overhauled jobs, such fouling plugs can be
cleaned and reinstalled.
Splashed Fouling
Splashed fouling Fig. 4 may sometimes occur after
a long-delayed tune-up. Here, deposits accumulated
after a long period of misfiring may be suddenly
loosened when normal combustlou temperatures are
restored upon installation of new plugs. During a high
apeed run, these materials shedding off the combus
tion chamber are thrown agaInst the hot insulator
surface. If they happen to short out the plug, they can
be removed with regular cleaning techniqaes. The
plugs can then be reinstalled with good results as the
engine has scavenged itselfCore flrldgiitg
Core bridging FIg- 5 will be encountered only
rarely in automotive engines. It’s usually due to the
same conditions described under splashed deposits In
this case, a chunk of deposit was thrown off the pis
ton and formed a bridge between the insulator and
shell. Result A dead short." Such evidence of exces
sive combustion chamber deposits will be more com
mon where oil control Is poor
or where vehicles
are usually driven in slow speed, start-stop service. In
such instances, it usually pays to physically remove
accumulated deposits from the engine.
-..
-
Gap Bridging
Gap bridging Fig. 615 also relatively rare m auto
motive engines. It also may be traced to flying depo
sits in the combustion chamber. In a few cases, fluffy
deposits may accumulate on the plugs during in-town
driving; when the engine is suddenly put under high
load, this material can melt and bridge the gap.
High Speed Glaring
High speed glazIng may cause misfiring at speedn
above 50MG mph. The shiny deposit Fig. 7 may be
yellow or tan in color. It usually suggests that tem
peratures have suddenly risen during a hard accelera
tion. As a result normal deposits do not get a chance
to fluff off the plug
instead they melt and form a
conductive coating. If this continues to reoccur, sug
gest a colder heat range and regular spark plug clean
ings
.
Fig- 7-High Speed
Glazing
-
.
Fig. 8-staveng.r O.po.its
8-48
ELECTRICAL-IGNITION
Fig. V-Overheating
Fig. lO-Torh’d.nce
Fig. IS-Chipped insulator
Fig. 14-MechanIcal
Damage
Ounhing
Initial Pre-igniflon Damage
Scavenge. Deposits
File] scavenger deposits Fig. 8 may be white or
yellow in color. They may appear to be bad, but this is
a normal appearance wIth certain branded fuets. Such
materials are designed to change the chemical nature
of deposits to lessen misfire tendencies. Notice that
aceumolatIon on the ground electrode and shell areas
may be unusually heavy, but the materIal is easily
flaked off. Such plugs can be considered normal
in condition, and can be cleaned with standard
procedures.
Overheotlng
Overheating Fig. Op is indicated by a white or light
gray insulator which appears blistered." Electrode
gap wear rate will be considerable in excess of
.001/1000 miles. This suggests that a cooler heat
range should be used - - - however, over-advanced
ignitIon timing, detonation and cooling system stop
pages can also overheat the corr.c1 spark plug heat
ranges.
Turb.,Ienre Burning
Thrbulence burning flg- 10 causes electrodes to
wear away on one side. This is the result of normal
turbulence patterns in the combustion chambers of
certain engines. It can be Ignored if normal plug life
is being obtained. If gap growth appears exccssive,
review the corrective measures suggested under
overheating.
Fig. I
I-initial Pre-ignition
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Damage
Fig. 12-Sustained Pie
ignition Damage
Initial preignitioti damage Fig. II may be caused
by excessive temperatures. This produces melting of
the center electrode and, somewhat later, the ground
electrode. Remember that the spark plug is like an
electric fuse . - - when it melts, it warns you to look
for the causes, and for damage to the engine such as
scuffed pistons, burned pistons or hurned valves. In
spect for correct spark plug heat range, over-ad
vanced ignItion timing, loose spark plugs, burned
head gasket, excessive detonation due to low octane
fuel and for similar causes of overheating
Sustained Pro-ignition Damage
Sustained pre-ignition damage Fig- 12 usually in
volves melting of the cerarilic firing tip. Since this
requires temperatures above l7OtlF, it’s a good possi
bility that other components of the enne may have
been damaged by preignition. This is another sure
sign that careful inspection of the engine and its ad
justments are required.
Chipped Insulator
Chipped insulator Fig. 13 usually results from
bending the center electrode during regapping of the
plug. Under certain conditions, severe detonation can
also split insulator firing ends. In a four-cycle engine,
a piece of ceramic like this is easIly blown out
through the exhaust.
Fig. IS-Pressure Type
ø.p Tool Domoge
Fig. ia-Reversal Coil
Polarity
HEADLIGHTS_ELECTRICAL
8-41
Mechanical damage to the firing end Fig. 14 is
caused by some foreign object in the combustion
chamber. Since small objects can travel from one cyl
inder to another, always check the other cylinders to
prevent reoccurrence of damage.
This source of misfiring and rough idle can be cor
rected by reversing the primary coil leads. An oscillo
scope is the surest way to detect reversed polarity.
While these examples may not be conclusive in all
instances, they may indicate possible corrective pro
cedures and further diagnosis may be necessary.
Pressure Type Gap Tool
Cleaning and Regapping
Mechanical Damage
Pressure type gap tools, if improperly used, impose
a tremendously high unit pressure on the center elec
trode Fig. 15. This is because of compression being
exerted between the end of the center electrode and
the top of the shell. If too much force is applied thru
leverage multiplication, the center electrode seal on
any type or brand of spark plug is likely to be dam
aged. There are several of these pliers type gap tools
on the market.
Reversed Coil Polarity
Reversed coil polarity can often be detected by
"dishing"
of the ground electrode. Note in Figure 16
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that the center electrode is usually not worn badly.
Carefully clean the spark plugs in an abrasive type
cleaner. Use a pin type feeler gauge to check spark
plug gap. Reset gaps to .035 inch.
Before setting spark plug gap, file center electrode
I tat, make adjustment by bending ground side elec
trode, never bend the center electrode.
Inspect spark plug cables, coil secondary high ten
sion cable, nipples and covers for cracks, wear and
fraying. Always use the neoprene insulating nipples
whenever it becomes necessary to replace high ten
sion cables or nipples. Inspect for loose terminals.
When installing spark plugs, tighten to 30 footpounds.
GENERAL INFORMATION
HEADLIGHTS
high intensity "reach" down the highway and an off
The dual headlight system consists of four sealed
beam headlights.
The two outboard lights are of the two filament
type for low and high beam and are marked by a
numeral 2 molded in the lens.
The two inboard lights have only one filament and
are marked with a numeral 1 molded in the glass.
The lights cannot be installed wrong as mounting
lugs for number one 1 and number two 2 lights are
offset at different angles.
On high beam, the number one 1 lights provide
focus filament in number 2 lights provide "body"
light which illuminates the side of the road, ditch
es, etc. On low beam only, number 2 lights operate.
As optional equipment, Imperial models may be
equipped with an automatic control that turns all
driving lights on or off according to the light intensity
outside the vehicle. See "Safeguard Sentinel," Acces
sories, Group 1.
Chrysler models may be equipped, with an auto
matic beam changer as optional equipment. See
"Automatic Beam Changer," Accessories, Group 1.
SERVICE DIAGNOSIS
Condition
HEADLIGHTS DIM
engine running
Possible Cause
a High resistance in lighting circuit.
Correction
a Test lighting circuit including ground
connection. Make necessary
repairs.
above idle
b Faulty sealed beam units.
c Faulty voltage regulator.
LIGHTS FLICKER
a Loose connections or damaged wires a Tighten connections and check for
damaged wiring.
in lighting circuit
b Light wiring insulation damaged pro b Test wiring and replace or tape dam
aged wires.
ducing momentary short.
LIGHTS BURN OUT
FREQUENTLY
a High voltage regulator setting.
b Loose connections in light circuit.
a Adjust voltage regulator.
b Tighten connections.
LIGHTS WILL NOT
LIGHT
a
b
c
d
a Recharge battery and correct cause.
b Tighten connections.
c Replace bulbs or sealed beam unit.
Cd Replace headlight switch.
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Discharged battery.
Loose connections in lighting circuit.
Burned out lamps.
Open or corroded contacts in head
light switch.
e Open or corroded contact in dimmer
switch.
b Replace sealed beam units.
Cc Test voltage regulator and alternator.
Make necessary repairs.
e Replace dimmer switch.
ELECTRICAL-_HEADLIGHTS.
8-48
Condilion
KEAOLIGHTS DIM
engine idling or
shtst off
Possible C.ijs.
a partly discharged battery.
b Faulty battery.
C High resistance in light circuit
COrye ci jo
a Charge battery.
b Test battery. Replace if necessary.
C Test head light circuit including
ground connection. Make necessary
repairs.
Cd Faulty sealed beam units.
Ce Corroded batten, terminals.
Cd Replace sealed beam unrts.
e Clean terminals.
TESTS AND ADJUSTMENTS
Pre-Alniin9 Instructions
1 Test dimmer switch operation.
2 Test high beam indicator-indicates high beam
is in operation when lighted.
3 Inspect for badly rusted or faulty headlight as
semblies. These conditions must be corrected before
satisfactory adjustment can be made.
4 Place vehicle on level floor.
Adjust front suspension height as necessary.
8 Inspect tire inflation.
7 Rock vehicle sideways to allow vehicle to as
3 ‘him dial osi side of transit until bubble in spirit
level is centered.
4 When bubble is centered, note "pins" or
"minus" reading on compensator scale. This figure
indicates degree of slope of floor and must be trans
ferred to each aimer.
5 With a screw driver, turn adjusting slot of floor
level compensator in each aimer, until correct plus or
minus figure or fractional part appears in proper
window Fig. 2.
Slime its normal position.
a If gasoline tank is not full, place a weight in
trunk of vehicle to simulate weight of a full tank 0¼
pounds per gallon.
9 There should be no other load in vehicle other
than driver or a substituted weight of approximately
150 pounds placed in driver’s position.
10 Remove headlight from trim panel. Remove
glass covers on Imperial. Do not remove sealed beam
retainer rims.
II Thoroughly clean headlight lenses.
Compensating ti’s Alms’s
I Place transit on floor in line with vertical cen
terlisie of right front wheel Fig. 1. Place split image
target in like position at right rear wheel.
2 Adjust range screw on transit until target split
image coincides or merges into one unbroken line.
Make sure that line of sight is perpendicular from
eye 1e vkwini poll of transit end that target image is
cantered
ii. viewing port
Fig. 2-Adjusting Floor Level Comp.nsotors In Mmers
LEVEL
of transit.
7I!lI
/
r
7..
,-:.
/
I
TARGeT
WAN Mr
6463S
- -
---S-
SPIRITI
RIQHT-Larr
SCALE
-
tANG SCREW
Fig. I-DetermInIng 51ope of Floor
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Fig. 3-CheeicIn9 Aimer Calibration
______
HEADLIGHTS-ELECTRICAL
HORIZONTAL ADJUSTING
SCREW
/N
VERTICAL ADJUSTING
SCREW
HEADLIGHTS
"TARG
El
RELEASE LEVER
Fig 4-Mounting mid Adjuning Aim.rs
smooth surface.
2 Set DOWN-UP pointer on DOWN 2.
3 Sot RIGHT-LEFT pointer and floor level com
pensator at 0.’’
4 Secure aimers to glass or smooth surface three
to five feet apart so split image targets can be located
in viewing ports.
5 If bubble is centered in glass dial, vertical cali
bration is correct. If bubble is not centered, make
DOWN-UP adjustment by rotating level adjusting
screw until bubble is centered in spirit level.
6 The horilontal aim is correct if targets on oppo
site aimers are allgned in viewing ports. if targets are
not aligned in viewing ports, rotate mirror adjusting
screw until target split image becomes aligned.
MOUNTING AND ADJUSTING THE AIMERS
1 While holding an airner in alignment with lens
of one outer headlight, bring aimer up to and against
headlight lens.
VERTICAL ADJUSTMENT SCREWS
Fig. 3.Heodr’ght
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AdIiIstm.nb Points
Make certain that headlight lens pads are making
full contact with airner rn.onting flange and that
timer target ii facing inboard.
21 Push release lever forward to expel air from
suction cup and while holding aimer firmly against
headlight aiming pads, slowly pull release lever back
until spring lock engages in the slot, Fig. 4.
3 Mount second aimer on other side of vehicle, in
the same manner.
4 On each aimer, set pointer to numeral 2 on
DOWN side of DOWN-Up scale.
IS On each aimer position pointer, of RIGHT-L.flT
scale, at 2-RIGHT.
MEASURING HEADLIGHT AIM
Testing Aim.. Calibration FIg. 2
1 Using carpenter or stone mason level of biown
accuracy, locate a true vertical plate glass window Or
HORIZONTAL AOJUSTMENT SCRFWS
8-49
A
Horizontal Test
Thrn the mGH’r1zvr scale knob until the split
image is in alignment. If the RIGHT or LEFT POR
TION of scale exceeds the following values, lights
should be aimed.
Values given represent inches at 25 feet.
Left
Right
No. ‘Unit
4
4
No.2 Unit
0
4
Vertical Test
Turn DOWN-UP scale knob until the spirit level is
centered. bf DOWN or Up portion of the scale exceeds
the following values, the lights should be aimed.
No. I Unit
No. 2Unit
½ down to 3½ down
½dowr,to3½ down
HorizontalAdjustment
l With pointer of RIGHT-LEFT scale still set at
2-RIGHT, sight throtighaimer viewmgport
Make sure that line of sight is perpendicular from
ey. to viewing port of aimer and that target image is
centered In viewing port of aimer.
2 While sighting through viewing port of aimer,
turn horizontal adjusting screw on headlight until
split target image line merges into one unbroken line.
To remove backlash, be sure to make a final adjust
ment by turning headlight horizontal adjusting screw
in a clockwiRe direction Fig. 5.
3 Make horizontal adjustment on other side of
vehicle in same manner.
Vertiral Adjustment
h Turn vertical adjusting screw on headlight in a
counterclockwise direction to bring bubble of spirit
lcvel on ailuer to vehicle side of center. Use care to
awid disturbing installed position of aimers. Then
turn screw clockwise until bubble is centered for cor
rect aim and elimination of backlash.
2 Make vertical adjustment on other side of vein
cle in same manner.
3 Inspect target alignment on each side and re
adjust horizontal aim, if necessary.
5173
8-50
ELECTRICAL-INSTRUMENTS-INDICATORS
Proceed to adjust inboard units by repeating out
lined procedure. Install headlight trim panels.
READ "E" plus or minus 3/32".
Remove aimers by releasing spring lock at rear
bottom of aimer and pushing release lever forward.
Do not attempt to remove aimers by pulling them
away from headlight lens-slide suction cup down
ward and away from lens.
HEADLIGHT SEALED
BEAM
REPLACEMENT ALL
MODELS
The lens, filament and reflector are sealed into one
unit which can be removed as follows:
1 Remove screws from headlight panel and re
move panel.
2 Remove screws from interior retaining ring,
and remove ring. Do not disturb headlight aimer
screws.
3 Pull out sealed beam unit and unplug con
nector, pulling it straight off.
4 Install new sealed beam unit.
5 Install unit retaining ring.
6 Aim the headlight and install headlight panel.
INSTRUMENTS-INDICATORS
INDEX
Fuel Level Indicating System
Fuse Block
General Information
Heater or Air Conditioning Controls
Instrument Clusters
Light Bulb Replacement
Oil Pressure Indicators
Printed Circuit Boards
Page
55
57
-
50
58
Page
Service Diagnosis
Specifications
Switches
54
Switch Title Lighting Imperial
Tests
lnVeh ide
52
52
57
Voltage L imiter
51
Outof Vehicle
GENERAL INFORMATION
Imperial Models
Imperial model clusters are equipped with an oil,
temperature and fuel gauge. Also, in the cluster is a
"Sentry Signal Light" which serves as a warning to
the driver if the oil pressure is low, the engine coolant
temperature is above normal or the fuel level is too
low Fig. 1.
The oil temperature gauges use the 5 volt regulated
voltage from the fuel gauge and the respective send
ing units on the engine. For service procedures for
IGNITION
CIRCUIT
SENDING
UNITS
FUEL
RELAY
COOLANT
TEMPERATURE
ci
ENGINE
COOLANT
SWITCH
LOW OIL
PRESSURE
SWITCH
NK698
Fig. I-Gouge Circuits-Imperial Models
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OIL
PRESSURE
INSTRUMENTS-INDICATORS-ELECTRICAL
8-51
VOLTAGE LIMITER
ON INSTRUMENT CLUSTER
TEMPERATURE INDICATOR
TI
VOLTS TO GAUGES
INPUT
ENGINE COOLANT
TEMPERATURE
SWITCH
GROUND
‘CIRCUIT
FUEL TANK
NK697
[IU
The Chrysler model instrument cluster is equipped
with a fuel gauge, an alternator gauge, an oil pressure
indicator light and two engine coolant temperature
indicator lights; one green for cold indication and a
red one for overheating indication Fig. 2.
FROM SENDING UNIT
ON DASH PANEL
64 x 418
Chrysler Models
Chrysler Models
TANK SENDING UNIT
BULKHEAD CONNECTOR
Fig. 2-Temperature Indicator Circuit-
the oil and temperature gauges refer to "Testing
Gauge&"
The fuel gauge uses a tank sending unit and a fuel
relay that is in series in the circuit between the fuel
gauge and the fuel tank sending unit. For service
procedures refer to "Testing Gauges." When the fuel
level is low the movement of the float arm, in the fuel
tank, causes a current flow change through the fuel
relay which activates a "holding" circuit in the relay.
This applies a ground to the "Sentry Signal" to light
the bulb. Whenever the ignition circuit of the vehicle
is activated, voltage is available to the "Sentry
Signal."
For the oil pressure and engine coolant tempera
ture operation of the "Sentry Signal" a separate pair
of engine units are used. The oil pressure circuit uses
an oil pressure sending switch which is electrically
"closed" when the oil pressure is below the normal
operating range. When the switch is "closed" a
ground is applied to the "Sentry Signal" to light the
bulb.
The engine coolant temperature operation of the
"Sentry Signal" uses a temperature sensing switch. A
bi-metal strip, inside the switch, makes contact with
the "R" terminal of the switch when the coolant tem
perature is above normal. This applies a ground cir
cuit to the "Sentry Signal" to light the bulb.
FUEL GAUGE’
Fig. 3-Fuel Level Indicating System-Chrysler Models
The fuel gauge is the thermal type and operates
on a principle of constant voltage being applied. The
gauge is sensitive to changes in fuel level only Fig. 3.
The oil pressure indicator is controlled by the low
oil pressure switch on the engine. When the oil pres
sure is below normal the switch is electrically
"closed" and applies a ground circuit to light the
indicator bulb.
The engine coolant temperature indicator uses two
bulbs in the instrument cluster and a coolant temper
ature sensing switch on the engine Fig. 2. When the
coolant temperature is cold the bi-metal strip, inside
the switch, makes contact with the "G" terminal of
the switch which applies a ground circuit to the
"cold" or green bulb on the cluster. When the coolant
temperature is above the normal range the bi-metal
strip makes contact with the "R" terminal of the
switch which applies a ground circuit to the "hot" or
red bulb on the cluster. Through the action of the
ignition switch the "hot" bulb of the indicator is
momentarily "proofed" everytime the engine is
started.
Voltage Limiter-All Models
Constant voltage is provided to the gauges through
the use of a voltage limiter mounted externally on the
back of the instrument cluster printed circuit board
on Chrysler models. On Imperial models the voltage
limiter is contained inside the fuel gauge. In both
applications, the voltage limiter is connected in paral
lel to provide the same regulated voltage to the
gauges Figs. 1 and 2.
SERVICE DIAGNOSIS
Condition
ALL GAUGES READ
HIGH "against the
peg" AFTER IGNITION
SWITCH IS TURNED "ON"
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Possible Cause
Correction
a Faulty voltage limiter stuck points or a Test voltage limiter.
an open heater coil.
b Cluster not properly grounded to b Tighten cluster mounting screws.
panel.
8-52
ELECTRICAL-INSTRUMENTS-I NDICATORS
Condition
Possible Cause
Correction
GAUGE POINTERS DO
NOT MOVE WHEN
IGNITION SWITCH
IS TURNED "ON"
a Faulty voltage limiter or an open cir
cuit on battery side input of limiter.
a Test voltage limiter. Test wiring, re
TEMPERATURE AND OIL
GAUGES* INDICATE
NORMAL OPERATION
BUT THE FUEL GAUGE
INDICATES A HIGHER
OR LOWER FUEL LEVEL
THAN ACTUALLY EXISTS
a Fuel tank sending unit or instrument
panel fuel gauge is faulty.
b Fuel tank is improperly grounded.
a Test sending Unit and gauge.
FUEL AND OIL GAUGES*
a Faulty instrument panel temperature
a Test wiring, repair or replce as neces
sary. Test gauge and sending unit.
ERRATIC TEMPERATURE
GAUGE OPERATION*
a Loose or dirty electrical connections.
a Clean and tighten all electrical con
nections and test the gauge operation.
ERRATIC OPERATION
a Loose or dirty electrical connections a Test fuel gauge sending unit, and pro
or faulty fuel tank sending unit.
ceed as follows:
1 Clean and tighten all electrical
INDICATE CORRETLY
BUT TEMPERATURE
GAUGE INDICATES
HIGHER OR LOWER
TEMPERATURE THAN
ACTUAL ENGINE
TEMPERATURE
OF FUEL GAUGE
pair
or replace as necessary.
b Test fuel tank for a good ground.
NOTE: Testing the system with the tank
sending unit positioned for both "empty"
and "full" is usually sufficient to deter
mine the calibration in the range between
these positions.
gauge, wiring or faulty temperature
sending unit in engine.
connections.
2 Make sure that the fuel tank send
ERRATIC OIL GAUGE
OPERATION*
*lmperial Models Only
*b Faulty Low Fuel Warning Relay.
b Test Relay.
a Loose or
a Clean and tighten all electrical con
nections and test the gauge operation.
dirty electrical connections.
TESTS IN VEHICLE
VOLTAGE LIMITER
The voltage limiter can be tested in the vehicle or
with the instrument cluster removed. To quickly test
the voltage limiter in the vehicle, connect one lead of
a voltmeter or test light to the temperature sending
unit and the other lead to a good ground. Leave the
sending unit lead wire attached to the sending unit.
Turn the ignition switch to the "ON" position. A
fluctuating voltmeter or a flashing light indicates the
voltage limiter is operating.
FUEL GAUGE CIRCUIT
Imperial Models
Imperial models incorporate a Low Fuel Warning
Sentry Signal on the instrument panel. A relay is used
in the circuit between the tank sending unit and the
panel gauge. The relay has a 7.4 ohm resistor built in;
thus reducing the values of the tank sending unit
resistance Fig. 1.
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ing unit is grounded to the tank and
that the tank is grounded to the
frame.
To test the panel gauge, tester C-3826 must be con
nected between the Low Fuel Warning Relay and the
panel gauge. Values of the tank sending unit are
lower than those of other models. To properly diag
nose the fuel gauge circuit, the following procedure
must be followed carefully.
FUEL GAUGE
1 Disconnect wire from terminal marked "md"
on low fuel warning relay located on left side of cowl
panel above kick pad and connect one lead of gauge
tester C-3828 to wire and other lead to ground. Turn
ignition key on.
2 With gauge tester on "L," fuel gauge should
READ "F" plus or minus 3/32".
3 With gauge tester on "M," fuel gauge should
slowly advance to ½ position.
4 With gauge tester on "H," fuel gauge should
read "F" plus or minus 3/32". If gauge does not per
form as above, inspect for an open circuit paying spe
cial attention to printed circuit board. If circuit conti
nuity has been established, replace gauge.
INSTRUMENTS.INDICATORS-ELECTRICAL
8-53
circuit board. If continuity has been established, the
gauge should be replaced.
OIL PRESSURE GAUGE
Pie. 4-PueI Tank Ground Strap
Should panel gauge perform properlY, the Low Fuel
warning Relay, }%ould be tested. To lest relay, following procedure should be carefully observe&
Low Fuel Warning ReJay
I Disconnect wires to terminals marked "md"
and ‘‘Tank’ on relay Fig. l.
12i Connect one lead of ohmmeter to terminal
marked "md" and the other to terminal marked
‘lankY The ohmmeter should read 7.4 ohms plus or
minuS .3.
3:i Remove leads and connect one to ground and
other lead to ierminal marked "lgn. ‘the reading
should be 1000 ohms plus or minus 50 ohms. If relay
does not meet these values, inspect for a poor ground
at attaching screw or corroded or loose connections at
terminals and repeat test. If relay still does not meet
these values, it should be replaced.
It is important that the ohmmeter is accurate.
An accurate value cannol be Qbhined if the ohmrne
ter has an error of more than 1 ohm in 10. Test the
ohmmeter with a known ‘0 ohm resistor.
ri both the panel gauge and relay tests show them
to be operating properly, the fuel tank sending unit
should be tested next. Eefo’-e removing tank unit, the
ground strap on the suction tube should be inspected
to be sure it is making good contact with the metal
portion of the fuel line. Also inspect fuel line to body
clip for good contact Fig. 4.
"
Fuel Gauge Testing
Chrysler Models
I Disconnect wire at fuel tank sending unit. Con
nect one lead of Tester C-S826 to wire terminal and
other lead to a good ground. Tnrn ignition ev on.
2 Turn knob on dial of tester to "H’’ and observe
gauge on panel. It should read "FnIl," plus or minus
3/32.
With dial knob on ‘51/’ panel gauge should read
½.
3 With dial knob on "L,’’ pane] gauge shnLjlI rear]
"Empty," plus or minus 3/32.
4} If panel gauge does not perform as described,
continuity of circuit from tank sending unit to panel
unitMyMopar.com
should be tested, with special attention to printed
Imperial Models
Disconnect wire from the oil pressure sending unit
on the engine. Connect one test lead of Tester Tool
c-382e to the removed wire terminal the other test
lead to a good ground. Place the pointer of the gauge
tester on the "L’’ position and turn the ignition switch
to ‘‘on.’’ Do not start engine. The oil pressure gauge
should show ‘I" plus or minus ½ Inch. Thermal
gauges are slow in operation. Allow time for gauge to
heat up. When the tester is in the EL’’ position the
‘Sentry Signal" on the cluster should be muminated.
Place the pointer on the tester on the "M’ poattion
and the oil pressure gauge should advance to the ½
position of the dial. Place the pointer of the tester in
the ‘NH" position and the gauge should advance to the
H’’ position of the dial.
Should the gauge respond to the above tests, but
not operate when the wire is attached to the sending
unit, it hould be replaced. Should the gauge fail to
respond to the above tests indications are of possible
loose connections, broken wire, or faulty gauge. The
instrument cluster should be removed for further
tests. See ‘Instrument Cluster.’’
OIL PRESSURE WARNING LIGHT
Chrysler Models
To test the oil pressure warning light, remove the
terminal from the oil pressure sending unit. Connect
one lead of the gauge tester to the terminal and the
other test lead to a good ground.
Vith the ignition switch in the on’ position and
the gauge tester in ltit ‘‘I position, the indicator
light should not light. With the gauge tester in the
‘SI" position, the indicator light should show a dull
glow. With the gauge tester in the "Hi’ position, the
indicator light should show full brrnlance.
Should the oil pressure warning light fail to re
spond to the above tests, indications are of possible
loose connections, broken wire, or burned out lamp.
."
LowOilpressureWarningswitch
The operation of the oil pressure warning switch,
mounted on the engine, is dependent on variances in
the engine oil pressure.
When the engine oil pressUre is high normal oper.
ating condition of the enginel the switch is held in the
‘OFF" or "OPEN" position allowing no current to
flow to the oil pressure warning lamp on the instru.
mont panel.
When the engine oil pressure is low, the s4tch is
in the c’ or "CLOSED" position allowing current
to flow to the oil pressure warning lamp on the iii.
strument panel. This causes the warning lamp to be
illuminated.
8-54
ELECTRICAL-INSTRUMENTS-I NOICATORS
TEMPERATURE INDICATING SYSTEM
Imperial Models
Disconnect the terminal from the temperature
sending unit on the engine. Connect one test lead of
Tester C-3826 to the terminal and the other test lead
to a good ground. Place the pointer of the gauge
tester on the "L" position and turn the ignition switch
to "on." The temperature gauge should show "C" plus
or minus ½ inch. Thermal gauges are slow in opera
tion. Allow time for gauge to heat up.
Place the pointer on the tester on the "M" position
and the temperature gauge should advance to the
driving range of ½ position of the dial. Place the
pointer of the tester in the "H" position and the
gauge should advance to the "H" position of the dial.
Should the gauge respond to the above tests, but
not operate when the terminal is attached to the send
ing unit, indications are of a faulty sending unit and it
should be replaced. Should the gauge fail to respond
to the above tests, indications are of possible loose
connections, broken wire, defective printed circuit
board or faulty gauge. The instrument cluster should
be removed for further tests. See "Instrument
Clusters."
To test the temperature indicator turn the ignition
key to the "Acc" or left position. Disconnect the wires
from the temperature sensing switch on the engine
and one at a time touch the wires momentarily to
ground. When the wire from the "G" terminal is
grounded the "Cold" green bulb of the indicator
should light. When the wire from the "R" terminal is
grounded the "Hot" red bulb of the indicator should
light. If one of the bulbs fail to light the bulb that did
not light is faulty and should be replaced. If both of
the bulbs fail to light indications are of a faulty rir
cuitry in the system or possibly both of the indicator
bulbs are faulty. Repair or replace as necessary.
INSTRUMENT CLUSTER
Imperial Models
The instrument cluster is not serviced as an assem
bly. The cluster contains three separate main groups:
1 Speedometer.
2 Printed Circuit Assembly
3 Clock
When servicing the cluster, it is necessary to re
move only the group containing the desired instru
ment or gauge.
Removal
1 Disconnect battery ground cable.
2 Remove screws that attach instrument cluster
chrome bezel to instrument cluster. Remove bezel.
3 Remove clock reset knob and temperature con
trol level knob.
4 Carefully remove lens from cluster.
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5 Remove screws that attach cluster face plate to
cluster. Remove face plate.
6 Remove desired main group of cluster as fol
lows:
Speedometer-Disconnect speedometer and odome
ter reset cables from under instrument panel. Remove
the four screws that attach speedometer to cluster.
Remove speedometer.
Printed Circuit Assembly-Remove the screws that
attach printed circuit assembly to instrument cluster.
Pull assembly forward slightly and disconnect printed
circuit multi-connector. Remove assembly for service
of fuel, oil, temperature.
Clock-Remove the screws that attach clock to in
strument cluster. Pull clock forward and disconnect
feed wire to clock and remove clock.
Installation
1 Position cluster assembly into instrument clus
ter. Connect printed circuit multi-connector; connect
clock feed wire; connect speedometer cable and odo
meter reset cable. Install assembly attaching screws.
2 Position cluster face plate in cluster and install
attaching screws.
3 Position cluster lens on cluster face plate.
4 Position cluster chrome bezel onto cluster and
install attaching screws. Take care to have lens prop
erly jiositioned before tightening bezel attaching
screws.
5 Install clock rest knob and the temperature con
trol lever knob.
6 Connect battery ground cable and test opera
tion of instruments and lights.
Removal-Chrysler Models
Disconnect battery ground cable.
2 Remove steering column cover. Disconnect gear
selector indicator link, remove column clamp and
loosen steering column lower support plate to partial
ly lower steering column.
3 Disconnect speedometer, odometer cables and
multiple connector at printed circuit board.
4 Using Tool C-3824, remove ignition switch bezel
and allow switch to hang under panel.
5 From under cluster, remove two lower cluster
trim moulding screws and moulding.
6 Loosen the three screws retaining cluster upper
trim bezel, two screws under the panel from steering
column filler and instrument bezel. Remove filler as
sembly.
7 Remove the four cluster retaining screws and
rotate cluster clockwise around steering column 180
degrees.
8 Disconnect two wires at ammeter gauge termi
nals and remove cluster.
Speedometer head and gauges are removed from the
front of the cluster after separating the lens from
the cluster housing.
1
INSTRUMENTS-INDICATORS-ELECTRICAL
Installation
1 Position cluster upside down under steering
column and connect two wires to ammeter gauge.
2 Carefully rotate cluster counterclockwise over
steering column and locate in panel opening. Secure
with the four mounting screws.
3 Install steering* column filler and instrument
bezel assembly and the upper trim moulding.
4 Next install lower trim moulding. Do not install
the ignition switch tilt after the lower moulding is in
place.
5 Install ignition switch and bezel using Tool C3824, connect speedometer, odometer cables and mul
tiple connector to printed circuit board.
6 Install steering column clamp, two retaining
nuts and steering column lower support plate bolts
finger tight. Align steering gear; see "Steering Gear
Alignment," Group 21.
7 Install steering column cover, connect battery
ground cable and test operation of all instruments.
INSTRUMENT CLUSTER BULBS
Imperial Models
Cluster light bulbs can be serviced from under the
panel after removing the fuse block.
Chrysler Models
Nine light bulbs in the speedometer cluster, one in
the clock and one in the glove box can be serviced
from under the panel unless the car is equipped
with air-conditioning. If so equipped, it is necessary to
remove steering column cover and speedometer cable.
Remove the steering column cover for access to the
alternator, fuel gauge, the gear selector indicator or
ignition switch light bulbs. The voltage limiter is re
moved before removal of fuel gauge light bulb.
Service of the heater control light bulb requires
removal of the ash receiver, housing and radio. See
Radio Removal.
Two ash receiver light bulbs are removed by snap
ping the sockets out of the ash receiver housing after
removing the ash receiver drawer assembly.
SWITCH TITLE LIGHTING-IMPERIAL MODELS
The switch title lenses are illuminated by bulbs lo
cated next to the switches. The bulbs can be serviced
after removing the switch bezel.
Left Group
1 Perform steps 1-5 of Switches-Left Group.
2 Remove the screw that attaches bulb diffuser to
instrument panel.
3 Remove diffuser.
4 Remove bulb from socket.
Right Group
1 Perform steps 1-5 of switches -Right Group.
2 Remove the screw that attaches bulb diffuser to
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8-55
instrument panel.
3 Remove diffuser.
4 Remove the bulb from the socket.
TEST OUT OF VEHICLE
Voltage Limiter
To test the voltage limiter out of the vehicle, re
move the instrument cluster. See "Instrument Cluster
Removal." Place the instrument cluster or printed
circuit board on a padded work bench to prevent
damage.
Connect a jumper wire from the positive post of a
12 volt test battery to the voltage limiter input termi
nal on Chrysler models. On Imperial models, the
jumper wire from the positive post of the battery is
connected to the "I" terminal of the fuel gauge.
Connect another jumper wire from the battery
negative terminal to the voltage limiter case on Chrys
ler models, or to the fuel gauge case on Imperial
models.
Connect the negative lead of a voltmeter to the
battery negative terminal. Touch the positive lead of
the voltmeter to the input terminal of the voltage
limiter on Chrysler models or to the "I" terminal of
the fuel gauge on Imperial models. A reading of 12
volts should be shown on the voltmeter.
Move the positive lead of the voltmeter to the out
put terminal of the voltage limiter on Chrysler models
or to the "A" terminal of the fuel gauge on Imperial
models.
A fluctuating reading between 0 and 7 volts should
be shown on the voltmeter. On Imperial models the
same reading should be shown as the "S" terminal of
the fuel gauge. Any other readings indicate the volt
age limiter is not functioning and should be replaced
on Chrysler models. On Imperial models, the fuel
gauge should be replaced.
FUEL LEVEL INDICATING SYSTEM
Fuel Tank Sending Unit
Imperial Models
Always inspect fuel tank ground strap for proper
installation or good contact before replacing the send
ing unit.
1 Remove fuel tank sending unit. See "Fuel Sys
tem," Group 14.
2 Using an ohmmeter with a scale of 0 to 100
ohms, connect negative lead to body of tank unit and
positive lead to tank unit terminal.
3 With float arm contacting empty stop, ohmme
ter should read 66 ohms plus or minus 11.5 ohms.
4 Raise float arm to full stop and observe ohmme
ter. The reading should be 2.2 plus or minus .5 ohm.
5 If unit does not perform to these specifications,
the unit should be replaced.
Chrysler Models
Always inspect fuel tank ground strap for proper
8-56
ELECTRICAL-INSTRUMENTS-INDICATORS
TEMPERATURE GAUGE
S’ TEPMdNAL
TO EATTtPV P0TIVF
l.H
POST
PRINTED
C]PCUIT
OUND
STRAP
TO
_-
TO PPPNTE0
CIRCLST GROUND STRAP
TO flATTERY
pOSI1IVE
1+1
POST
Fig. S-Testing Fuel Gaug.-Imperlal Models
-7-
TO ?RINTCD CIRCUIF GQOUND STRA
Fig, 7,-Testing
EATTEPY
NEGATJVE
I- P051
64th53
Temperature Gauge-4ynperial Models
installation or good contact before replacing the send
ing unit.
1 Remove fuel tank sending unit. See ‘Fuel S
tern,’’ Group 14.
2 Using an ohmmeter with a scale of 0 to 100
olin’s, connect negative lead to body of tank unit and
positive lead to tank unit terminal.
3} Hold unit so the float arm contacts ‘Empty
Stop." The reading on ohmeter scale should be 73
ohms, plus or minis 12.0 ohms.
4 Raise ann to "Full Stop.’ The reading should
now be .6 ohms, plus or minus 1 ohm.
i II unit does not perform to these specifications,
inspect the stops or arm for possible distortion. If
stops or arm cannot be repaired or are not damaged.
unit should be replaced.
models or to printed circuit ground strap Imperial
models.
3 Connect one lead of Gauge Tester C-3826 to the
fuel gauge sending terminal.
4 Connect remaining lead of gauge tester to hi
strurnent cluster base Chrysler models or to printed
circuit ground strap Imperial models.
With gaugc tester in "U’ position, fuel gauge
should show "F" or minus 3/32 inck The minus tol
erance provides a small fuel reserve when fuel gauge
is on E position.
With gauge tester in "M" position, fuel gauge
should advance slowly to ½ position. With gauge
tester in "II’’ position, fuel gauge should slowly ad
vance to "F" position plus or minus 3/32 fitch, if fuel
gauge does not perform as above replace gauge.
Fuel Gauge fl9s. 5 and 6
TEMPERATURE INDICATING SYSTEM
mace the instrument cluster Chrysler models or
the printed circuit assembly Imperial models on a
padded serWce bench to protect the assembly.
CAUTION: A direct celnection frern a 12 volt battery
to the gauges will burn them out.
U Connect a jumper dre to voltage limiter input
terminal on fuel gauge. Connect other end of the
jumper wire to positive * post of a 12 volt test
battery.
2 Connect a jumper ,Eire from negative -} post
of battery to instrument cluster base Chrysler
ra BATTERY
TO SENDING
TERMNAt
NFOATjVE
POST _-‘
/
Temperature Gauge
Fig-i
The temperature gauge is tested in the same man
ner as the fuel gauge with the exception that Pester
Tool C-3826 is connected to the temperature gauge
sending terminal.
With the gauge tester on ‘1" position, the tempera
ture gauge should show "C" or cold. With the gauge
tester on "M’ position, the tamperature gauge should
show ½ of the operating scale of the diaL With the
gauge tester on the "H" position, the temperature
gauge should show "H." If the gauge does not respond
to the above tests test for an open printed circuit or
replace the temperature gauge.
Ok GAUGE
TERMINAt
10 OATTERV POSITJVE
+1 po5r
RATT ER V
NEGATIVE
POST
TO BA,,*]
POSITIVE
To GROU>_._.___.
NN2SO
Fig. 6-Testing Fuel Gnug.-Ch,ysler Alodels
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PRINTED CIRCUIT GROUND STPAF
/
TO
STRAP
o454
Fig. 8-Testing Oil Goug.-ln,periaI Models
INSTRUMENTS-INDICATORS-ELECTRICAL
OIL PRESSURE INDICATING SYSTEM
Oil Gauge Imperial Models Fig. 8
The oil gauge is tested in the same manner as the
fuel and temperature gauges with the exception that
Tester C-3826 is connected to the oil gauge sending
terminal.
With the gauge tester on "L" position, the oil gauge
should show "L" or low. With the gauge tester on
"M" position, the oil gauge should show ½ of the
operating scale of the gauge. With the gauge tester on
"H" position, the oil gauge should show "H" or high.
If the gauge does not respond to the above tests, test
for an open printed circuit or replace the on gauge.
Printed Circuit Board
Imperial Models
The printed circuit board is removed from the
cluster can after the bezel and face plate is removed.
See "Instrument Cluster Removal." After the gauges
and light bulbs are removed, a visual inspection of the
conductors should be made for cracks or damaged
circuits. If no visual damage is evident, each circuit
should be tested for continuity with an ohmmeter or a
test light, Should an open circuit be detected, the
printed circuit board should be replaced.
Chrysler Models
8-57
IMPERIAL MODELS
The instrument panel swtiches are located in two
groups, one group on each side of the steering col
umn. On the left of the steering column are located
the headlamp and winshield wiper switches. On the
right of the steering column are located the accessory
and the ignition switches. To service the switches pro
ceed as follows:
Left Group
1 Remove lower steering column cover plate.
2 Remove headlamp switch knob and stem as
sembly and windshield wiper switch knob.
3 Remove screw that attaches right end of switch
bezel to instrument panel. This screw can be reached
from inside steering column opening.
4 Remove headlamp switch retaining nut using
spanner wrench Tool C-3824.
5 Lift off switch bezel.
6 Remove headlamp and windshield wiper stem
light seals.
7 Remove mounting nut from desired switch
headlamp or windshield wiper.
8 From under instrument panel pull switch down
and disconnect wiring.
9 Remove switch from under instrument panel.
Two printed circuit boards are attached to the back
of the instrument cluster housing. The main printed
circuit board receives current supply from the multi
ple connector and controls the temperature and oil
pressure indicator lights. The small printed circuit
board is supplied by a jumper harness from the mul
tiple connector and supplies the voltage limiter and
fuel gauge.
To remove and test the main printed circuit board,
remove the eight screws retaining the printed circuit
board to the back of the cluster housing.
The fuel gauge printed circuit board is removed
after the 3 cluster face plate screws are removed from
the cluster housing. Separate the can from the face
plate. The ammeter fuel gauge terminal nuts are re
moved next and the printed circuit board separated
from the gauges.
A visual inspection of the conductors should be
made for cracks or damaged circuits. If no visual
damage is evident, each circuit should be tested for
continuity with an ohmmeter or a test light. Should
an open circuit be detected, the printed circuit board
should be replaced.
Right Group
SWITCH ES
CHRYSLER MODELS
The fuse block is located at the forward edge of the
instrument panel and is retained to the instrument
panel lower reinforcement by a self tapping screw.
In the fuse block are mounted the radio, cigar
lighter, air-conditioner or heater, tail-stop-dome light,
and accessory fuses. The fuse capacity is printed on
the fuse block as an aid to replacement requirements.
All switches on the instrument panel or in the in
strument cluster can be serviced from under the in
strument panel by removing the switch knob, mount
ing nut or bezel and disconnecting the wiring to the
switch.
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1 Remove lower steering column cover plate.
2 Remove accessory switch knobs.
3 Remove the screw that attaches left end of
switch bezel to instrument panel. This screw can be
reached from inside steering column opening.
4 Remove screw in ignition switch well.
5 Lift off switch bezel.
6 Remove mounting nut from desired switch ac
cessory or ignition.
7 From under instrument panel pull switch down
and disconnect wiring.
8 Remove switch from under instrument panel.
CIRCUIT BREAKERS
As a safety precaution, circuit breakers are used
for the headlamps and wiper circuits. They insure
that these essential services will continue to function
if an intermittent short circuit occurs. Use only iden
tical type and amperage value circuit breakers as re
placements for service. See "Specifications."
FUSE BLOCK Fig.9
8-58 ELECTRICAL-TURN SIGNALS
the three retaining screws.
3 Install push button vacuum switch to back of
temperature control assembly.
4 Install ash receiver and housing assembly.
5 Connect battery ground cable and test opera
tion of controls.
IMPERIAL MODELS
Removal
Fig. 9-Fcse Slack
HEATER AND AIR CONDITIONING CONTROLS
Removal Chrysler Models
1 Disconnect battery ground cable.
2 Remove ash receiver and housing assembly.
Fom behind panel remove the two screws at
taching push button vacuum switch to temperature
control bracket. Remove switch.
4 Remove the three screws from temperature
control bracket and lower assembly through ash re
ceiver opening.
5 Disconnect blower switch multiple connector
and bowden cable and remove assembly.
Installation
I Pull bowden cable and blower switch multiple
connector through ash receiver opening, to connect
and adjust cable8 See Control Cable Adjustment.
2 Position control assembly in panel and install
1 Discomiect battery ground cable.
2 Remove the screws tbat attach instrument clus
ter chrome beiol to instrument cluster. Remove bead.
Si Remove temperature control knob by loosening
set screw on underside of the knob and sliding Off
from control lever.
4 Remove the four screws holding face plate and
ens assembly.
Pull face plate out far enough to disconnect
heater blower switch connector and remove face
plate
At this point blower switch may be removed from
face plate by removilig two retaining screws.
0 Remove two heater control mounting screws
and pull assembly out of cluster far enough to discon
nect temperature control cable and vactzuth hose con
nector. Remove control assembly.
installation
1 Connect vacuum hose connector and tempera
ture control cable to control assembly. Adjust cable.
See "Control CableAdjustment."
2 Position and secure control assembly in cluster
with the two mounting screws.
3 Install face plate with the four retaining screws.
4 Install temperature control knob and tighten set
screw.
5 Install instrument cluster bezel.
0 Connect battery ground cable and test open
tion of heater controls.
TURN SIGNAL SYSTEM
GENERAL INFORMATION
The New yorker models use, as standard equipneat, turn signal indicators mounted on the front
fenders. The fender mounted indicators are available
as optional equipment on Newport and 300 models.
When fender mounted indicators are used, the indica
tors in the instrument cluster are omitted because the
fender indicator is isible from the drivers seat.
The non-tilt steering column utilizes a turn signal
switch and cancelling cam rnounted directly below the
steering wheel and horn contact switch. A lobe
mounted directly to the underside of the steering
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wheel actuates the canceling cam which deactivates
the turn signal switch mounted to the canceling cain
assembly.
The Tilt Steering Column turn signal switch is
mounted externally on the steering column near the
bulkhead. A canceling cam assembly, actuated by lobe
on the bottom of the steering wheel actuates the turn
signal switch by means of a control came.
The turn signal flasher is a plug in type mounted to
the right of the steering column, under the irmstni
ment panel in a bracket mounted on the ash receiver
housing.
TURN SIGNALS-ELECTRICAL
8-59
SERVICE DIAGNOSIS
Possible Cause
Condition
NON-TILT STEERING
EXTERNAL LAMPS
OPERATE NORMALLY,
Correction
COLUMN
a Faulty pilot bulb in instrument cluster.
a Replace bulb.
NO INDICATIONS ON
INSTRUMENT CLUSTER
a Faulty flasher unit.
a Replace flasher.
FLASH
b Faulty external bulb.
Cc Faulty contact in switch.
b Replace faulty bulb.
Cc Replace switch.
SYSTEM DOES NOT
a Broken or loose cancelling finger.
b Improperly aligned cancelling finger.
a Replace cancelling finger.
b Align cancelling finger properly.
COMPLETION OF
TURN
Cc Broken or faulty switch.
Cc Replace switch.
ENTIRE SYSTEM DOES
NOT OPERATE
Ca Open circuit in teed wire to switch.
Ca Check wiring circuits. Refer to °Wiring
Diagrams."
b Faulty fuse.
b Replace fuse.
SYSTEM DOES NOT
CANCEL AFTER
Cc Faulty flasher unit.
PILOT LAMP ILLUMI-
NATES BRIGHTLY,
Ca Loose or corroded
ground connection.
Cc Replace flasher.
external
lamp a Clean and tighten ground connection.
EXTERNAL LAMPS
GLOWS DIMLY WITH
NO FLASH
TILT STEERING COLUMN
TURN SIGNAL NOT
CANCELLING FROM
EITHER TURN POSITION
a Clamps at either end of the bowden
cable are broken, loose or pulled off.
b Bowden cable wire loops uncoiled.
Cc Override spring or actuator yoke is
bent allowing the plastic trigger to
pass over top and possibly bind on
spring.
Cd Trigger spring is broken or unat-
a Install a new bowden cable assembly.
Ch Signal switch mounting legs bent
h Install new switch.
Ca Detent spring deformed so switch will
a Install a new detent spring.
b Install a new bowden cable assembly.
Cc Install new yoke assembly.
Cd Install new trigger spring or attach
trigger spring.
tached.
Ce Channel on underside of the turn sig- Ce Lift yoke and reposition on bellcrank.
nal yoke is not engaging the ball end
of bellcrank.
f Turn signal binding preventing cancel- f Reinstall with open ends in hole for
the signal switch lever.
lation. Wire ring on yoke pilot installed
with open ends out of position.
g Dimples in actuator yoke worn allow- Cg Replace yoke assembly.
ing the override spring to pivot out of
position.
TURN SIGNAL NOT
CANCELLING IN THE
EXTREME DOWN
not remain indexed.
POSITION OF THE
TILT WHEEL
TURN SIGNAL NOT
OPERATING IN SOME OF
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TILT POSITIONS
a Turn signal switch is mounted incorrectly on jacket tube.
Ca Readjust signal switch.
8-60
ELECTRICAL-TURN SIGNALS
LEFT TURN
LEFT PARK
AND STOP
AND TURN
RIGHT
TURN
64x42OA
Fig. I-Turn Signal Wiring-Imperial Models
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Fig. 2-Turn Signal Wiring-Chrysler Models
TURN SIGNALS-ELECTRICAL
NON-TILT TURN SIGNAL SWITCH
Imperial Models
Removal
1 Disconnect battery ground cable.
2 Remove the two screws from underside of steer
ing wheel and remove horn blowing actuator and
steering wheel cover.
3 Loosen steering wheel nut several turns, install
steering wheel puller Tool C-3428. Loosen steering
wheel first, then remove steering wheel nut and steer
ing wheel.
4 Remove turn signal operating lever.
5 Remove steering column lower cover.
6 Remove the two screws, disconnect switch wires
at connection and remove turn signal switch and
wires.
Installation
1 Position turn signal switch on steering column
and install attaching screws and wire connections.
2 Install steering column lower cover.
3 Install turn signal operating lever.
4 Install steering wheel and steering wheel nut,
tighten nut to 24 foot-pounds. Test operation of can
celling lever.
5 Install horn blowing actuator, steering wheel
cover and attaching screws.
6 Connect battery ground cable.
Chrysler Models
Removal
1 Disconnect battery ground cable.
2 Compress and turn horn button ¼ turn coun
terclockwise to release button from retainer.
3 Disconnect horn wire at horn switch.
4 Remove three screws and insulators attaching
horn ring and horn switch to steering column. Re
move horn ring and switch.
5 Loosen steering wheel nut several turns and in
stall Steering Wheel Puller Tool C-3428. Loosen steer
ing wheel first, then remove steering wheel nut and
steering wheel.
6 Remove screw attaching turn signal operating
lever to turn signal switch and remove lever.
7 Disconnect turn signal wiring at steering col
umn jacket tube below instrument panel.
Attach a piece of string or fine wire to turn signal
switch wiring before removing switch from steering
column. When switch s removed leave string or wire
in steering column jacket tubes as an aid to replace
ment of wiring.
8 Remove screws attaching turn signal switch to
steering column and remove switch from top of steer
ing column.
Installation
1 Attach string or wire, left in steering column
jacket tube during removal, to turn signal switch wir
ingMyMopar.com
and carefully pull string or wire down through
8-61
column jacket tube until directional switch wires can
be connected. Position turn signal switch in steering
column jacket tube and install attaching screws and
connect all wire connections.
2 Install turn signal operating lever.
3 Install steering wheel and steering wheel nut.
Tighten to 24 foot-pounds. Test operation of cancel
ling lever.
4 Install horn switch, horn ring, insulators and
attaching screws. Connect horn wire.
5 Install horn button by compressing and turning
¼ turn clockwise to lock horn button on retainer.
6 Connect battery ground cable.
TILT STEERING COLUMN TURN SIGNAL
SWITCH
Removal-All Models
1 Remove the two hex head self-tapping screws
from switch mounting bracket at lower end of steer
ing column.
2 Remove screw attaching cable clip to switch and
disconnect multiple connector.
Installation-All Models
1 Attach coil end of cable to switch post with wire
next to switch. Install cable clip and screw.
2 Place steering column in "Down" position, turn
signal handle and switch in cancel position.
3 Connect multiple connector and secure switch
to column making sure to center two screws in
bracket slots.
CONTROL CABLE
Removal
1 Remove steering wheel assembly and steering
column cover.
2 Remove turn signal handle and canceling cam
spring. Using a pair of long needle nose pliers, gently
pull cam assembly from pivot socket.
3 Remove cable clip screw and slide coil end off
upper cable lever. Pull cable up far enough to attach
a fine flexible wire to cable to aid in installing cable.
4 Place gear selector in manual Low and steering
column in straight position. Remove cable from bot
tom of column, leaving wire in column.
Installation-All Models
1 Position steering column in straight position
and gear selector in manual Low.
2 Attach flexible wire to "L" shaped cable clamp
and feed cable through bottom of column while pull
ing on wire from top of column.
3 Remove wire from cable clip, position coil end
on upper cable lever with coil wire facing away from
lever and install cable clip.
4 Install canceling cam assembly, making sure to
engage round head of upper cable lever head with
"U" shaped retainer on underside of assembly.
8-62
ELECTRICAL-WINDSHIELD WIPERS
5 Install cam retaining spring and turn signal
lever.
6 Place steering column m "Down" position and
attach coil end to switch post with wire next to switch.
Install cable clip and screw.
Place turn signal lever and switch in neutral
7MyMopar.com
position and secure switch to column. Be sure to cen
ter mounting screws in slots.
Do not distort cable in any way.
8 Install steering wheel assembly and steering
column cover.
64
WINDSHIELD WIPER SYSTEM
INDEX
Page
62
General Information
Lubrication
Service Diagnosis
Tests and Adjustments
.
62
63
GENERAL INFORMATION
The wiper motor is connected to the wiper switch
and from the wiper switch "B" terminal to the
"ACC," accessory, terminal of the ignition switch so
the wiper motor can be actuated only when the igni
tion switch is turned to the right or left positions. The
wiper circuitry is protected by a circuit breaker that
is built into the wiper switch.
The variable speed wiper system has a depressed
Wiper
Wiper
Wiper
Wiper
Page
66
65
Links
Motors
Pivot Replacement
Switch
67
64
parking feature which is accomplished by reversing
the direction of the wiper motor and the use of a
parking cam on the motor crank pin. When the wiper
switch is turned "OFF," the motor direction is re
versed and at the same time the parking cam rotates
180 degrees, lengthening the drive link slightly to
park the wiper blades in a depressed position. The
drive link shortens when the motor runs in the wipe
direction Figs. 1 and 2.
SERVICE DIAGNOSIS
Condition
WIPER FAILS TO
OPERATE
Possible Cause
a Binding linkage.
a Relieve binding condition.
c Linkage disconnected.
d Faulty motor.
c Repair as necessary.
b Faulty instrument panel switch.
Ce Open or grounded wiring.
WIPER BLADES NOT
PARKING PROPERLY
a Arm set at incorrect position.
b Motor park switch timing incorrect.
Cc Broken link spring. Variable Speed
Cd Link spring trip not engaging stop on
linkage. Variable Speed
BLADES SUP WIND
SHIELD MOULDINGS
a Improperly adjusted wiper arm.
b Looseness of the motor crank or other
drive parts.
BLADES CHATTER
Correction
b Test switch. See "Wiper Switch."
Cd Test motor. See "Wiper Motor Bench
Testing."
Ce Test wiring for continuity. Repair as
necessary.
a Adjust arm. See "Wiper Arm Adjust
ment."
b Time park switch. See "Wiper Motor
Park Switch Timing."
Cc Replace Spring. See "Wiper Link As
sembly."
Cd Inspect "Wiper Link Assembly."
a See "Wiper Arm Adjustment"
b Replace the faulty part.
a Twisted arm holds blade at wrong a Replace wiper arm. Do not attempt to
angle to glass.
straighten bent or twisted arm.
b Bent or damaged blades.
b Replace blades.
Cc Foreign substances such as body pol Cc Clean the glass.
ish on glass.
MOTOR WILL NOT
STOP WHEN INSTRU
MENT PANEL SWITCH
IS TURNED "OFF"
MyMopar.com
a Motor park switch failure in the a Repair or replace motor park switch.
"closed" position.
WINDSHIELD WIPERS-ELECTRICAL
Condition
Correction
Possible Cause
MOTOR STOPS IN ANY
POSITION WHEN IN
STRUMENT PANEL
SWITCH IS TURNED
"OFF"
a Motor park switch failure
"open" position.
NO SPEED CONTROL
VARIABLE SPEED
a Open circuit in yellow wiring.
RIGHT
PIVOT
b Open parking circuit.
in
the
a Repair or replace motor park switch.
b Test continuity of blue wiring circuit
and correct as necessary.
Cc Test continuity of yellow wiring circuit
and correct as necessary.
c Open field circuit
b Defective control switch.
8-63
a Test continuity and correct as neces
sray.
b Replace switch.
2% inches on the left side and between 1 and 3 inch
es on the right side of the vehicle for Chrysler Models
and between ¼ and 2¼ on the right side for Imperial
Models. If the clearance is not in the specified range,
use Tool C-3982 to reposition the wiper and arm and
blade assembly Fig. 3.
LEFT
PIVOT
RIGHT
LINK
Single Speed-Chrysler Models
MOTOR
NK743
Fig. I-Wiper System-Imperial Models
TESTS AND ADJUSTMENTS
Wiper Arm Adjustment Variable Speed
To determine if an adjustment is required, apply a
constant upward force of 50 ounces, parallel to the
windshield glass, at the end of the wiper arm where
the wiper blade is attached to the arm. With the 50
ounce force applied, pull the wiper blade away from
the windshield glass once or twice to prevent glass
friction from affecting upward movement of the
wiper arm and blade. With the force applied, the
clearance between the tip of the wiper blade and the
windshied lower moulding should be between ¼ and
RIGHT PIVOT ASSEMBLY
To determine if an adjustment is required, apply a
constant downward force of 25 ounces, parallel to the
windshield glass, at the end of the wiper arm where
the wiper blade is attached to the arm. With the 25
ounce force applied pull the wiper blade away from
the windshield glass once or twice to prevent glass
clearance between the tip of the wiper blade and the
windshield moulding should be between ¼ and
2¼ inches on the left side and between 1 and 3 inches
on the right side of the vehicle. If the clearance is not
in the specified range, use Tool C-3982 to reposition
the wiper arm and blade assembly Fig. 3.
CAUTION: The use of a screwdriver or other prying
tool to remove an arm may distort it in a manner that
will allow it to come off the pivot shaft in the future,
regardless of how carefully it is installed. NEVER un
der any circumstances push or bend the spring clip in
the base of the arm in an attempt to release the arm.
This clip is self-releasing.
DRIVE LINK
LEFT PIVOT
ASSEMBLY
MOTOR
DRIVE
LINK
TO LEFT
PIVOT
SINGLE SPEED ..RETAINER
WASHER
BUSHING
FRO NT
DRIVE CRANK
AND PIN
MOTOR CONNECTION
NK699
MyMopar.com
+
H
Fig. 2-Wiper System-Chrysler Models
+
FRONT
8-64
ELECTRICAL-WINDSHIELD WIPERS
EIO FLAY
AOIjSTMENI SQSW
I
Fig. 3tmo4ny
Wiper Arm and Shad. Assembly
Wiper Motor Park Switch Timing
The timing of the motor park switch must be:
{a Late enough that wiper arms come to rest at
extreme lower limit of travel on dry glass.
b Early enough that wiper arms do not rise ap
preciably beyond lower timit of travel on completely
wet glass.
Adjust timing of park switch on wiper motor to
provide shut off’ at lowest point of wiper blade trav
el under both wet and dry glass conditions.
When adjusting timing of variable speed park
switch, note that variable speed motor rotates in re
verse at the time park switch opens. "Early" and
"Late" directions are therefore opposite to single
speed niotorL
Wiper Parking Operation Test-
Variable Speed
ii Turn instrument panel switch to ON and allow
wiper system to run through several cycles of opera2 Very slightly, after wiper blades reach top of
wipe pattern, turn wiper switch to OFF to cause
blades to park in a one-hall cycle of wiper motor
operation.
If blades do not park in desired ½ cycle but require
1½ cycles to park, procedure of going throngh switch
ing operation must be repeated as follows:
a Turn switch to "ON" position and allow wiper
system to operate a few cycles.
b Turn switch to ‘OFF’ position, only this lime
allowing the timing of operating switch to occur at a
position in respect to wiper blade travel slightly later
than first operation. Again, note cycle requirement to
reach park
Having parked wiper system in ½ cycle of motor
operatioo, note whether wiper blades have traveled
well below nonnal wipe pattern, If they have not,
replacement of parking cam, spring and spring tdp is
indicated. If they have, but have not met the re
quirements for proper park position wiper arm ad
justment
is required
MyMopar.com
61
Fig. 4-End Play Adjustment
End Ploy Adjustment
To adjust armature shaft end play turn adjustment
screw in until it bottoms, then back-off ¼ turn Fig.
4.
On Chrysler models, this adjustment may be per
formedia the vehicle. On Imperial models, the wiper
motor must be removed. See "Wiper Motor Removal."
WIPER SYSTEM LUBRICATION
Should it be necessary to service the wiper system
for any reason, the parking spring in the variable
speed parking mechanism should be lubricated with
LedPlate, Part No. 227M37, or equivalent lubricant
containing powdered lead. Apply the Led-Plate to in
side coils of spring first and to the outside of the
spring coils after installation of the spring.
The single spend crank arm pin and the pivot pins
for either variable or single speed systems should be
lubricated w%th Automotive Multi-Purpose Lubricant,
NUll 2.
Should the wiper motor gear box be disassembled,
it should be repacked with Automotive Multi-Purpose
Lubricant, NLG 2. Use of lubricants other than those
specified above will result in noisy operation, rapid
wear of components and premature failure of the
system.
WIPER SWITCH TEST
Variable Speed
The switch contrains a rheostat which provides a
means of controlling the amount of current which
flo to the motor The switch is designed to provide
a circuit to the motor to revese the current to the
field winding which in turn reverses the direction of
the armature. A circuit breaker, built into the switch,
protects the wiper motor circuitry.
To test the switch, remove the switch from the in
strument panel. FQF removal and insfallatios’ of ti’s
WINDSHIELD WIPERS-ELECTRICAL
wiper switch, see "Instruments and Indicators." Using
a continuity tester or an ohmmeter, test for continui
ty, no resistance between the contact terminals of
the switch as shown in the following chart. For test
purposes the "Park" position is when the switch is in
the "Off" position. The "Low" position is when the
switch is just turned "On." The "High" position is
when the switch knob is rotated to the high or maxi
mum wiper speed position. In the test charter the
reference "Ground" means to attach one lead of the
continuity tester or ohmmeter to the case of the
switch. The bench test of the switch does not require
the use of a 12 volt battery.
Continuity Chart
Park
Bto B/U.
B/U to P.
Ato F2.
Fl to Ground.
Low
B to B/U.
B/U to A.
A to Fl.
F2 to Ground.
P-open.
High
B to B/U.
B/U to A.
*A through the
rheostat to Fl.
F2 to Ground.
P-open.
*As the switch knob is rotated the resistance shown
on the ohmeter should vary from a high reading to a
low reading in a smooth rate of change or if a con
tinuity tester is being used the brightness of the test
lamp should vary from bright to dim.
Single Speed
The switch contains a built-in circuit breaker to
protect the motor circuitry and is serviced only as an
assembly. To test the switch, refer to the proper wir
ing diagram, and remove the switch from the instru
ment panel. For removal and installation of the wiper
switch, see "Instruments and Indicators." Connect a
test lamp between "B" terminal of the switch and the
negative battery post. Connect the positive battery
terminal to the "P" terminal of the post. Lamp should
remain lighted in either "ON" or "OFF" position.
Failure to light indicates a faulty circuit breaker.
Connect the positive battery lead to the "R" termi.
nal of the switch. The lamp should light when the
switch is turned "ON" and go out when turned
"OFF."
WIPER MOTOR
Imperial Models
Removal
1 Disconnect battery ground cable.
2 If air-conditioning equipped, remove right spot
cooler hose and distribution duct.
3 From under instrument panel remove instru
ment panel lower reinforcement to windshield wiper
motor mounting bracket pencil brace.
4 Disconnect wiring at motor.
5 From under panel, remove both left and right,
link to pivot retainers.
6 Remove the three motor bracket mounting nuts.
7 Carefully work motor and link assembly out
from under panel towards right side of car.
8MyMopar.com
Remove links and motor mounting bracket.
8-65
Installation
1 Install motor on mounting bracket and links to
crank arm.
2 Guide motor left link first up over heater or
air-conditioning housing from right side of car.
3 Position motor mounting bracket on mounting
studs and install three nuts.
4 Install both right and left links on pivots and
secure the retainers.
5 Connect wiring at motor.
6 From under instrument panel install right in
strument panel lower reinforcement to wiper motor
mounting bracket pencil brace.
7 If air.conditioning equipped, install right spot
cooler hose and distribution duct.
8 Connect battery ground cable and test opera
tion of wipers.
Chrysler Models
Removal
1 Using Tool 3982, remove wiper arm and blade
assemblies Fig. 3.
2 Remove windhsield lower moulding.
3 Remove cowl grille panel. See "Body" - Group
23.
4 Remove nut that mounts drive crank to motor
and remove drive crank from motor, disconnect the
wiring to the motor.
5 Remove the three nuts that mount the motor to
the dash panel and remove the motor through the
cowl grille panel opening.
Installation
1 Position motor on the three studs on dash
panel. Make certain rubber gasket, between motor
and dash panel, is properly positioned.
2 Install the three nuts that mount motor to dash
panel and connect wiring to motor. Make certain
ground strap is screwed to switch plate and under one
mounting nut.
3 Position drive crank on motor and install
mounting nut and tighten to 200 inch pounds.
4 Install cowl grille panel.
5 Install windshield lower moulding.
6 Install and adjust wiper arm and blade assem
blies, using Tool C-3982.
Wiper Motor Disassembly
1 Remove spring retaining clip and washers on
motor output shaft, noting sequence of removal of
washers.
2 Remove switch and cover plate.
3 Remove gear and shaft assembly.
4 Remove end head through bolts and pull off
end head using care to avoid damaging lead wire to
brush holder on variable speed motors.
5 Remove armature using care to keep com
mutator free of fingerprints and oil.
8-66
ELECTRICAL-WINDSHIELD WIPERS
Wiper Motor Inspection
1 Thoroughly inspect motor parts for wear, corro
sion or damage.
2 Clean armature commutator with 00 to 000
sandpaper. If commutator is worn excessively, wiper
motor will have to be replaced.
3 Replace worn or oil soaked brushes.
4 Inspect gears for worn or broken teeth and re
place those showing damage or excessive wear.
LINK SPRING
TRIP
INTERMEDIATE
CRANK ARM
Assembly
1 Insert armature into motor assembly.
2 Install end head and end head through bolts
using care to avoid damaging lead wire to brush hold.
er on variable speed motors.
3 Install gear and shaft assembly.
4 Install washers on motor output shaft, make
certain washers are installed in proper order, and in
stall spring retaining clip.
5 Replace gasket under park switch cover.
6 Install switch and cover plate.
WIPER MOTOR BENCH TESTING
Variable Speed
1 Connect a jumper wire between wiper motor
green wire and wiper motor ground strap. Connect
another jumper wire between battery negative termi
nal and wiper motor ground strap. Connect another
jumper wire between wiper motor red and brown
wires and battery positive terminal. The wiper motor
should run continuously in wipe direction.
2 Connect a jumper wire between wiper motor
blue and yellow wires and battery positive terminal.
Connect green wire to brown wire. Connect another
jumper wire between negative battery terminal and
wiper motor red wire and wiper motor ground strap.
The wiper motor should run in reverse and stop at
park position.
Chrysler Models
Single Speed
1 Connect a jumper wire between battery nega.
tive terminal and wiper motor ground strap. Connect
another jumper wire between brown wire of wiper
motor and battery positive terminal. The motor
should run continuously.
2 Connect a jumper wire betwen battery negative
post and wiper motor ground strap. Connect another
jumper wire between brown wire of wiper motor and
red wire of wiper motor. Connect blue wire to battery
positive terminal, The wiper motor should "park."
I
LINK SPRING
N K 1196
Fig. 5-Parking Spring Release Installed
5 Disassemble right-hand link in same manner
after removing crank arm to lever nut, spacing washers between link crank arm and lever.
Installation
1 Install spring washer, concave surface toward
crank arm. Apply Led.Plate, Part No. 2275437 or
equivalent lubricant containing powdered lead to in
side of parking spring coils. Spread the spring, install
on crank pin and lubricate outside of spring coils.
Install spring release.
If the intermediate crank is held so that the letter
"L" is visible install the cam release so that the letter
"L" can be seen from this position. The opposite side
will show three letters "R."
2 Install parking cam to index with spring release
and engage spring ends, between release and parking
cam in openings at point of index Fig. 5.
3 Install link arm with stop projection on link arm
toward cam assembly. Install spring washer, convex
surface toward cam assembly.
4 Install retaining bolt and nut Fig. 6.
5 Assemble left link and cam assembly in same
manner, locking in place with a clip.
INTERMEDIATE
CRANK ARM
RIGHT LINK
/
WIPER LINKS
Imperial Models
Removal
1
2
3
4
Remove
Remove
Remove
Remove
clip holding link to crank arm.
bevel washers and link.
parking cam and spring release.
coil spring by spreading the ends.
MyMopar.com
7
PARKING CAM
ECCENTRIC
N Ki 197
Fig. 6-linking Arm Installed
WINDSHIELD WIPERS-ELECTRICAL
Models-Chrysler Models
To service drive link or connecting link it is neces
sary to remove wiper arm and blade assemblies, wind
shield lower moulding and cowl grille panel to provide
access to the wiper system. See "Body" . Group 23.
Removal
8-67
move the wiper arm and blade assemblies, the wind.
shield lower moulding and the cowl grille panel to
provide access to the wiper system. See "Body" Group 23.
Right Pivot
1 With wiper system in "park" position remove
retainer clip from end of the motor drive crank and
pin. For variable speed wipers remove the cover from
mechanism to allow access to retainer clip.
2 Remove spring washer and drive link from
drive crank pin.
3 Remove retainer clip from connecting link pin
on right pivot.
4 Remove the nuts that mount left pivot to body
of the vehicle.
5 Remove links and left pivot through cowl grille
panel opening. The connecting link can be serviced on
bench after links are removed from vehicle.
t Remove retainer clip holding connecting link to
wiper pivot and remove link from pivot.
2 Remove screws mounting the pivot to body of
vehicle and remove pivot through cowl grille panel
opening.
3 Position new or repaired pivot in body opening
and install pivot mounting screws. Tighten screws to
75 inch-pounds.
4 Position connecting link on the pin of pivot and
install retainer clip. Make certain clip is completely
seated on pivot pin.
5 Install cowl grille panel, the windshield lower
moulding and install and adjust the wiper arm and
blade assemblies using Tool C-3982.
Installation
Left Pivot
Make certain wiper system is in "park" position
before starting installation procedures.
1 With connecting and drive links assembled as a
unit insert links through cowl grille panel opening
and position bushing of connecting link on pin of
right pivot and install retainer clip. Make certain re
tainer clip is completely seated on pivot pin.
2 Install left pivot.
3 Position motor end of drive link on drive crank
pin of the motor. Make certain boot retainer, parking
spring, spring release and cam are in proper positions
for variable speed wiper systems Fig. 2.
4 Install spring washer and link retainer.
5 Install cover on mechanism on variable speed
wiper systems.
6 Install cowl grille panel, windshield lower
moulding and install the wiper arm and blade assem
blies. Adjust as necessary, using Tool C-3982.
1 Disconnect drive link at drive crank pin of mo
tor.
2 Remove retainer clip holding connecting link to
right pivot and remove link from pivot.
3 Remove the screws mounting the left pivot to
body of vehicle and remove wiper links and left pivot
as an assembly through cowl grille panel opening. The
left pivot can then be removed from links on service
bench.
4 With left pivot and wiper links assembled as a
unit, insert assembly through cowl grille panel open
ing and position left pivot in the body opening. Install
pivot mounting screws. Tighten screws to 75 inchpounds.
5 Position connecting link on right pivot pin and
install retainer clip. Make certain clip is completely
seated on pivot pin.
6 Position drive link on drive crank pin of motor,
install mounting nut and tighten to 200 inch-pounds.
7 Install cowl grille panel, windshield lower
mounting and install and adjust wiper arm and blade
assemblies.
WIPER PIVOT REPLACEMENT
1 Using Tool C.3982, remove wiper arm and blade
assembly.
2 Disconnect link from pivot.
3 Remove pivot and gasket.
4 Install a new gasket and pivot.
5 Tighten retaining stud nuts 75 inch.pounds.
6 Reconnect link to pivot crank pin and install
washer and retainer clip.
7 Install wiper arm using Tool C-3982.
Chrysler Models
Models
To service the wiper pivots it is necessary to re
MyMopar.com
WIPER BLADE REPLACEMENT
Exposure to heat and road splash tends to harden
the rubber wiper blade refills. When the refills smear
or in general do not satisfactorily clean the wind
shield, they should be replaced.
To replace, depress the release on the top of the
blade assembly and slide out the rubber refill. Slide
the new rubber refill into the blade assembly until it
locks in place. Refer to the Parts List for the correct
rubber blade refill.
8-68
ELECTRICAL-SPECIFICATIONS.
HORNS
SERVICE DIAGNOSIS
Condilioo
HORNS WILL NOT
SOUND
a
b
C
d
HORNS SOUND CONTIN
U DOS LV
Po.slble Ca,55
Improper adjustment
Broken or faulty wrring.
Faulty horn.
Faulty relay.
Correttion
a See Adjusting’
b See ‘resting."
C See ‘resting." Replace horn it neces
sary.
Cd See ‘Testing.’’ Replace relay if neces
sary.
a See ‘Testing."
b Disconnect battery ground cable, Re
lease horn button. Atter correction,
connect batlery ground cable.
ci Replace relay.
a Shorted wiring.
b Horn button sticking.
C
Relay sticking.
Testing
Touch a jumper wire from relay "S’ terminal to
ground, If horn sounds, difficulty is in the horn but
ton contact ring, the grounding of the steering col
umn or in the wire from ‘S" termina’ to the horn
button. If the horn fails to sound connect a jumper
wire from ‘B" to "H’’ terminal. If horns operate, the
relay is defective. U horns fail to operate, difficulty is
/
in wire to the horns, in the horns, the wire to her,,
relay B" terminal or in the grounding of the steering
column.
Adjusting
I Discorniect connections at each horn to deternine which horn is not operating.
2 Remove horn and bracket assembly.
3 With a suitable tool Fig. 1, turn tone adjuster
counterclockwise until there is no vibration sound.
4 Turn tone adjuster clockwise, approximately ¼
turn at a time until tone has a clear mellow sound- Do
not turn tone adjuster while horn is sounding.
Adjustment will only clear up s*urid .nd cannot
diangs horn tone frequency.
5 Connect a test ammeter between positive post
of a 12 volt battery and horn terminal post. Connect a
jumper lead from negative battery post to horn has0.
Clean paint from horn bracket where connection is
made. Turn adjusting screw to obtain a reading of six
amperes minimum to eight amperes maximum for
Sparton horns and eight amperes minimum to ten
amperes maximum for Prestolite horns at 12.5 volts.
63642
MyMopar.com Non, Spartan
Horn Shown
I-AdjusHns
Amperage must not exceed sight .mpsres maxi
mum for Sparton
horns and ten ar.lp.res m.ximun,
for Prestolite horns.
SPECIFICATIONS
BATTERY
Model Usage
.
Capacity Amperes
Voltage
Number of Plates Per Cell
Ground Terminal
Model Identification Number
MyMopar.com
All Models
70
12
13
Negative
27-MB-70
12
8-69
SPECIFICATIONS-ELECTRICAL
STARTING MOTOR
SOLENOID SHIFT
Reduction Gear Type
All Models
Starting Motor Identification No.
Make
Voltage
No. of Fields
No. of Poles
Brushes
Spring Tension
Drive
2095150
Chrysler Built
End Play
.010"-.045"
180 to 200 Amps. 383 or
4 3 Series, 1 Shunt
4
4
32 to 36 Ounces
Overrunning Clutch
Cranking Amperage Draw
440 Cu. In. Engines*
Free-Running Test
Voltage
Amperage Draw Maximum
Speed RPM
Lock-Resistance Test
Voltage
Amperage Draw
Solenoid Switch
Pull-In Coil
Hold-In Coil
*Engine should be at operating temperature.
ALTERNATORS
11
90
1925 to 2400
4
400 to 450
14.4-16.0 Amps.
11.5-12.6 Amps.
ALTERNATOR VOLTAGE REGULATOR
ALTERNATOR
Rotation
Clockwise at Drive End
Voltage
Current Output
Voltage Output
Brushes Field
Condenser Capacity
Field Current DrawRotating Rotor by Hand
Current Output -
@ 6.0 Volts
© 6.0 Volts
12 Volt System
Design Controlled
Limited by Voltage Regulator
2
50 Microfarad plus or minus 20%
@ 12
2.38 to 2.75 Maximum amperes
Volts
26 plus or minus 3 amperes*
34.5 plus or minus 3 amperes*
Standard With 170 or 225 Cu. In. Engine
Standard All Others
Special Equipment,
Heavy Duty and/or Air Conditioning
44 pIus or minus 3 amperes*
Special Equipment
51 plus or minus 3 amperes*
*Plus or minus three ampere tolerance is provided to allow for temperature variation. Current output is meas
ured at 1250 engine RPM and 15 volts at the alternator. If measured at the battery, current output will be ap
proximately 5 amperes lower than above valves.
Voltage is controlled by variable load carbon pile across the battery.
ALTERNATOR AND VOLTAGE REGULATOR
Alternator Voltage
Regulator Identification Number
Volts
Chrysler Built
Essex Wire Built
2444980
2098300
12
Ground Polarity
12
Negative
.014 inch plus or
minus .002 inch
048 to .052 inch
nominal setting**
Point Gap
Air Gap
**Measure gap with gauge back of stop.
Negative
.014 inch plus or
minus .004 inch
.032 to .042 inch**
Temperature in Degrees
47°F.
70°F.
93°F.
117°F.
140°F.
163°F.
Minimum Setting
13.6 to
13.5 to
13.4 to
13.3 to
Maximum Setting
14.6
14.5
14.4
14.3
13.2 to
14.2
13.1 to
14.1
MyMopar.com
qo
WITHOUT CLEAN AIR PACKAGE
ENGINE
APPLICATION
Engine Displacement
Distributor Part No.-Chrysler
Built
Advance-Ce ntrifuga I- Distributor
Degrees at Distributor RPM
383
2-Barrel Carburetor
Manual or
Automatic Trans.
383
2-Barrel Carburetor
Automatic Trans.
383
2-Barrel Carburetor
Manual Trans.
383 Cu. In.
2642244
383 Cu. In.
2642289
383 Cu. In.
0° @ 250to 450
0° to 2° @ 450
2 5° to 4 5° @ 700
10.5° to 12.5° @ 2150
0° @ 350 to 500
0° to 85° @500
94° to 114°@665
0° c 350 to SOC
0° to 8 5° @ 500
94° to 114° @665
18° to 20° @ 2200
0° @ 4 5" to 8"
4° to 7° @ 10 5"
00 @ 4.5" to 8"
6° to 9° @ 12"
11.5° to 14 5°
16 5"
.014" to 019"
28° to 32°
17 to 20 oz.
.25 to .285 mfd.
000" to 003" *
.003" to .017"
Counterclockwise
0° @ 4 5" to 6.9"
5° to 8° @ 10"
18° to 20°
Advance-Vacuum Distributor
Degrees at Inches of Mercury....
Contact Gap
Dwell Angle
Contact Arm Spring Tension
Condenser Capacity
Shaft Side Play New or Rebuilt
Shaft End Play After Assembly
Rotation
Timing
Spark Plug Type
WITH CLEAN AIR PACKAGE
8° to 11° @136"
.014" to .019"
28° to 32°
17 to 20 oz.
.25 to .285 mfd.
.000" to .003" *
.003" to .017"
Counterclockwise
12.5° BTC **
J-14Y Champion or
5° ATC
P-3-6P Mopar
2642373
@ 2200
11 5° to 14 5° @ 14.5"
.014" to 019"
28° to 32°
17 to 20 oz.
.25 to .285 mfd.
000" to 003" *
:003" to 017"
Counterclockwise
5° ATC **
J-14Y Champion or P-3-6P Mopar
i-bY Champion or P-3-3P Mopar***
**
J-10Y Champion or
Size
Gap
Firing Order
Coil
Identification Number
@ 70-80°F
Secondary Resistance @ 70-80°F
Ballast Resistor-Part No.-Chrysler Built
Resistance @ 70-80°F
Primary Resistance
Current Draw Coil and ballast resistor
in circuit Engine Stopped
Engine Idling
*
**
P-3-3P Mopar
14MM-Wa" Reach
.03 5"
1-8-4-3-6-5-7-2
Chrysler - Prestolite
2444242
1.65 to 1.79 Ohms
9400 to 11700 Ohms
MyMopar.com
.035"
1-8-4-3-6-5-7-2
Chrysler Essex
2444241
1.41 to 1.55 Ohms
9200 to 10600 Ohms
2095501
0.5 to 0.6 Ohms
3.0 amperes
Service wear tolerance should not exceed .006 inch
Set at idle speed; See "Idle Speed Adjustment, Fuel System."
Mopar P-3-3P, J-1OY Champion Police Cars
14MM-Wa" Reach
1.9 amperes
-
Chrysler Prestolite
2444242
-
Chrysler - Essex
2444241
1.41 to 1.55 Ohms
9200 to 10600 Ohms
1.65 to 1.79 Ohms
9400 to 11700 Ohms
2095501
0.5 to 0.6 Ohms
3.0 amperes
1.9 amperes
WITHOUT CLEANER AIR PACKAGE
383
4-Barrel Carburetor
ENGINE
APPLICATION
Engine Displacement
Distributor Part No.-Chi-ysler Built
4-Barrel Carburetor
Manual Trans.
4-Barrel Carburetor
Automatic Trans.
383Cu. In.
2642248
383 Cu. In.
383 Cu. In.
2642363
0°
0°
3°
7°
0° @ 350 to 500
0° to 7° @500
10 7° to 12 7°
730
Manual or
Automatic Trans.
. -
Advance-Centrifugal-Distributor
Degrees at Distributor RPM
Advance-Vacuum Distributor
Degrees at Inches of Mercury
Contact Gap
Dwell Angle
Contact Arm Spring Tension
Condenser Capacity
Shaft Side Play New or Rebuilt
Shaft End Play After Assembly
Rotation
Timing
Spark Plug Type
Size
Gap
Firing Order
Coil
Identification Number
Primary Resistance @ 70-80°F
Secondary Resistance @ 70-80°F
Ballast Resistor-Part No.-Chrysler
Built
Resistance @ 70-80°F
Current Draw Coil and ballast resistor
in circuit Engine Stopped
Engine Idling
*
**
@3lOto 490
to 2° @ 490
to 5°
@ 750
to 90 @ 2400
@ 6" to9"
45° to 75°@ 12"
8.25° to 11° @ 15"
014" to 019"
28° to 32°
17 to 20 oz.
0°
.25 to .285 mfd.
000" to 003" *
.003" to .017"
Counterclockwise
12.5° BTC **
J-13Y Champion or
P-3-5P Mopar
i-bY Champion or
P-3-3P Mopar
14MM-3/a" Reach
.035"
1-8-4-3-6-5-7-2
Chrysler - Prestolite
Chrysler- Essex
2444242
2444241
1.65 to 1.79 Ohms
1.41 to 1.55 Ohms
9400 to 11700 Ohms
9200 to 10600 Ohms
2642367
15.5° to 17.5°
0°
@
@
2400
4 5" to 8"
6°to9°@12"
0°
@ 4.5"
115° to 145° @165"
014" to 019"
28° to 32°
l7to2Ooz.
.25 to .285 mfd.
000" to 003" *
.003" to .017"
Counterclockwise
5OATC**
i-13Y Champion
P-3-5P Mopar
i-bY Champion or
P-3-3P Mopar
14MM -¾" Reach
.035"
1-8-4-3-6-5-7-2
Chrysler Essex
2444241
1.41 to 1.55 Ohms
9200 to 10600 Ohms
2095501
0.5 to 0.6 Ohms
3.0 amperes
1.9 amperes
3.0 amperes
1.9 amperes
If J-13Y or Mopar P-3-5P are not available use Champion J-12Y.
Mopar P-3-3P, i-bY Champion Police Cars.
to 8"
6°to9°@12"
115° to 145° @165"
.014" to 019"
28° to 32°
l7to200z.
.25 to .285 mfd.
.000" to 003" *
.003" to .017"
Counterclockwise
5OATC**
i-13Y Champion
P-3-5P Mopar
i-bY Champion or
P-3-3P Mopar
14MM-¾" Reach
.035"
1-8-4-3-6-5-7-2
Chrysler Prestolite
2444242
1.65 to 1.79 Ohms
9400 to 11700 Ohms
-
0° @ 350 to 500
0° to 4.5° @ 500
107° to 127° @850
15:5° to 17.5° @ 2400
2095501
0.5 to 0.6 Ohms
Service wear tolerance should not exceed .006 inch.
Set at idle speed; See "Idle Speed Adjustment, Fuel System."
MyMopar.com
383
WITH CLEANER AIR PACKAGE
383
-
In
-u
I,
C-
-n
C,
-I
0
z
In
rn
r
ni
C
-I
C-
r
WITHOUT CLEANER AIR PACKAGE
440 With
WITH CLEANER AIR PACKAGE
440
440
ENGINE
APPLICATION
4-Barrel Carburetor
Automatic or Manual Trans.
4-Barrel Carburetor
4-Barrel Carburetor
Automatic Trans.
Manual Trans.
Engine Displacement
Distributor Part No-Chrysler Built
440 Cu. In.
440 Cu. In.
440 Cu. In.
2642252
2642365
2642369
0°
0°
3°
7°
@ 310 to 490
0° @ 350to 500
0° to 4 5° @ 500
10 7° to 12 7° @ 850
15.5° to 17.5° @ 2400
0° @
0° to
107°
15.5°
0° @ 6" to 9"
4 5° to 7.5° @ 12"
825° to 11° @ 15"
.014" to .019"
28° to 32°
17 to 20 oz.
.25 to .285 mfd.
.000" to .003" *
.003" to .017"
Counterclockwise
12.5° BTC **
i-13Y Champion or
Mopar P-3-5P
i-bY Champion or
Mopar P-3-3P
14MM-Wa" Reach
.035"
0° @ 4.5" to 8"
6° to 9° @ 12"
115° to 145° @165"
.014" to .019"
0° @ 45" to 8"
6° to
@ 12"
11.5° to 14.5° @ 16.5"
.014" to 019"
28° to 32°
17 to 20 oz.
.25 to .285 mfd.
.000" to 003" *
.003" to .017" *
Advance-Centrifugal Distributor
Degrees at Distributor RPM
Advance-Vacuum Distributor
Degrees at Inches of Mercury
Contact Gap
Dwell Angle
Contact Arm Spring Tension
Condenser Capacity
Shaft Side Play New or Rebuilt
Shaft End Play After Assembly
Rotation
Timing
Spark Plug Type
Size
Gap
Firing Order
Coil
Identification Number
Primary Resistance @ 70-80°F
Secondary Resistanace @ 70-80°F......
Ballast Resistor-Part No.-Chrysler
Built
Resistance @ 70-80°F
Current Draw Coil and ballast resistor
in circuit Engine Stopped
Engine Idling
*
**
****
to 2° @490
to 5° @ 750
to 9° @2400
1-8-4-3-6-5-7-2
Chrysler Prestolite
2444242
1.65 to 1.79 Ohms
5° ATC **
i-13Y Champion or
P-3-5P Mopar
i-bOY Champion or
P-3-3P Mopar
14MM-Wa" Reach
.035"
1-8-4-3-6-5-7-2
Chrysler Prestolite
Chrysler Essex
2444242
2444241
1.41 to 1.55 Ohms
1.65 to 1.79 Ohms
9400 to 11700 Ohms
1.41 to 1.55 Ohms
9200 to 10600 Ohms
9200 to 10600 Ohms
-
-
2095501
2095501
0.5 to 0.6 Ohms
0.5 to 0.6 Ohms
3.0 amperes
1.9 amperes
3.0 amperes
1.9 amperes
Set at idle speed; See "Idle Speed Adjustment, Fuel System."
If i-13Y Champion or P-3-5P Mopar are not available, use Champion i-12Y.
Police Cars.
Counterclockwise
Chrysler - Essex
2444241
Service wear tolerance should not exceed .006 inch.
MyMopar.com
17 to 20 oz.
.25 to .285 mfd.
000" to .003" *
.003" to .017"
Counterclockwise
5° ATC **
i-13Y Champion or
P-3-5P Mopar
i-bOY Champion or
P-3-3P Mopar
14MM-Wa" Reach
.035"
1-8-4-3-6-5-7-2
-
9400 to 11700 Ohms
-
28°to32°
350 to 500
7° @ 500
to 127° @730
to 17.5° @ 2400
1043257.OAMP
SPECIFICATIONS-ELECTRICAL
8-13
CIRCUIT BREAKERS
Ampere Rating
Chrysler Imperial
15
20
30
30
Location
CIRCUIT
Door Locks
Headlights
Tail Gate and Power Seats
Top Lift, Power Windows
Windshield Wiper
Behind left front kick panel
Integral with Headlight Switch
Behind left front kick panel
Behind left front kick panel
Integral with Wiper Switch
5
7
Single Speed
Variable Speed
-
6
BULBS
Chrysler
53X
1445
1073
57
57
1004
90
57
1816
57
1891
158
53
158
b58
57
67
1004
158
90
1034A
1893
4001
4002
Ash Receiver
Auto Pilot
Back-up Lights
Clock
Compass or Vacuum Gauge
Dome Lights
Door and/or Pocket
Emergency Flasher
Fender Mounted Turn Signals
Gear Selector, with Console
Glove Compartment
Handbrake Indicator
Heater and/or A. C. Control
High Beam Indicator
Instrument Cluster Illumination
Ignition Switch
License Light
Map Light
Oil Pressure Indicator
Panel and/or Ridge Light
Park and Turn Signal
Radio
Sealed Beam-Hi-Beam No. 1
Sealed Beam-Hi-Lo Beam No. 2
Sentry Signal
Switch Titles
Tachometer with Console
Tail Lights
Tail Stop and Turn Signal
Temperature Indicator
Trunk and/or Under Hood Light
1893
1034
1034
158
Turn Signal Indicator
158
Imperial
53
53X
1073
57
1004
90
57
1891
57
57
57
57
53X
67
1004
1004
b034A
1893
4001
4002
57
53X
67AF
1034
1004
57
FUSES
Circuit
Accessories
Cigar Lighter
Gauges
Heater or Air Condition ing
Instrument Lamps
Radio
MyMopar.com
Ampere Rating
AMP
AMP"
20 AMP
AMP
Circuit
Rear Air Conditioning
Sentry Signal
Tail, Stop, Dome
*5 AMP-IMPERIAL
4 AMP-CHRYSLER
**_IMpERIAL Only
Ampere Rating
20 AMP
5 AMP**
20 AMP
8-14
ELECTRICAL-SPECIFICATIONS
WIRING DIAGRAMS
INDEX
Page
Air Conditioning
See Group 24
Body
Chrysler-All Models Except Station Wagon....
Chrysler-Station Wagon
75
78
Imperial Models
80
Console
Deck Lid Release
74
See Group 23
Electric Door Locks
See Group 23
Engine Compartments
Chrysler Models
79
Imperial Models
81
Instrument Panel
Chrysler Models
76
Imperial Models
82
Power Seat
See Group 23
Power Windows and Vents
See Group 23
Safeguard Sentinel
See Group 1
Tail Gate or Convertible Top Lift
See Group 23
CIRCUITS
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Ri
GA
B1A
18
LAMP
BiB
82
82A
828
GROUND
E2
E2A
TO CIGAR E28
E2C
LIGHTER
Ml
M1A
M1B
M1C
MiD
M2
M2A
M2B
M2C
COURTESY LAMP
M2D
M2E
ØX2E
E2C
VACUUM GAUGE
LAMP
LEFT COURTESY
LAMP
x2
X2A
X2B
TO "C" PILLAR
LAMP OR POCKET
PANEL LAMP
LEGEND
WIRING SPLICE
INSULATORS VIEWED FROM TERMINAL SIDE
GROUND AT LEFT
SIDE COWL
AUTOMATIC DOOR SWITCH
xa
18 BLACK
18 BLACK
16 PINK
ciI?
MALE
FEMALE
MALE
Fig. I-Console Wiring-Chrysler Models
MyMopar.com
x2C
X2D
x2E
18
18
18
18
18
18
18
18
16
16
18
18
18
18
18
18
18
18
18
16
16
16
18
COLOR
VIOLET
WITH TRACER
VIOLET
WITH TRACER
VIOLET
VIOLET
VIOLET
VIOLET
ORANGE
ORANGE
ORANGE
ORANGE
PINK
PINK
PINK
PINK
PINK
YELLOW
YELLOW
YELLOW
YELLOW
YELLOW
YELLOW
BLACK
BLACK
BLACK
BLACK
FEMALE
NN470
____
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______
____
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_______________
_________________
____________
8-16
____
__________
__________
__
________
__
___________
_______
_____________________
___________
_______
ELECTRICAL-SPECIFICATIONS
C25-
TO
NEATER
MOTOR
ACCESSORY FEED
O2A
TO SPOTLIGHT
03
BATTERY FEED
XI 2
HIGH
-
Rib
XI2
CO I
MEDIUM
CS
BATTERY
C7
RE yE R B B RATOR
LOW
C25-
HEATER BLOWER
MOTOR RESISTOR
GLOVE
C4HEAT
IN ST RUM F N T
I
El
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D3
jBIIIDIIT
SWITCH
-2
INSTRUMENT LMPS
REAR WINDOW
DEP000ER SWITCH
-
CONSOLE
-DOME STOP
20
AIR CONDITIONING
AND HEATER
C
-
S-CIA
X24
AUTOMATIC PILOT
P44? LAMP, CIGAR NPHTFR AND
CTOR
GLOVflOXLAMPE
BOX AMP
BACK-UP LAAP SWITCH
IAUTOMATIC TRANSMISSIONI
E5D
AUTOMATIC
P101 LAMP
MIA’
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I
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HEATER
-Ci -
-
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B2C
OGAR
[-B2A
El
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Xl2:DIO
E2D
CONSOLE
MTB
FUSE BLOCK
CONSOLE WIRING
BODY
3B-
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F
MAF
L:A°
LMOP
t2D
IGNITION 2
TARTER
1ITH
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M4A’
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CLOCK
-
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CLOCK LAMP -E2E
O2A
02-
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WiTH POWER
II
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CONSOLEAUTOMATIC [Dl
TRANSMISSION
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PLASHER
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BACK-UP LAMP
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314
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POWER ANTENNA
-V4
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POWER ANTENNA
SWITCH AT LAMP
-R6
MOTOR WIRING
-
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V
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-05
-
8
EH3
X2SA
DASH LINE
J
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08
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DRIVE MECHANISM
X27
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M3B XII j,
I
D2
828R0
DOWN
-
I
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R61
>B2
GT
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p
-V5
-Ri
-BIB-CONSOLE
AUTOMATIC TRANSMISSION
-
?
WIPER
SWITCH
VARIABLE SPEEDI
B1A-
S2
-1
09
L6
-
H
-i2
E
S
IGNITION
SWITCH
LAMP
-
-O6
FOOT DIMAER
BULKHEAD
ONNECT
I
MA
I-
+
L6
L1
-L2
-X2SR-
8-2
-E4
HEADLAMP
SWITCH
B-I
[X24
X25
X25AXX25B
U
ES
-El
7
STOP LAMP
LEFT REAR
-I
61
72
5-
83
LEFT FRONT
N SIGNAL FLASHER
RIGHT
SACK-UP LAMP
EtJ
IMANUAL TRANSMISSION
J3
MyMopar.com
02
-
Fig. 3-Instrument Panel Wiring-Chrysler Models
O
HORN
RIGHT REAR
TURN
84 ON A I
SWITCH
WITHOUT
TiLT
WHEEL
____________
_______
-
_________________________
____________
___________
________
- - ____________
_______
___________
______ -
--
______________________
_____________
- _____________
_________
__________
________
--
SPECIFICATIONS-ELECTRICAL
CI?
A.i
A-iA
R-i
B-IA
5-I B
5-2
S-2A
8.28
R-1C
C-I
C-i A
GA
2
2
IS
IS
C-2
C-4
Is
16
là
là
16
là
16
16
16
lb
là
16
1 0
1 6
6
IS
lb
IS
15
15
15
IS
lB
lb
IS
IS
1 5
1 S
Is
IS
IS
IS
IS
IS
IS
IS
IS
IS
I!
15
15
IS
IS
IS
I 8
IS
IS
IS
IS
IS
IS
Is
IS
IS
14
16
C-4A
C-s
C-5A
C-5B
E5A-C
-ESB
ASH
RECEIVER
1.445 P S
E5C
C-6
C-6A
C-7
C-S
C-9
C-9
C-ID
C-Il
C- 12
C-3D
C-3 I
C-32
D-1
0-2
D-2A
D-3
0-4
D-4A
D-5
D-SA
0-6
D-6A
D-7
D-7A
D.S
D-SA
D.9
-D-I0
E
E-2
E-1A
E-2B
L2C
E-2Li
E-2E
E-2G
E-4
ES
E-5A
E-5B
E-5C
E-5D
G-i
CIRCUITS
COLOR
RED
RED
VIOLET WITH TRACLE
VIOLET WITH iRACEB
VIOLET WITH TRACER
VIOLET
VIOLET
VIOlET
V IOLE1
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-
-
25B
-AlA
-DB
-J2-
r,/."NENTRY
.J3_
-
-S2-Ji
-18------R6A
-M2S---
-
-
-
-
L7
I
-07
TO
BODY
WIRING
-GAA
07
-Ml
-GB
A
B2
MyMopar.com
M1A
.....
CIRCLE
INDICATES
WIRING
SPLICE
II
I
31T
E3U
3V ii
iT
I
WIS
TOP LIFT SWITCH WIRING
NK7SIA
Fig. 8-Instrument Panel Wiring-Imperial Models
GROUP 9
ENGINE
CONTENTS
Page
GENERAL INFORMATION
SERVICE DIAGNOSIS
SERVICE PROCEDURES
CRANKCASE VENTILATION SYSTEM....
CLOSED CRANKCASE VENTILATION
SYSTEM FOR CALIFORNIA
1
1
4
26
26
Page
ENGINE OILING
REPAIR OF DAMAGED OR WORN
THREADS
SPECIFICATIONS
TIGHTENING REFERENCE
.
23
21
28
32
ENGINE APPLICATION
Model
Application
No. Cyl.
& Displacement
Compression
Ratio
Std.
8
"LB" 383 Cubic Inch
9.2 to 1
Opt.
8
"LB" 383 Cubic Inch
io.o to
1
Opt.
8
"RB" 440 Cubic Inch
iao to
1
Std.
8
"LB" 383 Cubic Inch
10.0 to 1
Opt.
8
"RB" 440 Cubic Inch
iO.0 to 1
New Yorker Std.
8
"RB" 440 Cubic Inch
10.0 to 1
Opt.
8
"RB" 440 Cubic Inch
10.0 to 1
8
"RB" 440 Cubic Inch
10.0 to 1
Newport
300
Imperial
Engine Type
2 BBI. Carb., Std. Cam., Sil. Air
Cleaner, Single Exhaust
4 BBI. Carb., Std. Cam., Sil. Air
Cleaner, Single Exhaust
4 861. Garb., Std. Cam., Double Snorkle
Air Cleaner, Dual Exhaust
4 BBI. Carb., Std. Cam., Sil. Air
Cleaner, Single Exhaust
4 BBI. Garb., Std. Cam., Double Snorkle
Air Cleaner, Dual Exhaust
4 BBI. Garb., Std. Cam., Sil. Air
Gleaner, Single Exhaust
4 BBI. Garb., Std. Cam., Double Snorkle
Air Gleaner, Dual Exhaust
4 BBI. Garb., Std. Cam., Sil. Air
Cleaner, Single Exhaust
GENERAL INFORMATION
The V8 engines for the 1966 Chrysler and Imperial
Models are all the valve-in.head type with hydraulic
tappets. The engines vary in compression ratio, piston
displacement, camshaft, valve springs, carburetor,
manifold arrangement.
The standard NEWPORT ENGINE with two bore
carburetor, 9.2 to 1 compression ratio uses regular
fuel.
All other engines with a 10.0 to 1 compression
ratio, 4 bore carburetor; use premium fuel.
SERVICE DIAGNOSIS
Condition
ENGINE
ENGINE WILL NOT
START
Possible Cause
c
d
e
f
g
h
Ci
j
MyMopar.com
a Test battery specific gravity and re
charge or replace as necessary.
Corroded or loose battery connections. b Glean and tighten battery connections.
Apply a coat of petrolatum to ter
minals.
Faulty starting motor.
Cc Refer to "Starting Motor.*
Moisture on ignition wires and distri Cd Wipe wires and cap clean and dry.
butor cap.
Faulty ignition cables.
Ce Replace any cracked or shorted
cables.
Faulty coil or condenser.
f Test and replace as necessary.*
Dirty or corroded distributor contacts. g Clean or replace as necessary.
Incorrect spark plug gap.
h Set gap at .035".
Incorrect ignition timing.
Ci Refer to "Ignition Timing.P*
Dirt or water in fuel line or carburetor. Ci Clean lines and carburetor.**
Carbuetor flooded.
k Adjust float level-check seats.**
Incorrect carburetor float setting.
I Adjust float level-check seats.**
a Weak Battery.
b
k
I
Correction
9-2
ENGINE
Condition
Correction
Possible Cause
Cm Faulty fuel pump.
Cm Install new fuel pump.**
n Carburetor percolating. No fuel in the n Measure float Ievel.** Adjust bowl
vent. Inspect operation of manifold
carburetor.
ENGINE STALLS
a
b
c
Cd
Ce
Idle speed set too low.
Incorrect choke adjustment.
Idle mixture too lean or too rich.
Incorrect carburetor float setting.
Leak in intake manifold
control valve.
Ca Adjust carburetor.**
b Adjust choke.**
Cc Adjust carburetor.**
Cd Adjust float setting.**
Ce Inspect intake manifold gasket and
replace if necessary.***
f Dirty, burned or incorrectly gapped Cf Replace contacts and adjust.*
distributor contacts.
Cg Worn or burned distributor rotor.
Ch Incorrect ignition wiring.
Cg Install new rotor.
a Incorrect ignition timing.
b Worn or burned distributor rotor.
Cc Wrong mechanical or vacuum advance
Cdistributor.
Cd Excessive play in distributor shaft.
Ce Worn distributor shaft cam.
Cf Dirty or incorrectly gapped spark
plugs.
g Dirt or water in fuel line, carburetor or
filter.
Ch Incorrect carburetor float setting.
Ci Faulty fuel pump.
Ca Refer to "Ignition Timing.*
Cb Install new rotor.
Cc Install correct vacuum advance unit.
Adjust mechanical advance.
Cd Remove and repair distributor.*
Ce Remove and repair distributor.*
Cf Clean plugs and set gap at .035".
i
ENGINE LOSS OF
POWER
Faulty coil or condenser,
j Incorrect valve timing.
k
Cl
Cm
n
0
Blown cylinder head gasket.
Low compression.
Burned, warped, pitted valves.
Plugged or restricted exhaust system.
Faulty ignition cables.
Cp Faulty coil or condenser.
ENGINE MISSES ON
ACCELERATION
ENGINE MISSES AT
HIGH SPEED
NOISY VALVES
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Ch Install correct wiring.
Ci Test and replace if necessary.*
g Clean lines, carburetor and replace
filter.**
Ch Adjust float level.**
Ci Install a new pump.
Valve Timing.***
j Refer to "Checking
gasket.***
k Install new head
Cl Test compression of each cylinder.*
Cm Install new valves or regrind.***
Cn Install new parts as necessary.
any cracked or shorted
0 Replace
cables.
p Test and replace as necessary.*
a Dirty, burned, or incorrectly gapped Ca Replace contacts and adjust.*
distributor contacts.
Cb Clean spark plugs and set gap at
Cb Dirty, or gap too wide in spark plugs.
.035".
Cc Refer to ‘Ignition Timing.*
Cc Incorrect ignition timing.
Cd Dirt in carburetor.
d Clean carburetor.**
c Acccleration pump in carburetor.
Ce Install new pump.**
f Burned, warped or pitted valves.
Cf Install new valves or regrind.***
g Faulty coil or condenser.
Cg Test and replace if necessary.*
Ca Dirty or incorrectly gapped distributor a Clean or replace as necessary.*
contacts.
Cb Dirty or gap set too wide in spark plug. Cb Clean spark plugs and set gap at
.035".
Cc Worn distributor shaft cam.
Cc Remove and repair distributor.*
Cd Worn or burned distri butor rotor.
Cd Install new rotor.
Ce Excessive play in distri butor shaft.
Ce Remove and repair distributor.*
Cf Faulty coil or condenser.
f Test and replace if necessary.*
g Incorrect ignition timing.
g Refer to ‘Ignition Timing.*
Ch Clean jets.**
h Dirty jets in carburetor.
i Dirt or water in fuel line, carburetor Ci Clean lines, carburetor and replace
filter.**
or filter.
Ca
Cb
Cc
d
e
High or low oil level in crankcase.
Low oil pressure.
Dirt in tappets.
Bent push rods.
Worn rocker arms.
Ca
Cb
Cc
Cd
Ce
Check for correct oil Ievel.***
Check engine oil level.***
Clean tappets.***
Install new push rods.***
Inspect oil supply to rockers.***
ENGINE
Condition
Possible Cause
9-3
Correction
Cf Install new tappets.***
Cg Ream and install new valves with
oversize stems.***
h Excessive run-out of valve seats or Ch Grind valve seats and valves.***
valve faces.
Cf Worn tappets.
Cg Worn valve guides.
CONNECTING ROD
NOISE
Ca Insufficient oil supply.
Cb Low oil pressure.
Cc Thin or diluted oil.
Cd Excessive bearing clearance.
Ce Connecting rod journals out-of-round.
Cf Misaligned connecting rods.
MAIN
BEARING NOISE
Ca Insufficient oil supply.
Cb Low oil pressure.
Ca Check engine oil level.***
Cb Check engine oil level. Inspect oil
pump relief valve, damper and
spring.***
Cc Change oil to correct viscosity.
Cd Measure
bearings for correct clear** *
an ce.
Ce Remove crankshaft and regrind jour
nals.***
Cf Replace bent connecting rods.***
Ca Check engine oil level.***
Cb Check engine oil level. Inspect oil
pump relief valve, damper and spring.
***
Cc Thin or diluted oil.
Cd Excessive bearing clearance.
Cc Change oil to correct viscosity.***
Cd Check bearings for correct clearances.
Ce Excessive end play.
Ce Check No. 3 main bearings for wear
on flanges.***
Crankshaft
journals
out-of-round
or
Cf
Remove crankshaft and regrind jour
Ct
nals.***
worn.
g Loose flywheel or torque converter.
Cg Tighten to correct torque.
OIL PUMPING AT
RINGS
Ca Worn, scuffed, or broken rings.
OIL PRESSURE DROP
Ca
Cb
Cc
Cd
Ce
Cf
Ca Hone cylinder bores if necessary and
install new rings.**
oil
Cb Carbon in piston ring grooves and
b Remove rings. Clean grooves. Check
ring slots.
groove width. Install new rings.***
Cc Rings fitted too tight in grooves.
Cd Remove rings. Check grooves. If
groove is not proper width, replace
pistons. * * *
Check engine oil level.
Install new sending unit.
Install new oil filter.
Replace worn parts or pump.
Change oil to correct viscosity.
Measure bearings for correct clear
ance.***
Cg Oil pump relief valve stuck.
Cg Remove valve and inspect, clean, and
reinstall.
Remove oil pan and install new tube
Oil
pump
suction
tube
loose
bent
or
Ch
Ch
if necessary.
cracked.
Low oil level.
Faulty oil pressure sending unit.
Clogged oil filter.
Worn parts in oil pump.
Thin or diluted oil.
Excessive bearing clearance.
Ca
Cb
Cc
Cd
Ce
Cf
*Refer to the "Electrical and Instrument" Group 8 for service procedures.
**Refer to the "Fuel System" Group 14 for service procedures.
***Refer to the "Engine" Group 9 for service procedures.
MyMopar.com
32016
9-4
ENGINE
INDEX
Camshaft
Camshaft Bearings
Closed Crankcase Ventilation System
For State of California
Connecting Rods
Crankshaft Main Bearings
Crankshaft Main Journals
Crankcase Ventilation System
Cylinder Block
Cylinder Heads
Distributor Drive Shaft Bushing
Engine Mounts
Engine Oiling System
Hydraulic Tappets
Installing Engine Assembly
Installation of Connecting Rod Bearings
Installing Piston and Connecting
Rod Assembly in Cylinder Block
Page
14
16
26
17
7
16
4
23
10
6
20
21
Main Bearings
Measuring Connecting Rod Bearing Clearance
Measuring Main Bearing Clearance
Oil Pan
Oil Pump
Oil Filter Replacement
Pistons, Pins and Rings
Removal of Engine Assembly
Repair of Damaged or Worn Threads
Replacement of Rear Main Bearing Oi I Seal
Rocker Arms and Shaft Assembly
Specifications
Tightening Reference
Timing Chain Cover Oil Seal Replacement
Timing Sprockets and Chain
Tune-Up
Valves and Valve Springs
Valve Timing
. -.
Page
22
21
22
23
24
25
18
5
27
22
6
28
4
8
12
SERVICE PROCEDURES
TUNE-UP
Cl Test battery specific gravity, add water if
necessary, clean and tighten battery connections.
2 Test cranking voltage if below 9.6 volts and
more than 130 amperes draw. See Starting Motor
Cranking Voltage Electrical Section of this manual.
3 Tighten intake manifold bolts to 50 foot-pounds.
4 Perform cylinder compression test. The com
pression should not vary more than 20 pounds for 383
cubic inch engine with 9.2 to 1 compression ratio, 25
pounds for 383 and 440 cubic inch engines with 10
to 1 compression ratio.
5 Clean or replace spark plugs as necessary and
adjust gap to .035 inch. Tighten to 30 foot-pounds
using new gaskets.
6 Test resistance of spark plug cables. Refer to
"Ignition System Secondary Circuit Inspection" Elec
trical Section.
7 Inspect the breaker plate contacts, primary wire
and vacuum advance operation. Replace parts as nec
essary. Refer to Ignition System and make necessary
adjustment. Test coil output, voltage and primary and
secondary resistance. Test Condenser.
8 Install the distributor, distributor cap, and
spark plug cables. Reset the ignition timing with the
vacuum advance line disconnected. The ignition tim
ing should be set to compensate for altitudes and/or
gasoline grades.
9 Set carburetor idle mixture adjustment. Adjust
the throttle stop screw to specifications. Perform a
combustion analysis.
10 Test the fuel pump for pressure and vacuum.
Refer to "Fuel System" Group 14, Specifications.
11 Inspect the manifold heat control valve in the
right exhaust manifold for proper operation and apply
Manifold
Heat Control Valve Solvent Number
MyMopar.com
1879318 or equivalent to the bushing and shafts.
12 Every 6 months, remove filter element and
blow out dirt gently with air hose. Direct air from
inside out, and keep nozzle 2 inches away from ele
ment to avoid damaging Fig. 1. Clean the metal hous
ing and replace the element. Every two years install a
new factory recommended MoPar filter element.
Service the unit more frequently when driving under
severe conditions, such as in dusty areas.
13 Inspect crankcase ventilation system as out
lined on page 00.
14 Inspect and adjust the accessory belt drives
referring to "Cooling System" Group 7 for proper
adjustments.
15 Road test the vehicle as a final check.
FRONT ENGINE MOUNTS
Frame bracket studs and torque nuts are used
in the place of bolts.
Removal
1 Disconnect throttle linkage at transmission and
at carburetor.
2 Raise hood and position fan to clear radiator
hose and radiator top tank.
3 Remove torque nuts from frame bracket studs.
4 Raise engine just enough to remove front en
gine mount assembly.
Installation
1 Install mounts on engine and tighten nuts to
specified torque Figs. 2 and 3.
2 Lower engine and install washers and pre
torque nuts on frame bracket studs. Tighten nuts to
specified torque.
3 Connect throttle to transmission and carburetor
linkage.
.
___
ENGINE
VIEW
ARROW **A
ARFOW
/
L
/
....
..
9-5
/.
-
:1N.
K5sFrLB
.
..,
.
Fig. l-CIeanng Filter Element
/ Nl
-
REAR ENGINE MOUNT
Figs.4and 5
hg 3-Front Engine Mounts ?Cl’sysler
2 Remove hood.
Removal
ii Raise vehicle on hoist.
2 Install transmission jack.
131 Remove rear engine crossmember from frame.
4 Remove rear engine mount from croasmember.
histallation
1 Install rear engine mount to transiruission and
tighten bolts to specified torque.
2 InstalL rear engine erosamember to frame and
tighten bolts to specified torque.
3 Remove transmission lack.
4 Install rear engine mount to erossmember bolts
and tighten to specified tnrque.
15 Lower vehicle.
REMOVAL OF ENGINE ASSEMBLY
Ill Scribe the outline of hinge brackets on hood to
assure proper adjustments when installing.
3 Drain cooling system and remove battery.
4 Remove all hoses, the fan shroud. disconnect oil
cooler lines end remove radiator.
5 Disconnect fuel lines and wires atlached to en
gine units. Remove air cleaner and carburetor.
6 Attach engine lifting fixture Tool 0-3466 to
carburetor flange studs on intake manifold.
7 Raise vehicle on a hoist and install engine sup
port fixthre Tool 0-3487 on frame to support rear of
en gin e
O Dram transmission and torque convertor.
tO Disconnect exhaust pipes at manifolds, pro
peller shaft, wires, linkage, cable and oil cooler lines
at transmission.
10 Remove engine rear support crossmember and
remove transmission from vehicle.
11 Lower vehicle and attach chain hoist to fixture
TRANSMISSFON
XTEMSION
L.
N
<.12
FT LESS
A
-/
Fin. 2-von Engine Mount. Imperial
MyMopar.com
NK8I
S
Fig- 4-Ingine Rear Support Imperial
NN528
9-6
ENGINE
._.
TRANSMISSION
Xr E N S IC N
Whenever art enin. is rebuilt end a new camshaft
and/or new tappet, are installed, add one quart of
factory recommended oil additive to engine oil to aid
break.in Engine Oil Additive No. 1879406 or .quiv.
lent. The oil miwlure should he left In the engine for
a minimum of 500 mile., and drained at the next
normal oil chenge.
IS Start engine and run engine until normal op
FXCCPT 4.SPEED
*4OFtLRS.
IN. LBS.
NNSV
flg. 5-Engine Rear Support Chrysler
eyebolt.
12 Remove engine front mounting bolts. Raise
engine with a chain hoist and work engine out of
chassis.
13 Place engine in repair stand Tool C-3167 and
adapter 0-8662 for disassembly, using transmission
mounting bolts,
INSTALLING ENGINE ASSEMBLY
Attach engioc lifting fixture Tool C-3466 to
carburetor flange studs on intake manifold.
2 Attach chain hoist to fixture eyebolt.
3 Remove engine from repair stand and lower en
gine carefully until engine is positioned in vehicle.
4 Install engine support fixture Tool 0-3487 on
frame and adjust to support rear of engine.
5 Remove chain hoist from fixture eyebolt.
6 Raise vehicle on hoist and install and tighten
engine front support mounting bolts.
7 Install transmission and engine rear support
crossmember
8 Lower engine into position and install engine
rear support crossmember bolts. Remove engine sup
port fixture Tool 0-3487 from frame.
0 Connect propeller shaft, Wires, linkage, cable,
oil cooler lines at transmission, connect exhaust pipes
to manifold using new gaskets. Install transmission
filler tube.
10 Lower vehicle and install radiator, fan shroud,
hoses, oil cooler lines and connect alt wires and
linkage.
11 Remove engine lifting fixture Tool 0-3466
from intake manifold and install carburetor and fuel
lines. Connect throttle linkage.
12 Install hood, refer to scribe marks made at
removal for proper alignment.
13 Close all drain cocks and fill cooling system.
11
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14 Fill engine crankcase and transmission. Refer
to Lubrication" Group 0 for quantities and lubri
cants to use and check entire system for leaks and
correct as necessary.
erating temperature is reached.
16 Inspect ignition timing and adjust carburetor
as neessar’y.
17 Adjust accelerator and transmission linkages.
Road test vehicle.
ROCKER ARMS AND SHAFT ASSEMBLY
The rocker arms are of stamped steel and are
arranged on one rocker arm shaft, per cylinder head.
The push rod angularity tends to force the pairs of
rocker arms toward each other where ollite spacers
cari7 the side thrust at each rocker arm. The rocker
shaft is held in place by bolts and stamped steel re
tainers attached to the five brackets on the cylinder
head.
Removal
I Remove cylindcr head cover and gasket.
2 Remove rocker shaft bolts and retainers and
remove rocker arms and shaft assembly.
3 If rocker arm assemblies have been disassem
bled for cleaning, inspection. or replacement, refer to
Figure 6 for proper reassembly.
Into Ilatian
1 Install rocker arms and shaft assembly making
sure to install the long stamped steel retainers in the
number two and four positions.
2 Install rocker shafts so that 3/16 inch diameter
rocker arm lubrication holes point downward into the
rocker arm, so that the 15 angle of these holes point
Fig. 6-Racker Arm Assemblie. Installed
ENGINE
9-7
10 Remove cylinder head covers and gaskets.
On Imperial air conditioned cars, rotate crank
shaft until the number eight cylinder exhaust valve is
open, to allow clearance to remove right benk cylin
der head cover and heater hooting.
11 Remove exhaust manifolds,
12 Remove rocker arms and shaft assembly.
13 Remove push rods and place them rn their re
spective slots in holder Tool C-HUGO.
14 Remove the 17 head holts from each cylinder
head and remove cylinder heads.
15 Place cylinder head in holding fixture Tool
0-8626.
Fig. 7-Rocker Arm Lubricotion Holes
outward towards the valve end of the rocker arsns
Fig. 7. This is necessary to provide proper lubrica
tion to the rocker assemblies.
The l5 an0le of the rocker arm lubrication holes i5
determined from tile center line of the bolt holes
through the shaft which are used to attach the shaft
asseanbly to thn cylinder head
Use extreme nra in tightening the bolts so that
tappets have time t0 bleed down to their operating
length. Bulged tappet bodIes, bent push rods arid
permanent noisy operation nay result if the tappets
are forced down too rapidly.
CYLINDER HEADS
The chrome alioy cast iron cylinder cads are held
in place by 17 bolts. The spark plugs enter the cylin
der head horizontally and are located at the ldde edge
of the combustion chambers,
Removal
1 Drain cooling system.
2 Remove alternator, carburetor and air cleaner
and fuel line.
3 Disconnect accelerator linkage.
4 Remove vacuum control tube at carburetor and
distributor.
IS Disconnect the distributor cap, coil wires and
the heater hose.
6 Disconnect heat indicator sending unit wire.
7 Remove spark plugs.
8 Remove intake manifold, ignition coil and car
buretor as an assembly.
9MyMopar.com
Remove tappet chaniher cover.
Installation
1 Clean gasket surfaces of the cylinder block and
cylinder head. Remove all burrs from the edges of the
cylinder heads.
2 Inspect all surfaces with a straightedge if there
is any reason to suspect leakage.
3 Coat new gaskets with a suitable sealer, MoPar
Number 1057794 or equivalent. Install gaskets and
cylinder heads.
4 Install cylinder head bolts. Starting at the top
center, tighten all cylinder head bolts to 50 footpounds in sequence Fig. 8.
Repeat the procedure, lightening all head bolts to
70 foot-pounds5 Inspect push rods and replace any worn or bent
rods.
6 Install push rods with small ends in the tappets
maintaining alignment, using rod Pig. 9.
7 Install rocker arm and shaft assembly starting
each push rod into its respective rocker arm socket
Fig. 6 making sure to install the long stamped steel
retainers in the number two and four positions,
Use extreme care in tightening bolts fo 30 footpounds torque so th. tappets have time to bleed down
to their operating length. Bulged tappet bodies, kant
push rods, and permanently noisy operatIon may
result If the tappets are forced down too rapidly.
8 Place new cylinder Imad gashet in position and
Fig. 8-Cylinder Head Tihtenlng Sequence
9-8
ENGINE
CYIINOEC HEAU
AS SE MIlL I ES
INTAKE PUSH
SODS
INSTALUNG
too
is Install alternator and drive belts. Tighten
alternator bracket bolts to 30 foot-pounds, and alter
nator mounting nut to 20 foot-pounds.
10 Install fuel line and carburetor air cleaner.
171 Fill coollng system. Adjust belt tensions as out
lined in "Cooling System" Group 7.
VALVES AND VALVE SPRINGS
Valves arranged in-line in the cylinder heads and
inclined 30 degrees outward from verticaL The intake
and exhaust valves operate in guides that are cast
integral with the heads.
Removal
Fig. 9-Push Rods astolled
install cylinder head covers. righten nuts to 40 inchpounds.
9 Install exhaust manifolds and tighten nuts to 30
foot-pounds.
10 Adjust spark plugs to .035 inch gap and install
plugs, lighten plugs to 30 feat-pounds.
11 Install a new tappet chamher cover and
lighten end bolts to 9 foot-pounds.
12 Install intake manifold, carburetor and igni
tion coil as an assembly and tighten manifold bolts to
50 foot-pounds.
13 Install distributor cap. Connect the coil wire,
heat indicator sending unit wire, accelerator linkage,
spark plug cables and insulators.
14 Install vacuum tube at carburetor and dis
tributor.
1 With the cylinder bead removed, compress
valve springs, using Tool 0-3422/. Fig. 10.
2 Remove valve retaining locks, valve spring re
tainers, valve stem cup seals and valve springs.
3 Remove any burrs from valve stem lock grooves
to prevent damage to the valve iide when valves are
removed.
Valve Inspection
1 Clean valves thoroughly, and discard any
burned, warped or ITacked valves.
2 Measure valve stems for wear. The intake valve
stem diameter should measure .372 to .373 Inch and
the exhaust valve stem diameter should measure .371
to .372 inch. H wear cxceeds .002 inch, replace the
valve
3 Remove carbon and varnish deposist from in
side of valve guides with cleaner, Tool 0-756.
4 Measure valve stem guide clearance as follows:
Install sleeve Tool 0-3973 over valve stem, Fig. 11
and install valve.
Si The special sleeve places the valve at the cor
rect height for measuring with a dial Indicator. At
tach dial indicator Tool 0-3339 to the cylinder head
and et it at a right angle to the valve stem being
CYI INDEP tflAO
A5SEMELY
waFA
STAND
IiOOt}
Kl4IA
Fig. I 0-CompressIng Valve Spring Using
Tool C-3422A
MyMopar.com
Fig. I .-‘JnstnIIing
Tool C-3973
ENGINE
Pig. 12-Measuring Golds Wecr Using Tool C-3339
measured Fig- 12.
6 Move valve to and from the indicator. Total dial
indicator reading should not exceed .017 inch. If the
dial indicator reading is excessive or if the stems are
scored or worn excessively. Ream the guides for new
valves with oversize stems.
7 Service valves Mth oversize stems are available
in .005, .015 and .030 inch oversizes. Reamers to ac
commodate the oversize valve stem are as follows:
Reamer Tool C344 .379 to .380 inch. Reamer Tool
C-3430 1.389 to .390 inch, Reamer Tool C-3427 .404
to .405 inch.
0 Slowly turn reamer by hand and clean the
guide thoroughly before installing new valves.
CAUTION;
Do nnt attempt to ream the valve guides
from standard directly to .030 nd’. Use step proc.
dure of .005, .015 end .030 Inch so the originel valve
guide centers nay be mainteined.
Refacing VoW., and Valve Seats
The intake and exhaust valve faces have a 45 do
gree angle. Always inspect the remaining valve mar
gin after the valves are refaced Fig. 13. Valves with
less than 3/64 inch margin should be discarded.
9-9
1 The angle of both the valve and seat should be
idenlicaL When refacing valve seats, it is important
that the correct site valve guide pilot be used for
reseating stones. A true and complete valve seat s’ir.
face must be obtained.
1.2.1 Inspect valve seat with Prussian bloc to deter
mine where valve contacts seat. To do this, coat valve
seat lightly vith Prussian blue then set valve in
place. Rotate valve with llgjit pressure. H the blue s
transferred to the center of the valve face, the con
tact is satisfactory, If the blue is transferred to the
top edge of the valve face, lower the valve seat with
a 30 stone. If the blue is transferred to the bottom
edge of the valve face raise the valve seat with a 60
stone.
3 When the seat is properly positioned the width
of the intake seats should be 1/16 to 3/32 inch. The
width of the exhaust seats should he 3/64 to 1/16
inch.
4 Measure the concentricity of the valve seal.
using dial indicator No. 13725. The total runout
should not exceed .003 inch total indicator reading.
5 When valves and seats are reground, the posi
tion of the valve in the cylinder head is changed,
shortening the operating length of the hydnulic tap
pet. This means that the plunger is operating closer
to its ‘bottomed’ position, and less clearance is
available for thermal expansion of the valve mecha
nism during high speed driving.
6 The design of the valve mechanism includes a
safety factor to allow for a limited amount of wear,
and the refacing of the valves and seats.
71 To insure that limits have not been exceeded,
the dimension from valve spring seat in the head to
the valve lip should be measured with gauge, Tool
C364 Fig- 14.
181 The end of the cylindrical gauge and tIme bottom
of slotted area represent the maximum and minimum
allowable extension of the valve stem tip beyond the
spring seat.
4TAXE
VALVE
EXHAUST
VALVE
IMUM MCASUEEMEF4F
MAxIMUM MEASUREMENT
Fig- I S-ln#cke end Exhovst Valve Feces
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KR1445
Fig I4-Mssuring Valve Stem L.ngIl’
Using Tool C-3641
-
9-10
ENGINE
K5145A
Fig. IS-Jnspetting Valve Spring Squareness
9 If the tip exceeds the maximum, grind stem tip
Clean the tappets if tip grind
to within gauge limits.
ing is required.
Testing the Valve Springs
1 Whenever valves are removed for inspection,
the valve springs
As an example, the compressed
length of the spring to he tested is 1-15/32 inch mark
on the threaded stud and the zero mark to the front.
Place the spring over the stud on the table and lift the
compressing lever to set the tone device. Pull on the
tonue wrench until a ping is heard. Take the reading
on the torque wrench at this instant. Multiply this
reading by So. This will give the spring load at the
test length. Fractional measurements are indicated on
the table for finer adjustments. The valve springs
should test 187 to 203 pounds when compressed to
1-15/32 inch, Refer to specifications to obtain speci
fied height and minimum allowable tension. Discard
the springs that do not meet specifications.
reconditioning or
should be tested.
replacement,
P ETAI N ER
Fig 17-lnstalllng Vafwe,Spring and Cup Seal
{2 Inspect each valve spring for squareness at both
with a steel square and surface plate Fig. 15.
31 If the spring is more than 1/16 inch out of
square, install a new spring.
ends
Installation
U Coat valve stems with lubricating oil and insert
them in position in cylthder head.
2i Install new cup seals on the intake and exhaust
valve stems and over valve guides, Figs. ‘6 and It
and install valve springs and retainers.
3} Compress valve springs with Tool C-3422A. In
stall the locks and release tool.
If the valvet and or seats ar, reground, measure
installed height of springs. Make sure meesurement Is
taken frQm the bottom of spring seat In cylinder head
to botton, surface of spring retainer. If the height is
greater then 1-57/64 inches. install
I / 16 Inch
spacer in the head counterbore to brim9 the spring
height back to normal ‘-53164 to 1-57/64 inch. If
spacers are installS, measure from th, top of the
spacer
HYDRAULIC TAPPETS
Prelin,inory to Checking the Hydraulic
SPRING
EXHAUST
VALVe
RETAINER
OIL SEALS
SPRING
Tappets
I Before disassembling any part of the engine to
correct tappet noise, read the oil pressure at the
gauge and check the oil level in the oil pan. The
pressure shouuld be between 45 and 65 potmds at
1000 R.P.M.
2 The oil level in the pan should never be above
the ‘full" mark on dipstick, or below the "add oil"
mark. Either of thea conditions could be resposmible
for noisy tappets.
Oil Level Too High
INTAKE VALVE
Fig.
6-Valve Assembly bisassembled View
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2 rf oil level is above the "full’’ mark on dipstick,
it is possible for the connecting rods to dip into the oil
while engine is runsing and create foam, roam in oil
pan would be fed to the hydraulic tappets by the oil
ENGINE
pump causing thp.n, to lose length and allow valves to
seat noisily.
9-11
TAPPEI BODY
-
Oil Level Too Low
4 Low oil level may allow oil pump to take in air
which, when fed to the tappets, causes them to lose
._FtUNGEP SflFNG
length and allows valves to seat noisily. Any leaks on
intake side of pump through which air can be draw,i
TAPPET FLU NOER
will create the same tappet action. When tappet noise
is due to aeration, it may be intermittent or constant,
and usually more than one tappet will be noisy. When
oil level and leaks have been corrected, engine should
be operatel at fast tile for sufftcient time to allow all
PLUNGER CAP.
of the air inside of the tappets to be bled out.
Tappet Noise Diagnosis
NK559
Ill To determine source of tappet noise, operate
cngine at idle with cylinder head covers removed.
PLUNGER ETAlNR 5PnNG CLIP
Fig. E9-Mydraulic Tappet Ass.mbly
Disassembled
View
2} Feel each valve spring or rocker arm to detect
noisy tappet. The noisy tappet will cause the affected
spring and/or rocker arm to vibrate or feel rough in
operation.
Worn valve guides or cocked sprIngs are sometime
mistaken for noisy tappets. If such is the case, noise
may be dampened by applying side thrust or. the
valve spring. If noise is not appreciably reduced it
can be assumed the noise is in the tappet. Inspect the
rocker arm posh rod sockets and posh rod ends for
wear.
3 Valve tappet noise ranges from a light noise to a
heavy click. A light noise is usually caused by exces
sive leakdown around the unit plunger which will
necessitate replacing the tappet. or by the plunger
partially sticking the the tappet body cylinder. A
heavy click is caused either by a tappet check valve
not seating, or by foreign particles becoming wedged
between the plunger and the tappet body, causing the
plunger to stick in the down position. This heavy click
will be accompanied by excessive clearance between
the valve stem and rocker ann as valve closes. In
either case, tappet assembly should be removed for
inspection and cleaning.
Tappet Removal
1 The tappet can be removed without removing
intake manifold or cylinder heads by following this
recommended procedure: Remove cylinder head
covers.
2 Remove rocker arms and shalt assembly.
31 Remove push rods and place them hi their
respective holes in Tool C-3068.
4 Slide puller Tool C-3661 through push rod
opening in the cylinder head and seat the tool firmly
in the bead of the tappet.
5 Pull tappet out of born with a hvisting motion
Fig. 10.
If all tappets are to be removed, remove hydraulic
tappets and place them in their respective holes in
tappet and push rod holder, Tool C-3008. This will
insure installation of the tappets in their original
locations.
A diamond shaped marking stamped on lie engine
hYOAULJC TAPPET
numbering pad indicates that some tappet bodies are
.008 rich oversize Fig. 45.
CAUTION; The plurirr and tappet bodIes are not
interchangeable. The plunger end volve must always
be fitted to the original body. It is advisable to work
on one tappet at a time to avoid mixing of parts.
Mixed parts are not compatible. Do not disassemble a
tappet on a dirty work bench.
Disassembly Fig. I
Fig. TB-Removing
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1 Pry out plunger retainer spring clip.
t21 Clean varnish deposits from the inside of the
Tappet Using Tool C.366
tappet body above plunger cap.
9-12
ENGINE
Installation
I Lubricate tappets.
2 Install tappets and push rods in their origloal
positions.
13 Install rocker arm and shaft assembly.
14 Start and operate engine. Warm up to normal
operating temperature.
CAUTION: To prevent damage to valve mechanism.
engine must not be run above fast Idle until all hy
driulic tappets have filled with oil and have become
quiet.
VALVE TIMING
All Models
Fig. 20-Testing
Tappet Using Tool C4 160
3 Invert tappet body and remove plunger cap,
plunger, flat check valve, cheek valve spring, check
valve retainer and plunger spring.
4 Separate plunger, check valve retainer and
check valve spring. Place all parts in their respective
place in tappet holder, Tool C-3068.
Cleaning
and Assembly
1 Clean all tappet parts in a solvent that will re
move all varnish and carbon.
21 Replace tappets are are unfit for further Sen.
ice with new assemblies.
3 If plunger shows signs of scoring or wear and
valve is pitted, or if valve seat on end of plunger
indicates any condition that would prevent valve from
seating, install a new tappet assembly.
4 Assembly tappets, Fig. 19.
Testing
1 Fill a pan with clean kc’rosene.
2 Remove cap from plunger and plunger from
tappet body.
3 Fill tappet body with kerosene and install
plunger.
4 Unseat check valve with a brass rod to permit
complete installation of plunger. Replace cap.
5 Hold tappet in all upright position and insert
lower jaw of pliers. Tool C-3160, in the groove of
tappet body Fig. 20.
6 Engage jaw of pliers with top of tappet plunger.
1 Turn crankshaft until the NO. 6 exhaust valve
is closing and NO. 0 intake valve is opening.
2 Insert a ¾ Unch spacer between rocker arm
pad and stem tip of NO. 1 intake valve second valve
on the left bank.
3 Install a dial indicator so plunger contacts valve
spring retainer as nearly perpendicular as possible.
4 Mbow spring load to bleed tappet down Living
in effect a solid tappet. Zero the indicator.
l
Turn the crankshaft clockwise normal running
direction until intake valve has lifted 013 inch with
22 camshaft and .034 inch with 256-2O camshaft.
See specifications for engine application.
The timing on the timing indicator, located on the
chain case cover, should read from 10 degrees WIDe
to 2 degrees ATOC. U the reading is not within spec!
lied limits; Inspect timing sprocket index marks, in
sct timing chain for wear, and determine accuracy
of the DC mark on timing indicator. Turn crankshaft
counterclockwise until valve is closed and remove in
dicator and spacer.
CAUTION: Do not turn crankshaft any further clock
wise, as the valve spring might bottom and result in
serious damage.
TIMING SPROCKET AND CHAIN
Removal
Ii Drain cooling system and remove radiator and
water pump assembly.
2 Remove the crankshaft vibration damper at
taching bolt.
13 Remove two of the pulley bolts, install Tool C.
3688, and pull damper assembly off end of crankshaft
Test leakdown by compressing the pliers. If plunger
wig. 21.
collapses almast instantly as pressure is applied, dis
assemble tappet, clean and test again Fig. 20.
7 If tappet still does not operate satisfactorily
4 Remove chain cover and gasket.
m Sllde crankshaft oil slinger off end of the
crankshaft.
after cleaning, install a new tappet assembly.
Testing Timhtg Chain for Stretch
Inspection
If the tappet or bore in cylinder block is scored,
1 Place a scale next to timing chain so any move
ment of the chain may be measured.
scuffed, or shows signs of sticking, ream the bore to
iiext MyMopar.com
oversize.
2 Place a torque wrench and socket over cam.
shaft sprocket attaching bolt and apply torque In the
ENGINE
9-13
_CHAIN CASE COVER
TIMING IN0ICATOR
_._CYLEND ER SLOC K
nMPr1C MASI
VImATION oAMPE/t<
-root
KQI49A
Doni
par
AssemMy
Fig. 2 -Remowing Vibration
Using Tool C4688
direction of crankshaft rotation to take up slack; 30
foot-pounds with cylinder heads instailed or 15
foot-pounds cylinder heads removed.
3 Holding a scale with dimensional reading even
with edge of a chain link, apply torque in the reverse
direction 30 foot-pounds cith cylinder heads
installed or 15 foot-pounds cylinder heads removed,
and note amount of chain movement Fig. 22.
4 Install a new liming chain, if its movement ex
ceeds 3/18 inchWith a torque applied to the camshaft sprocket
bolt, crankshaft should not be permitted to move. It
may be necessary to block crankshaft to prevent
rotation.
5 II chain is satisfactory, slide crankshaft oil
slinger over the shaft and up against sprocket flange
away from sprocket.
6 If the chain is not satisfactory, rcmove cam
shaft sprocket attaching bolt.
7 Remove timing chain with crankshaft and cam
shaft sprockets.
Fig. 23-Alignment of
timing Marks
I nsta Ilotâon
ii ?Iacc camshaft sprocket and crankshaft
sprocket on the bench with timing marks on exact
imaginary center line through both camshaft and
crankshaft sprocket bores.
2 place tin’ing chain around both sprockets.
3 Turn crankshaft and camshaft to line up with
the keyway Iocatioa on crankshaft sprockct and dowel
holes in the camshaft sprocket.
4 Lift sprockets and chain keep sprockets tight
against chain in position as described.
.5 Slide both sprockets evenly over their respec
tive shafts.
0 Use a streight edge to measure alignment of
timing marks Fig. 23.
7 Install washer and camshaft sprocket bolt and
tighten to 35 foot-pounds.
TIMING CHAIN COVER OIL SEAL
REPLACEMENT Cover Removed from Engine
Removal
11 Position remover scm’. of Tool C-3506 through
case cover, the inside of the case cover up. Position
removcr blocks directly opposite each other, and force
the anguinr lip between neoprene and flange of seal
retainer.
2 Place the washer and nut on remover screw.
Tighten nut as tight as possible by hand, forcing the
blocks into the gap to a point of distorting the seal
retainer lip Fig. 241 This is important remover is
only positioned at this point
Fig. 22-Measuring
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Chain
Stretch
3 Place sleeve over retainer and place removing
and installing plate into the sleeve.
9-14
ENGINE
REMOVR BLOCKS TOOL.
o1AN CASE COVER
Fig. 24-Remover Iocks ftpanded to
Position Using Tool C-3506
puller
4 Place flat washer and nut on remover screw.
Hold the center screw and tightan remover nut to
remove the seal Fig. 25.
Installation of
the Oil Leaf
I Insert remover screw through the removing and
installing plate so thin shoulder will be facing up.
2 Insert remover screw with the plate through the
seal opening inside of the chain case cover facing
3 Place seal in cover opening, with neoprene
down. Place seal installing plate into the new seal.
with the protective recess toward lip of the seal re
tainer Fig. 28.
Lip of the neoprenn seal must be toward source of
4 Install flat washer and nut on remover screw.
hold screw and tighten nut Fig. 27.
5 The seal is properly installed when the neoprene
is tight against face of cover, fly to insert a .0015
inch feeler gauge between the neoprene and the
cover Fig. 18. If the seal is installed properly, the
feeler gauge cannot be inserted.
It is normal to find particles of ne.pr.ne collected
Fig. 26-Positioning ln.tall.r Plot. on New Seal
Using Tool C-3506
Installing the Chain Case Cover
I Be sure mating surfaces of chain case cover and
cylinder block are clean and freefrom burrs.
2 Using a new gasket slide chatn case cover over
locating dowels- Install and tighten bolts 15 foot.
pounds.
Installing Vthration Damper
1 Place damper hub key in slot in the crankshaft,
and slide vibration damper on crankshaft.
2 Place inslalliog tool, part of puller set Tool C3080 in position and press damper on the crankshaft
Fig. 20.
3 Install damper retainer washer and bolt.
Tighten to 135 foot-pounds.
r4 Slide belt pulley over shaft and attach with
bolts and iockwashers.
3 Tighten bolts to 1.5 foot-ponnds.
CAMSHAFT
The camshaft has an integral oil pump and distrib
utor drive gear and fuel pump eccentric Fig. 20.
between the se.I retainer and cr.nkshaft oil slinger
after seal has been In operatIon.
PSMOVES SCREW TOOL
RFMOVING AND
INSTALLING PLATE
rOOU
INSTALLING
I TOOL
Fig. 23-RemovingOU Seal Using Tad C-3506
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Fig. 27-Installing New Seal
Using Tool C-3506
______
ENGINE
Fig. 28-Inspecting Seal
for Proper
9-15
Seating
DISTR15UTOR DRIVE GSM TC4StAt
-s--.
,
CHAIN CASE COVER
TIMING INOICATO
CYLINDER StOCK
_-.
TiMING MARS
VIERATION DAMPER
Fig. 29-Installing Vibration Damper Assembly
Using Tool C-3688
The rearward camshaft thrust is taken by the rear
face of the aluminum camshaft sprocket hub bearing
directly on the front of cylinder block, eliminating
need for a thrust plate. The helix of the oil pmnp and
distributor drive gear and camshaft lobe taper both
tend to provide a rearward thrust.
Removal
1 With tappets and the timing chain and
sprockets removed, remove distributor and lift out oil
pump and distributor drive shaft.
2 Remove fuel pump to allow fuel pump push rod
to drop away from cam eccentric.
3 Remove camshaft, being careful not to damage
the camshaft bearings wfth the cam lobes.
SOLT
Fig
SI-Camshaft Nolding Tool C450f
Installation
I Lubricate camshaft lobes and camshaft bearing
journals and insert camshaft to within 2 inches of its
final position in the cylinder block.
2 Modify Tool C-3509 by grinding off index lug
holding upper arm on the tool and rotate arm 130
degrees.
3 Install Tool C-309 in place of distributor drive
gear and shaft Fig. 31.
4 Hold tool in position with distributor lock plate
Screw. This tool will restrict camshaft from being
pushed in too far and prevent knocking out the welch
plug in the rear of cylinder block,
The tool should TSEThSjEI installed until camshaft end
crankshaft sprockets and timing chain have been
i flats lIed.
Whenever en engine is rebuilt and a new camshaft
and/or new tappets are installed, one quart of factory
recommended oil additive MoPar Part Number
1879406 or equivalent should be eddsd to the engine
oil to aid in break-In. The all mIxture should be left In
the engine for a minimum of 500 miles. Drain the oil
miflur. .t the next normal oil change.
Whei,ever camshaft is replaced, all
tappet face,
CAMSHAFT SPTOCKET
i__-DISTRIELflOR DRIVE GEAR
CAMS HAn
FUEL PUMP ECCENTRFC ICAMSHAFT]
LOCATING DOWEL
KRT sa
Fig. 30-Camshaft and Sprocket Assembly
View
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Oi.auembled
a
eANMAnMMNiAPINGOILlDL
KRI 64
Fig. 32-R,n,oving Camshaft Searing Using
Tool C4132A
9-16
ENGINE
Fig. 33-Removing Distributor Dr.
Sushing Using Too’ C-30fl
Shaft
must be inspected for crown with a straight edge. If
any contact surface is dished or worn, tappet must be
replaced
CAMSHAFT BEARINGS
1 With engine completely disassembled, drive out
camshaft rear bearing welch plug.
2 Install proper size adapters and horse shoe
washers part of Tool C-3132A at back of each bear
ing to he removed and drive out bearings Wig. 32.
Installation
1 Install new camshaft bearings with Tool C
313Lk. Place new camshaft bearing over proper
adapter.
2 Position bearing in the tool. Install the horse
shoe lock and by reversing removal procedure care
fully drive bearing into place Fig. 32.
.3 Install remaining bearings in like manner.
Install the NO. I camshaft bearing 1/32 inwerd
and the cyl
Fig. 34-Installing Distributor Drive oushing
Tool C-3033
Using
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DISTRIBUTOR DRIVE SHAFT BUSHING
Removal
1 Insert Tool C4052 into the old husbings and
thread down until a tight fit is obtained Fig. 33.
2 Hold remover screw and tigbten remover nut
until bushing is removed.
Installation
Removal
from phe front fecs of cylinder block.
The oil holes in the camshaft hearings
hider block must be in exact register to insure proper
lubrication Fig. 32.
The camshaft bearing index can be inspected after
installation by inserting a pencil flashlight in the
bearing. The camshaft hearing oil hole should be per
fectly aligned with the drilled oil passage from the
main hearing. Other oil holes in the camshaft hear
ings should be visible by looking down on the left
bank oil hole above and between NO. 6 and NOcylinders to NO. 4 camshaft bearing and on the right
bank above and between NO. and 7 cylinders to NO.
4 camshaft bearings. If camshaft hearing oil holes are
not in exact register, remove and reinstall them cor
rectly. Use Tool C-SO? to install a new welch plug at
rear of camshaft Be .ure this plug does not leak.
Il Slide a new bushing over burnishing end of
Tool C-3053 and insert tool bushing into the bore Fig.
a&.
2 Drive bushing and tool into position, using a
soft hammer.
3 As the burnisher is pulled through the bushing
by tightening the remover nut, the bushing is ex
panded tight in the block and burnished to the cor
rect size Fig. 35}. DO NOT REAM THIS BUSHING.
Distributor TIming
Before installing distributor and oil pump drive
shaft, time engine as follows:
II Rotate crankshaft until NO. 1 cylinder is at top
dead center on firing stroke.
2 When in this posihon, the straight line on the
vibration damper should be under ‘0" on timing
indicator.
Fig. 35-Surnishing Distributor Drive Shelt
Sushng Using Tool C4053
ENGINE
DISTRIRUTOR AND OIL
PUMP DRIVE
GEAR
9-17
and protector over the other bolt and push each pis
ton and rod assembly out of cylinder bore.
4 After removal, install the corresponding bear
ing cap on the rl.
Cleaning and Inspection
11 Clean cylinder hiock thoroughly and inspect all
core hole plugs for eridence of leaking.
2 If new core hole plugs are installed, coat the
edges of plug and core hole with a suitahle sealer and
drive plugs in place with driver, Tool C’897.
i31 Examine block for cracks or fractures.
Inspecting Cylinder Bores
LNltp
LINt cJ
CRNKSHAFr
Fig 34-Oistributor Drive Gear Installed
3 Coat shaft and drive gear with engine oil. Install
the shaft so that after gear spirals into place, it will
index with the oil pump shaft, so slot in top of drive
gear will be parallel with center line of crankshaft
Fig. 36.
Installation of Distributor
1 Hold distributor over mounting pad on cylinder
block vñth vacuum chamber pointing toward center of
engine
2 Turn rotor until it points forward and to
approximate location of NO. 1 tower terminal in the
distributor cap.
3 Place distributor gasket in position.
4 Lower the distributor and engage the shaft in
the slot of distributor drive shaft gear.
Turn distributor clockwise until breaker con
tacts are just separating, install and tighten hold
down clamp.
The cylinder wails should be measured for out’of
round and taper with Tool C-1l9. If the cylinder bores
show more than .005’ out.of’round, or a taper of more
than .010 or if the cylinder walls are badly scuffed
or scored, the cylinder block should be rehored and
honed, and new pistons and rings fitted. Whatever
type of boring equipment is used, boring and honing
operation should be closely coordinatod with the
fitting of pistons and rings in order that specied
clearance may be maintained.
HoningCylinder Bores
Before honing, stuff plenty of clean rags under Ihe
bores, over the crankshaft to keep the abrasive mate
rials from entering the crankcase area.
1 To remove light scoring, scuffing or scratches
from the cylinder walls, use resizing hone Tool Cot
with 220 grit stones and 390 extensions necessary
with 383 and 440 cubic inch engines. Usually a few
strokes will clean up a bore and maintain the re
quired limits.
CROSS*HATCH PATTERN
CYLINDER BLOCK
The cylmder hlock is of the deep block design
which eliminates the need for a torque converter
housing adapter plate. Its sides extend three inches
below the crankshaft center line.
Piston
Removal
1 Remove top ridge of cylinder bores tth a reli
able rIdge reamer before removing pistons from 71.
hider block. Be sore to h.p top. of pistons covered
during this operation.
The pIstons and connecting rods rnu,t be runioved
from the iop of the cylinder block. When removing
tha piston and connecting rod assemblies from the
angina, rolats crinkshaft so each connecting rod Is
centered in cylinder hors.
2 Remove connecting rod cap.
3MyMopar.com
Install Tool C’3221 on one connecting rod bolt
Fig. 37-C,onafctchi PnIt.rn
9-18
ENGINE
_.030 TO .O3 IN.
:11
C
LESS
FinIng Pistons
.,Th
El;
i;:;.
--
THE EU I ETICA L SHAPE OF
THF PISTON SKIRT SHOUt
BE .010 10.012 IN. LESS AT
OFAMEFER IA THAN ACROSS
THE THRUST FACES AT DIAM
ETER 151. MEASUREMENT
IN. SELOW
IS MADE
I OWER RING GROOVE
Fig. 38-Piston
maintained. For cylinder bores which have been
honed or rehored, pistons are available in standard
and the following oversi2esl .005, .020, and .040 inch.
DIAMeTERS AT IC AND ID
CAN RF FOIJAL O DIAMETER
AT ml CAN BE .005 IN.
GREATER THAN IC
NV 220 A
M.aswemen#s
Deglazing of the cylinder walls should he done
using a cylinder surfacing hone, Tool C-3501,
equipped with 280 grit stones C-3501.3810. 20 to 60
strokes depending on the bore condition will be suffi
cient to provide a satisfactory surface. Inspect the
cylinder walls after each 20 strokes. Using honing oil
C.3501.3880 or a light honing oil available from major
oil distributors. Do not use engine or transmission oil,
mineral spirits or kerosene.
3 Honing should be done by moving the hone up
and down fast enough to get a cross-hatch pattern.
When hone marks intersect at Or, the cross hatch
angle is most satisfactory for proper seating of rings
Fig. 37.
4 After honing, it is necessary that the block be
cleaned again to remove all traces of abrasives. Wash
the cylinder block and crankshaft thoroughly.
CAUTlON Be sure all abrasives are removd from
the engine parts after honing. It is recommended that
a solution of soap end water be used with a brush and
the pacts then lhoroughly dried. The bore can be con
sidered clean when It can be wiped clean with a whit,
cloth and the cloth remains clean. Oil bores after
cleeniTig tQ prevent rusting.
Pistons and cylinder wall must be clean and dry.
Specified clearance between the piston and the cylin
der wall is 0003 to .0013 inch.
Piston diameter should he measured at the top of
skirt 00 degrees to piston pin axis. Cylinder bores
should be measured halfway down the cylinder bore
and transverse to the engine crankshaft center line.
Pistons and cylinder bores shouid be measured it
normal room temperature, 70 degree. F.
All service pistons include pins, and are available in
standard and the following oversizes: .005, .920 and
.040 inch.
Fitting Service Rings
I Measure piston ring gap about two 2 Inches
from bottom of cylinder bore in which it is to be
fitted. An inverted piston can be used to push rings
down to insure positioning rings squarely in cylinder
wall before measuring.
2 Insert feeler stock in Use gap- Ring gap should
be between .013 to .052 inch for the compression
rings and .015 to .062 inch for the oil ring steel rails
in standard size bores. Maximum gap on .005 inch
0/S bores should be .060 inch for compression rings
and .070 inch for the oil ring steel rails.
3 Measure side clearance between piston ring and
ring groove Fig. 39. Clearance should be .0015 to
.003 inches for the top compression ring and inter
mediate ring. Steel rail service oil ring should be free
in groove, but should not exceed .005 inch side
clearance.
4 Install the three piece oil ring 11 lower ring
groove using instructions in ring package.
5 Install tin coated ring in middle groove and
chrome compression ring in top groove, so side
PISTON RNG---
-
PISTONS, PINS AND RINGS
Pistons
The pistons are cam ground so that the diameter at
the pin boss is less than its diameter across the thrust
face. This allows for expansion under normal operat
ing conditions. Under operating temperatures, expan
sion forces the pin bosses away from each other, thus
causing the piston to assunle a more nearly round
shape. It is important that old or new pistons be
measured for taper and elliptical shape before they
are fitted into the cylinder bore Fig. 36.
Finished Pistons
pistons are machined to the same weight in
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grams, regardless of oversize so piston balance can he
RING GROOVE
Fig. 39-Measuring Piston king Clearance
ENGINE
9.19
NUT TOOL
___
ANVIL
SPRING TOOL
PILOT TOOL
PSTON
PISTON PIN
TOOL
PISTON
NUT
TOOL
FPLOT TQOL
-
MAIN
SCREW TOOL
/
N
GU’DESMALL
PISTON PIN
TOOL
MAIN SCREW
TOOLI
GUIDE-SMALL
CONNECTING ROO
LONNECIING ROD
TOO
KR195 B
Fig.
KRI 96 B
40-To& Arrangement for Removing
piston Pin
Using Tool C-3684
marked 70P" is up.
6 For the two top rings use ring installer Tool
C-3873 for the 303 cubic inch engine, and Tool C-0000
for the 440 cubic inch engines.
Removal of
Pin
Piston
1 Arrange Tool C-3684 parts for removal of piston
pin Fig. 40.
2 Install pilot on math screw.
3 Install main screw through piston pin.
4 InstalL anvil over threaded end of main screw
with small end of anvil against piston boss.
Be sure spring Is removed from anvil.
5 Inslall nut loosely on main screw and place as
sembly on a press Fig. 41.
B Press piston pin out of connecting rod.
When p11, fIls free from co"necting rod, sop press
to prevent damage to bottom of anvil.
7 Remove tool from piston.
Instellorion of Piston Pin
I Test piston pin fit in tbe piston. It should be a
GUIDE-LARGE
Fig. 42-Tool An’engentent for Installing Piston
Pin Using Tool C4684
sliding fit in the piston at 70 degrees F. Piston pins
are supplied in standard sizes only.
‘2 Lubricate piston pin holes in the piston and
connecting rod.
3 Arrange Tool C-3684 parts for installation of
piston pin Fig. 42.
4 Install spring inside the pilot and install spring
and pilot in the anvil, Install piston pin over main
Screw.
5 Place piston, with front’ up, over the pilot so
pilot extends through piston pin hole.
6 Position connecting rod over the pilot which ex
tends through piston pin hole.
Assemble rods to pistons of the right cylinder hank
2,4, 6, and 8 wIth indent on piston heed opposite to
th, larger chamfer on the large bore end of conneet.
ing rod. Assemble rods to pistons of the left cyrlnder
bank 1,3,5, and 7 with Indent on piston head on th
same side as th, large chamfer on the large bore end
ol the connecting rod.
P RE $5
MAIN SCREw
MAIN SCREW
romi
100 LI
PISTON PIN
-
PISTON PIN
PILOT TOOL
.-
,NSTON
PISTON
-
-ANML FOOD
ANVIL TOOL
MyMopar.com
Fig. 41-Removing
Pin Using Tool C-3684
Fig. 43-Inst ailing Piston Pin
9-20
ENGINE
NUT T0c
‘tORQUE WRWCH
‘
SOCKET
-
Al’TVIL
EMS
Tomt
SCREW
-
FOOL
<K
KRI68 5
Fig. 44-Testing Fit of Piston Pill in Connecting
Rod Using Tool C-3684
7 InstalL main screw and piston plo in piston Fig.
3 Install nut on puller screw to hold assembly to
gether. Place asaembly on a press FLg. 43.
9 Press piston pin in until piston pin "bottoms"
on pilot. Thia will position pin in connecting rod.
10 Remove tool and arrange tool parts and piston
assembly In same manner flg. 4.
11 Place assembly in a vise Fig. 44.
12 Attach torque wrench to nut and tighten up to
1 foot-pounds. If the eonneet’mg rod movcs down
ward on piston pin, reject this connecting rod and
piston pin combination. Obtain a conneet’mg rod with
proper small end bore diameter and repeat the instal
lation and tightening procedure.
13 If connecting rod does not move under 15
foot-pounds, piston pin and connecting rod interfer
ence is satisfactory, remove tool.
Fig. 43-Showing Location of Exiern& Engine
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Numbering Pad
Fig. 14-Showing Locctioa of
No. 3 CounterweIght
162
Mark of
CONNECTING RODS
IMPORTANT: A Maltese Cross stamped on - engine
numbering pad Fig. 45 indicates that engine is
equipped with a crankshaft which has one or more
coiinecting rods and/or main bearing burial finished
.001 inch oversize. The posifion of the undersize our.
naP or journals is stamped on a machine surface of
the NO. 3 counterweight FIg. 46. A MALTESE
CROSS followed by n X indicates that all connecting
rod and main journals are .010 inch undersize.
Connecting rod journals are identified by the letter
"R’’ and main bearing journals by the letter ‘M." For
example "M-1" indicates that NO. 1 main bearing is
.001 inch undersize-
INSTALLATION OF CONNECTING ROD
BEARINGS
Fit all rods on one bank until completed- Do not
alternete from one bank to another, because when
rods are assembled to pistons correctly, they are not
interchangeable from one bank to another.
Fig. 47-Installing Connecting Rod Using
Tool C4221
ENGINE
Each bearing cap has a small "V" groove across
parting face. When installing the lower bearing shell,
make certain "V’ groove in shell Is in line with "V’
groove in cap. This allows lubrication of the cylinder
wall. The bearings should always be installed so That
the small formed tang fits into the machined grooves
of the rods. The end clearance should be from 009 to
.017 inch two rods.
Umtts of taper or out-of-round on any crankshaft
journals should be held to a muimum of .001 inch.
Bearings are available in .001, .002, -003, .010 and
.012 inch undersize.
Install the hearings in pairs. Do not us. a new bear
ing half with an old bearing half. Do not file the rods
or bearing caps.
MEASURING CONNECTING ROD BEARPNG
CLEARANCE
Shim Stock Method
I Place an oiled .001 inch brass shim stock ½
inch wide and ¾ inch long between bearing and
connecting rod journal.
2 Install bearing cap and tighten to 45 footpounds.
y Turn connecting rod ¼ turn in each directiow
A slight drag should be felt which indicates clearance
is satisfactory. ‘The correct clearance is from .0005 to
.0015 inch4 Side play should be from .009 to .017 inch.
INSTALLING PISTON AND CONNECTING
ROD ASSEMBLY IN CYLINDER BLOCK
1 Before installing pistons, rods, and rod assem
blies in the bore. be sure that thc compression ring
gaps are staggered so that neither are in line with oil
ring rail gaps.
2 The oil ring expander ends should be positioned
toward the outside of the ‘V’ of the engine. The oil
ring rail gaps should be positioned opposite each
other and above the piston pin holes.
3 immerse piston head and rings in clean engine
oil, slide ring compressor, Tool C-385, over the piston
and tighten with special wrench part of Tool CaBS.
4 Be sure the position of rings does not change
during this operation. Screw connecting rod bolt pro
tector part of Tool C-3221 on one rod bolt, and insert
rod and piston into cylinder bore
__...
W
111ft171
Fig. IS-Main Searing identification
connecting rod bore must be installed toward the
crank pin journal fillet.
8 Install rod caps, lighten nuts to 4S foot.pounds.
CRANKSHAFT MAIN JOURNALS
Crankshaft main bearing journals should be in
spected for excessive wear, taper and scoring. Journal
grinding should not excecd .012 inch under the
standard journal diameter- DO NOT grind the thrust
faces of the NO. 3 main bearing. Do not nick crankpiu
or main bearing fillets. After regrinding, remove
rough edges from crankshaft oil holes and clean out
all oil passages.
CRANKSHAFT MAIN BEARINGS
New lower main bearings halves Numbers 1, 2, 4, 5
are interchangeable, as shown in Figure 48. New up
per main bearing halves Number 2, 4, and 5 are also
interchangeable. Upper and lower bearing halves are
not interchangeable because upper bearing is grooved
Rotate crankshaft so connecting rod journal is on
center of cylinder bore.
5 Attach pulicr part of Tool C-3221 on the other
bolt, and guide the rod over crankshaft journal Fig.
6 Tap piston down in cylinder bore, using handle
of a hammer. At the same lime, guide the connecting
rod into position on crankpin journal.
7 ‘i’he notch or groove on top of piston must be
pointing toward front of engine and larger chamfer of
MyMopar.com
9-21
Fig- 49-Removing or Installing Main Searing
Upper Shell
9-22
ENGINE
and the lower is not.
The NO. 1 upper maIn bearing IS NOT INTER
CHANGEABLE AND IS CHAMFERED on the tab side
for timing chain oiling and can be identified by a red
marking On edge of bearing.
Upper and lower NO. 3 bearings are flanged to
carry the crankshaft thrust loads and are not inter
changeable with any other bearings in the engine.
The bearings that ar, not badly worn or pitted must
be reinstalled in the same position.
Bearing caps are not interchangeable and should be
marked at removal to insure correct assembly. Bear
ings are available in standard and the following
undersizes: .001, .002, .003, .010, .011 and .012 inch.
Do not install an undersize bearing that will reduce
clearance below specifications.
Fig. S l-Trirnmin Rear Main Seaiin
MAIN BEARINGS
Oil
Lower
Seal
Removal
MEASURING MAIN BEARING CLEARANCE
1 Remove oil pan and mark bearing caps before
removal.
2 Remove hearing caps one at a time. Remove
upper hail of hearing hy inserting Tool C-3059 Fig.
49 into oil hole of crankshaft.
3 Slowly rotate crankshaft clockwise, forcing out
upper half of bearing.
3 Smooth edges of a ½ x ¾ inch piece of brass
shin’ stock, .001 Inch thickness.
4 Install bearing in center main bearing cap,
bearing tang in groove in cap, lubricate bearing and
position shim stock across the bearing, install cap,
tighten bolts to 85 foot-pounds.
II a slight drag is felt as crankshaft is turned
moved no more than 44 turn in either direction,
clearance is .001 inch or less and is considered
satisfactory.
if. however, no drag is felt, the bearing is too large
or crankshaft cannot be rotated, bearing is too small
and should he replaced with the correct size.
B Measure crankshaft end play .002 to .007 inch.
If end play is less than .002 inch or more than .007
inch, install a new number 3 main beating7 Fit remaining beatings in same manner.
It is permissable to use one .001 inch undersize
bearing shell with one standard bearing shell or one
.002 inch undersize bearing shell with one .001 inch
undersize shell. Always use the smaller diameter
bearing half as the upper. Never use an upper beer
big half more than aOl inch smaller than the lower
Installation
Only one main bearing should be selectively fitted
while all other main bearing caps are properly
torqued
-
When installing a new upper bearing shell, slightly
chamfer the sharp edges from the plain side.
I Start bearing in place, and thaert Tool C-3050
into the oil hole of the crnnkshaft }ig. 49.
2 Slowly rotate the crankshaft counterclockwise
sliding the hearing into position. Remove Tool C-3059.
bearing half and nsnr use a new bearing half with a
used bearIng half.
BRIDGE
IPAflT OF TOOLI
REPLACEMENT OF THE REAR MAIN
BEARING OIL SEAL
SEAL
-___&
Crankshaft Removed
Upper Rear Main Seal InstallatIon
1 Install a new rear main hearing oil seal In cyl
inder block so that both ends protrude.
2 Tap seal down into position, using Tool C-3625
for 383 Cubic Inch Engines or Tool C-3743 for 440
CubIc Inch Engines, with bridge removed until tool is
seated in hearing bore.
-
SEAL
RflAINE
--
S..
SIQE SEAL
&poovss7--
MyMopar.com
Fig. SO-installing Rear Mali.
Searing Lower Oil Seal
ROCKE
ENGINE
3 Hold the tool in this position and cut off portion
of seal that extends above the block on hoot sides.
tower Rear
Main Sea! Installation
I Install -a new seal in seal retainer so ends pro
trude Fig. 50.
2 Install the bridge on tool and tap the seal down
into position iaith Tbol C-3625 for 383 Cubic Inch En
gines or Tool C-3743 for 440 Cubic Inch Engines until
tool is seated.
3 flim off that portion of the seal that protrudes
above the cap Fig. 51-
9-23
Side Seals Installation
Perform the following operation. as rapidly as pee
sibla. These side seals are made from a material that
expends quickly when oiled.
I Apply mineral spirits or these! fuel to the side
seals.
2 Install seals innediately in the seal retainer
grooves.
3 Install the seal retainer and tighten screws to 30
foot-pounds.
Failure to pre-cil the seals will result in an oil
leak.
ENGINE OILING SYSTEM
GENERAL INFORMATION
The engine oiling systems consists of an externally
mounted rotor type pump, a full flow oil rnter, oil pan
and the necessary lubrication passages. Oil is forced
by the oil pump through the filter to a senes of Oil
passages in the engine Fig. 52.
SERVICE PROCEDURES
ENGINE OIL PAN
Removal
2 Raise vehicle on a hoist and dIsconnect steering
linkage from idler arm and steering arm.
1 Disconnect battery cable.
RIGHT BANK
LUBRECATION
ROCKER N
SHAFT
aFT BANK
LUIRICAOON I
ARM
N
RIGHr ROCEER SHAFT
SHAFI
NO. 4 CAASHAFT
a EAR I N3
OIL ILPLY
ITO PUSN ROD
FRONT VIEW
OILEED HOLE
FT MAIN OIL GALLERY
RIGId MAIN OIL CALLEKY
7
LEFr ROCKER sHAFt
t
7
Oft FILTER--_
I
OIL PUMP
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DEL PRESSU RE
RELIEF VALVE
Fig. 52-Engine Oiling System
KU 24
9-24
ENGINE
PLUG
GASKET
___Y BOLTS
COVER
AND WASHERS
D]L FILTER
--
SPRING
RELFEF VALVE
-
OUTEB Robe
INNER ROTOR
PLUNGER
--
AF4DSHAFT
BODY
OCIVE SHAFT
ANn GEAR
SEAL RING
*O*. RING
PIN-S
Fig. 53-Oil Pomp ar,d Filter Assembly
KBMA
Fig. 55-Measuring Out., Rotor Thiek.,ess
Disassembled View
a Disconnect exhaust pipe branches from right
and left manifolds.
4 Remove clamp attaching exhaust pipe to eden
sion and remove exhaust pipe.
5 Drain crankcase oil.
6 Remove converter dust shield.
7 Remove oil pan holts. Turn flywheel until
counterweight and connecting rods at front end of
crankshaft are at their highest position to provide
clearance, and lower the pan. Turn pan counter
clockwise to clear oil screen and suction pipe as it is
lowered.
Installation
1 Inspect alignment of oil strainer. The bottom of
the strainer must be on a horizontal plane th ma
chined surface of the cylinder block. The bottom of
the strainer must touch the bottom of oil pan.
2 Install oil pan.
3 Install converter dust shield.
4 Connect exhaust pipe branches to manifolds
and to the exhaust extension.
5 Connect steering linkage at idler arm asid at
pitman arm.
6 Connect battery cable.
7 Install drain plug and refifi crankcase.
OIL PUMP
Removal
Remove oil pump attaching bolts and remove pump
and filter assembly from bottom side of enflie.
Assembly
I Remove filter base and oil seal ring.
2 Remove pump rotor and shaft and lift out outer
pump rotor.
2 Remove the oil pressure, relieve valve plug and
lift out the spring and relief valve plunger Fig. 53.
Inspetf ion
1 Clean all parts thoroughly. The mating face of
filter base oil pump cover should be smooth. Replace
filter base if it is scratched or grooved.
2 Lay a straightedge across oil pump filter base
surface Fig. 54. If a .0015 inch feeler gauge can be
inserted between the base and straightedge, filter
base should be replaced.
CGVER.
STRAIGHT
EDGE
FEELEP
GAUGE
Fig. 54-Measuring Oil Pump Cove, Flatness
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KB 67A
Fig. 56-Measuring inner Rotor thickness
ENGINE
STRAIGHT RaGE..
OuTER
S
Fig, 59-MeosI.dng
-
-
9-25
ROTOR
INNER ROTOR
PEELER
yGAUGE
KRIfl
-
Clearance Between Rate,.
If the oil pressure is low, inspect for worn bearings,
or look for other causes of possible loss of oil
Fig. 57-Measuring Clearance Over Rotors
pressllre
3 II outer rotor length measures less than .943
Inch Fig. 55 and diameter less than 2.40 inches,
replace outer rotor.
4 Ii inner rotor length measures less than .042
inch Fig. 56, a new inner rotor should he installed.
5 Slide outer rotor and inner rotor into pump
body and place a straightedge across the face be
tween the bolt holes Fig. 5?.
8 If a feeler gauge of more than .004 inch can
be inserted between rotor and straightedge replace
rotor.
7 Remove inner rotor and shaft leaving outer
rotor in pump cavity.
8 Ptess outer rotor body to one side with the
fingers and measure the clearance between outer
rotor and pump body Fig. 58,
0 If measurement is more than .012 inch, replace
oil pump body.
10 If tip clearance between inner and outer rotor
Fig. O is more than .010 inch, replace latter aM
outer rotors.
Servicing
Oil Pressure Relief Valve
Inspect oil pump relief valve plunger for scoring
and for free operation in its bore. Sanall scores may be
removed with 400 fl wet or dry Imper providing
extreme care is used not to round off the sharp edge
portion of the valve.
For 383 and 440 cubic inch engines the relief valve
spring has a free length of 2-0/32 to 2-19/64 inch and
is red in color.
--
Installation
When assembling the oil pump, be sure to Use new
oil seal rings between filter base and pump body.
1 Install a new "0’’ ring seal on the pilot of oil
pump before attaching oil pump to cylinder block
2 Install oil pump on engine, using a new gasket
on engine and tighten attaching bolts to 35 footpounds.
3 Install oil filter element.
OIL FILTER REPLACEMENT
The ‘spin on" oil filter should be replaced every
second oil change.
Removal FIg. 60
Use care so ei riot to damage transnhissiGn oil Cooler
lines.
1 Using Tool C-3845 unscrew the filter from the
base on bottom side of engine and discard.
2 Wipe base clean.
-
lana Ilation
1 Install the "spin on" oil filter by hand, finger
tight. Do not us. the tool.
2 To obtain an effective seal, tighten filter by
hand the additional number of turns indicated on the
replacement filter. Start engine and inspect for leaks.
OuTE ROTOt
PUMP SOOY
-a
KR 76
Fg. SR-Measuring Outer Rota,
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Cleorance
MN 35 7
Fig. 60-Removing Oil Filler using Tool C-3845
9-26
ENGINE
CRANKCASE VENTILATION SYSTEM
GENERAL
INFORMATION
All models are equipped with a positive crankcase
ventilation system consisting of a crankcase ventilator
valve and cap mounted on the cylinder head cover, a
special carburetor with a hose fitting in its base, and a
hose connecting the ventilator valve to the carburetor
base fitting. The oil filler cap provides the air inlet for
the system. The air drawn into the oil filler cap is
circulated through the engine, and drawn out of the
cylinder head cover by manifold vacuum into the
combustion chambers and dispelled with the exhaust
gases Fig. 1
SERVICE PROCEDURES
The system must be kept clean to maintain good
engine performance durability as deposits will ac
cumulate in the valve, hoses, and the carburetor
parts, therefore, the ventilation system should be in
spected at least every six months and the valve re
placed once a year preferable to coincide with the
annual engine performance evaluation. This service
will be required more frequently if the vehicle is used
extensively for short trips-driving less than 10
miles-with frequent idling, such as city traffic.
With the engine running at idle, remove the venti
lator valve and cap assembly from the rocker cover. If
F LOW CON ,OL
VLLV
THIS WASHER IS COLOR CODED TO IDENTIFY VENT
VALVE ASSEMBLY
V-S
ENGINES
64x3076
Fig. I-Crankcase Ventilation System
CLOSED CRANKCASE VENTILATING
valve is not plugged, a hissing noise will usually be
heard as air passes through the valve and a strong
vacuum should be felt when a finger is placed over
the valve inlet. Replace the ventilator valve and cap
assembly and remove the inlet breather cap. With
engine still running at idle, loosely hold a piece of
stiff paper or a parts tag over the oil fill pipe. Within
a few seconds, it should be sucked against the oil fill
pipe with a holding force. If this occurs, a final test
should be made to be certain the valve shuttle is free.
A clicking noise should be heard when the valve is
shaken engine not running. If the noise is heard,
the unit is functioning satisfactory and no further
service is necessary.
If the valve does not click when shaken or if the
paper is not sucked against fill pipe, valve should be
replaced and system retested. Do not attempt to
clean the valve. On all engines the Mopar Ventilator
Valve is identified by a black end washer. With a new
valve installed, if the vacuum can be felt with the
engine idling, the system is satisfactory. If the
vacuum cannot be felt, it will be necessary to clean
the ventilator hose and the passages in the lower part
of the carburetor. The carburetor must be removed,
hand turn a ¼ inch drill through the passages to
dislodge the solid particles. Blow clean.
Use a smaller drill if necessary as no metal is to be
removed. It is not necessary to disassemble carburetor
for this service.
SYSTEM FOR STATE OF CALIFORNIA
GENERAL INFORMATION
A fully closed crankcase ventilation system Fig. 2
is installed on vehicles built for sale in the State of
California and as extra equipment in other states.
This fully.closed crankcase system has a closed oil
filler cap with a hose connecting the filler cap to the
carburetor air cleaner housing.
The air drawn from the carburetor air cleaner
through the connecting hose to the filler cap, is circu
lated through the engine and drawn out of the cylin
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der
head cover by manifold vacuum; through another
connecting hose to the carburetor base, into the com
bustion chamber, and dispelled with the exhaust
gases.
On all California vehicles a new outer wrapper is
used on the outside of the air cleaner element except
High Performance Engines with non-silenced air
cleaners. Vehicles not equipped with air cleaner ele
ment wrapper must be serviced more frequently than
the ones with the wrapper.
________
ENGINE
9-21
SERVICE PROCEDURES
The system must be kept clean to maintain good
engine performance and durability as deposits will
accumulate in the valve, hose and the carburetor
parts, therefore, the ventilation system should be in
spected every crankcase oil change and the valve re
placed once a year preferable to coincide with the
annual engine performance evaluation. This service
will be required more frequently if the vehicle is used
extensively for short trips-driving less than 10
miles-with frequent idling, such as city traffic.
With the engine running at idle, remove the venti
lator valve and cap assembly from the rocker cover. If
valve is not plugged, a hissing noise will usually be
heard as air passes through the valve and a strong
vacuum should be felt when a finger is placed over
the valve inlet. Replace the ventilator valve and cap
assembly and remove the oil filler cap. With the en
gine still running at idle, loosely hold a piece of stiff
paper or a parts tag over the fill pipe. Within a few
seconds, it should be sucked against the oil fill pipe
with a holding force. If this occurs, a final test should
be made to be certain the valve shuttle is free. A
clicking noise should be heard when the valve is
shaken engine not running. If the noise is heard, the
unit is functioning satisfactory and no further service
is necessary.
If the valve does not click when shaken or if the
paper is not sucked against fill pipe, valve should be
replaced and system retested. Do not attempt to
clean the valve. On all engines, the Mopar Ventilator
Valve is identified by a black end washer. With a new
valve installed, if the vacuum can be felt with the
BREATHER CAP HOSE
INTAKE MANIFOLD
THIS WASHER IS COLOR
CODED TO IDENTIFY
VENT VALVE ASSEMBLY
Use a smaller drill if necessary as no metal is to be
is not necessary to disassemble carburetor
for this service.
removed. It
CARBURETOR AIR CLEANER
With Wrapper Air Cleaner
The paper element carburetor air cleaner should be
inspected and cleaned every six months, and replaced
every two years with wrapper.
To clean the filter element, it should be removed
from its container. Remove wrapper from element.
Wash wrapper in kerosene or similar solvent to re
move oil and dirt. Shake or blot dry. Gently blow out
dirt from the element with compressed air. Air nozzle
should be held about two inches from the inside
screen. Clean metal housing, install wrapper on ele
ment and reinstall element. Use a new MoPar Filter
Element for replacements. These services will be re
quired more frequently if vehicle is used extensively
for short trips with frequent idling.
REPAIR OF DAMAGED OR WORN
THREADS
Damaged or worn threads can be repaired by the
use of Heli-Coils. Essentially, this repair consists of
drilling out the worn or damaged threads, tapping the
hole with a special Heli-Coil Tap, and installing a
Heli-Coil Insert into the tapped holes. This brings the
hole back to its original thread size Fig. 3.
The following chart lists the threaded hole sizes
which are used in the engine block and the necessary
tools and inserts for the repair of damaged or worn
thread. Heli-Coil tools and inserts are readily avail
able from automotive parts jobbers.
BREATHER
CAP
N
FLOW
CONTROL
VALVE
engine idling, the system is satisfactory. If the
vacuum cannot be felt, it will be necessary to clean
the ventilator hose and the passages in the lower part
of the carburetor. The carburetor must be removed,
hand turn a ¼ inch drill through the passages to
dislodge the solid particles. Blow clean.
P
V-8 ENGINES
64X307D
Fig. 2-California Closed Crankcase
Ventilation System
MyMopar.com
Fig. 3-Hell-CoilInstallation
9-28
ENGINE
DRILL
TAP
INSERTING
TOOL
EXTRACTING
TOOL
Insert
Size
Part
Part
Part
Length
17/64 .266
Q .332
4 CPB
5 CPB
528-4N
528-SN
7 CPB
8 CPB
528-7N
528-8N
1227-6
1227-6
1227.6
1227-16
1227-16
HELl-COIL INSERT
Thread
Part
½-20
5/16-18
1185-4
¾"
1185-5
15/32"
Size
/s-16
No.
1185-6
1185-7
7/16-14
1185-8
MyMopar.com
½-13
9/16"
21/32"
¾
X .332
29/64 .453
33/64 .516
No.
6 CPB
No.
5286N
No.
SPECIFICATIONS
ENGINE
Type
Number of Cylinders
Bore
383 Cubic Inch
440 Cubic Inch
Stroke
383 Cubic Inch
440 Cubic Inch
Compression Pressure with Engine Warm, Spark Plugs Removed, Wide Open
Throttle
For 383 cubic inch engine Displacement with 9.2:1 Compression Ratio
For 383 and 440 cu. in. engine Displacement with 10.0:1 Compression Ratio
Maximum Variation Between Cylinders-Any One Engine
383 cubic inch Engine 9.2:1
383 and 440 cubic inch Engine 10.0:1
Firing Order
Basic Timing
All with Cleaner Air Package C.A.P.
CYLINDER NUMBERING FRONT TO REAR
Left Bank
Right Bank
CYLINDER BLOCK
Cylinder Bore Standard
383 Cubic Inch
440 Cubic Inch
Cylinder Bore out-of-round Maximum allowable
Cylinder Bore Taper Maximum allowable
Reconditioning Working Limits for taper and out-of-round
Maximum Allowable Oversize Cylinder bores
Tappet Bore Diameter
Distributor Lower Drive Shaft Bushing press fit in cylinder block
Ream to
Shaft to Bushing Clearance
CRANKSHAFT
Type
Bearings
Journal Diameter 383 Cubic Inch
440 Cubic Inch
Crank Pin Diameter
Maximum Out-of-Round Permissible
Number of Main Bearings
Clearance Desired Bearings Installed l.D. Minus Journal O.D.
Maximum Clearance Allowable
End Play
Thrust Taken by
Finish at Rear Seal Surface
Interchangeability of Bearings
MyMopar.com
90W
8
4.25 inch
4.320 inch
3.375 inch
3.750 inch
125-155 psi.
130-165 psi.
20 psi.
25 psi.
1-8-4-3-6-5-7-2
l2½° B.T.C.
50 A.T.C.
1-3-5-7
2-4-6-8
42495-4 2515"
4.320-4.322"
.005"
.0 10"
.001"
040"
.9050-.9058"
0005- 0040"
4265- 4880"
.0007-0027"
Fully Counter-Balanced
Steel Backed Babbitt
2.6245 to 2 6255"
2 7495 to 27505"
2.374 to 2.375"
.001"
5
0005 to 0015"
0025"
.002 to .007"
No.3 Main Bearing
Diagonal Knurling
Upper Nos. 2, 4, 5
Lower Nos. 1, 2,4, 5
.05"32AluminHorzta
ENGINE
MAIN BEARINGS Service
All available in standard and the following undersizes
002, .003, .010, .011, .012"
CONNECTING RODS AND BEARINGS
Type
Length Center to Center 383 Cubic Inch
440 Cubic Inch
Weight Less Bearing Shells 383 Cubic Inch
440 Cubic Inch
Bearings
Diameter and Length
Clearance Desired Bearings Installed l.D. Minus Journal O.D.
Maximum Allowable
Side Clearance
Bearings for Service
Drop Forged "I" Beam
6 356 to 6.360"
6:766 to 6.770"
812 ± 4 GMS.
846 ± 4 GMS.
Steel Backed Babbitt
2.376 x .927"
.0005 to .0015"
0025"
.009 to .017"
Standard .001, .002, .003,
.010, .012" Undersize
1.0923 to 1.0928"
Piston Pin Bore Diameter
CAM SHAFT
Drive
Bearings
Number
Thrust Taken By
Clearance Desired Bearing Installed I. D. Minus Journal O.D.
Maximum Allowable
Chain
Steel Backed Babbitt
5
Cylinder Block
.001 to .003"
.005"
CAMSHAFT BEARING JOURNALS
Diameter
No. 1
No. 2
No. 3
No. 4
No. 5
1.998
1.982
1.967
1.951
1.748
to
to
to
to
to
1.999"
1 983"
L968"
1.952"
1 749"
CAMSHAFT BEARINGS
Diameter after reaming
No. 1
No. 2
No. 3
No. 4
No. 5
2.000 to
1.984 to
1.969 to
1.953 to
1.750 to
2001"
1 985"
1970"
1 954"
1.751"
VALVE TIMING
Intake Opens BTC
Intake Closes ABC
Exhaust Opens BBC
Exhaust Closes ATC
Valve Overlap
Intake Valve Duration
Exhaust Valve Duration
TIMING CHAIN
Adjustment
Number of Links
Pitch
Width
TAPPETS
Type
Clearance in Cylinder Block
Body Diameter
Clearance Between Valve Stem and Rocker Arm Pad Dry Lash
Oversize Available for Service
PISTONS
Type
Material
Land Clearance
Clearance at Top of Skirt
MyMopar.com
9-29
383 Cubic Inch
2 BBI. Carburetor
130
59°
59°
13°
26°
2520
252°
383 and 440 Cubic Inch
4 BBI. Carburetor
18°
58°
66°
14°
32°
252°
260°
None
50
50"
.75"
Hydraulic
.0005 to .0018 inch
.9040 to .9045
.060-.210 inch
.001, .008, .030 inch
Slot w/Steel Struts
Alloy Tin Coated
to .040"
to .0015"
9-30
ENGINE
Weight Standard Through .040" Oversize
383 Cubic Inch
440 Cubic Inch
Piston Length Overall
383 Cubic Inch
440 Cubic Inch
Ring Groove Depth
No. 1383 Cubic Inch
440 Cubic Inch
No. 2383 Cubic Inch
440 Cubic Inch
No. 3383 Cubic Inch
440 Cubic Inch
Pistons for Service
-.
-.
P!STON PINS
Type
Diameter
Length
Clearance in Piston
Interference in Rod
Piston Pins for Service
Direction Offset in Piston
PISTON RINGS
Number of Rings Per Piston
Compression
Oil
Oil Ring Type
Ring Width
Compression
Oil-Steel Rails
Ring Gap
Compression
Oil-Steel Rails
Ring Side Clearance
Compression
Oil-Steel Rails
Service Rings
Ring Gap
Compression
Oil-Steel Rails
Ring Side Clearance
Compression
Oil-Steel Rails
VALVES-Intake
Material
Head Diameter
Stem Diameter
Stem Oversizes Available for Service
Stem to Guide Clearance
Maximum Allowable Before Reconditioning
Angle of Seat
Adjustment
Lift All Models Except 383 Cubic Inch with 2 BBI. Carburetor
383 and 440 Cubic Inch with 4 BBI. Carburetor
VALVES-Exhaust
Material
Head Diameter
Stem Diameter
Stem Oversize Available for Service
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770 grms.
864 grms.
3.84 in.
3.62 in.
.220 in.
.220 in.
.220 in.
.220 in.
.208 in.
.208 in.
Standard, .005", .020",
.040", Oversize
Press Fit in Rod
1.0935 to 1.0937"
3.555 to 3.575"
.00045 to .00075"
.0007 to .0012"
Standard Only
Toward Right Side of Engine
3
2
1
3-Piece
Chrome-Plated
Rails with Stainless
Steel Expander-Spacer
.0775"-.0780"
025"
013"- 025"
015"- 055"
0015"- 0030"
0002"-.OOS"
.013"-.052"
015"-.062"
0015"- 004"
.0002"-.OOS"
SAE 1041 Steel
2 08"
.372 to .373"
Standard .005, .015, .030"
.001 to .003"
.0 17" *
45°
None
392"
.425"
Nitrogen Treated Manganese
Chromium Nickel Steel
160"
.371 to .372"
Standard .005, .015, .030"
ENGINE
.002 to .004"
.0171*
45°
None
390"
Stem to Guide Clearance
Maximum Allowable Before Reconditioning
Angle of Seat
Adjustment
Lift 383 Cubic Inch with 2 BBI. Carburetor
383 and 440 Cubic Inch with 4 BBI. Carburetor
.435"
2 BBL CARB.
VALVE SPRINGS
16
Number
2.34"
Free Length
95-105 lbs. @ 1-55/64"
Load when compressed to Valve closed
187-203 lbs. © 1-15/32"
Load when compressed to Valve open
Valve Springs I.D
1 010"-l 030"
Maximum allowable out of Plumb
1/16"
Valve Spring Installed Height spring seat to retainer
1-53/64"-1-57/64"
Use 1/16" spacer to reduce spring height when over specifications
.
.
4 BBL. CARB.
16
2.58"
121-129 lbs. © 1-55/64"
192-208 lbs. @1-7/16"
1 010-1 030"
1/16"
1-53/ 64-1-57/64"
VALVE GUIDES
Type
Guide Bore Diameter
*With tools C-3973 & C-3339 using wobble method
Cast in Head
.374-375" std.
CYLINDER HEAD
Number Used
Combustion Chamber
Valve Seat Runout maximum
Intake Valve Seat Angle
Intake Seat Width
Exhaust Valve Seat Angle
Exhaust Seat Width
Cylinder Head Gasket Compressed thickness
2
Wedge Type
002"
45°
.060 to .085"
45°
040 to 060"
.022"
ENGINE LUBRICATION
Pump Type
Capacity qts. All except Imperial
Imperial only
Pump Drive
Operating Pressure at 1000 R.P.M.
Oil Filter Type
Pressure Drop Resulting from Clogged Filter
Rotor Full Pressure
4* *
5* *
Camshaft
45 to 65 lbs.
Full Flow
7 to 9 lbs.
OIL PUMP INSPECTION LIMITS FOR REPLACEMENT
Oil Pump Cover filter base
Outer Rotor Length
Outer Rotor Diameter
Inner Rotor Length
Clearance Over Rotor-Outer
Inner
Outer Rotor Clearance
Tip Clearance Between Rotors
**When filter is replaced, add 1 quart.
.0015 inch or more
.943 inch or less
2.469 inch or less
.942 inch or less
.004 inch or more
.005 inch or more
.012 inch or more
.010 inch or more
.
MyMopar.com
9-31
9-32
ENGINE
OVERSIZE AND UNDERSIZE
ENGINE COMPONENT MARKINGS
Engine
Displacement
383 cu. in.
440 cu. in.
-
.
Condition
.001" U/S Crankshaft
.010" U/S Crankshaft
-
-
.
Identification
.020" 0/S Cylinder Bores
.008" 0/5 Tappets
.005" 0/S Valve Stems
TIGHTENING
.
Location of
Identification
Maltese Cross
Top Pad-Front of Engine
M-2-3 etc. indicating
Crankshaft Counterweight
#2 & 3 main bearing
journal
and/or
R-1-4 etc. indicating
#1 & 4 connecting rod
journals
Maltese Cross and X
Top Pad-Front of Engine
M-10 indicate .010"
U/S all main journals
and/or
Crankshaft Counterweight
R-10 indicates .010" U/S
all rod journals
A
Top Pad-Front of Engine
Diamond
Top Pad-Front of Engine
OS.
Single Bolt Boss on End of the Head
-
REFERENCE
ENGINE
FOOT INCH
POUNDS
A/C Compressor to Engine Bolt
30
Alternator Adjusting Strap Bolt
15
Alternator Adjusting Strap Mounting Bolt. 30
Alternator Bracket to Manifold Bolt
50
Alternator Mounting Nut
20
Camshaft Lock Bolt
35
Carburetor to Manifold Nut
7
Connecting Rod Nut
45
Cylinder Head Bolt
70
Chain Case Cover Bolt
15
Clutch Housing Bolt
30
Crankshaft Rear Bearing Seal Retainer.. 30
Crankshaft Vibration Damper Bolt
135
Cylinder Head Cover Stud and Nut
Distributor Clamp Nut
15
Engine Front Mounting to Frame Bolt..
75
Engine Front Mounting to Block Nut...
55
Engine Front Mounting to Frame Stud...
20
Exhaust Manifold Nut
30
Exhaust Pipe Flange Nut
40
Exhaust Pipe Clamp Nut
20
Exhaust Pipe Support Clamp Bolt
20
MyMopar.com
40
FOOT INCH
POUNDS
Fan Attaching Bolt
15-18
Fan Belt Idler Pulley Nut
45
Fan Belt Idler Pulley Bracket Bolt
30
Fuel Pump Attaching Bolt
30
Intake Manifold Bolt
50
Main Bearing Cap Bolt
85
Manifold Heat Control Counterweight Bolt
Oil Pan Drain Plug
20
Oil Pan Bolt
15
10
Oil Pump Cover Bolt
Oil Pump Attaching Bolt
35
Oil Filter, Attaching Stud
30
Rocker Shaft Bracket Bolt
30
Spark Plug
30
Starter Mounting Bolt
50
Torque Converter Housing Bolt
30
30
Transmission Case to Block
Vibration Damper Belt Pulley Bolts
15
Valve Tappet Cover End Bolt
9
Water Pump to Housing Bolt
30
Water Pump Housing to Cylinder
30
Block Bolt
50
GROUP 11
EXHAUST SYSTEM
EXHAUST MANIFOLD
EXHAUST PIPES, MUFFLERS AND
TAIL PIPES
GENERAL INFORMATION
INTAKE MANIFOLD
MANIFOLD HEAT CONTROL VALVE
CONTENTS
Chrysler Models
5
Imperial Models
MANIFOLD
HEAT CONTROL VALVE
4
REPLACEMENT
1
SERVICE DIAGNOSIS
A
SERVICE PROCEDURES
5 TIGHTENING REFERENCE
GENERAL INFORMATION
Long life aluminized and stainless steel muffler
components are use.d in the exhaust systems of all
models.
Front mufflers on single exhaust systems on
Chrysler Newport, 300 and New Yorker models are
suspended at the rear by double strap type supports.
Rear mufflers and tail pipes are suspended by "L"
type supports Fig. 1.
Mufflers on dual exhaust systems are suspended at
the rear by "0" type supports Fig. 2.
Both single and dual systems use ball joint connec
tions in the exhaust pipes forward of the mufflers to
facilitate alignment of the exhaust systems.
Imperial sedan models are equipped with a single
exhaust system, using two mufflers Fig. 3. Imperial
convertible models are equipped with a dual cxhaust
system, using two mufflers in each line Fig. 4. Sup
ports are provided forward of the front mufflers and
rearward of the rear muffler.
The right hand exhaust manifolds on all engines
incorporate a thermostatic heat control valve to direct
the exhaust gases to a heat chamber beneath the
carburetor mounting flange to help vaporize the fuel.
SERVICE DIAGNOSIS
Condition
EXCESSIVE EXHAUST
NOISE
a
b
c
d
Possible Cause
Leaks at pipe joints.
Burned or blown out muffler.
Burned or rusted out exhaust pipe.
Exhaust pipe leaking at manifold
flange.
Correction
a
b
c
d
Tighten clamps at leaking joints.
Replace muffler assembly.
Replace exhaust pipe.
Install a new gasket and tighten ex
haust pipe flange nuts to 35 footpounds.
e Exhaust manifold cracked or broken.
e Replace manifold.
f Leak between manifold and cylinder f Tighten manifold to cylinder block
block.
nuts to 30 foot-pounds.
LEAKING EXHAUST
GASES
a Leaks at pipe joints.
a Tighten clamps at leaking joints.
b Damaged or improperly installed b Replace gaskets as necessary.
gaskets.
c Restriction in muffler or tail pipe.
c Remove restriction, if possible or re
place as necessary.
ENGINE HARD TO
WARM UP OR WILL
NOT RETURN TO
NORMAL IDLE
a Heat control valve frozen in open
position.
NOISE IN MANIFOLD
a Thermostat broken.
a Replace thermostat.
b Weak, broken or missing anti-rattle b Replace spring.
spring.
MANIFOLD HEAT
CONTROL VALVE
a Thermostat broken.
a Replace thermostat.
b Broken, weak or missing anti-rattle b Replace spring.
spring.
RATIL
E
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a Free up manifold heat control valve
vent nut a suitable solvent.
--
11-2
EXHAUST:
%v7
TAIL PIPE
PIPE
/
STATION
WAGON
MUFFLER-REAR
CASKET
SUPPORT
SUPPORT
PIPE
VIEW IN CIRCLE A
U-BOLT
WASHER
NUT
VIEW IN CIRCLE B
NK947A
Fig. I-Exhaust System-Single Chrysler Newport, 300 and New Yorker
_,____.-SUPPORT
PIPE
U-NUT’
PLATE
BOLT
CLAMP
SCREW
VIEW IN CIRCLE B
BOLT
CKET
ER
PLATE
U-BOLT
I PIPE
SUPPORT
VIEW IN CIRCLE A
Fig. 2-Exhaust System-Dual Chrysler Newport,
MyMopar.com
WASHER
300 and New Yorker
NUT
NN135A
-EXHAUST
PLAIN WASHER
FLANGE
11-3
SUPPORT
---
SADDLE
EXHAUST PIPE
VIEW IN CIRCLE B
IN CIRCLE A
U-BOLT MUST BE POSITIONED TO
PROVIDE MINIMUM CLEARANCE AS
SHOWN BY ARROWS
TAIL
BALL JOINT
CONNECTION
BOLT
GASKET
U-BOLT
NUT
EXHAUST
PIPE
WASHER
VIEW IN CIRCLE C
NUT
Fig. 3-Exhaust System-Single Imperial Sedan
IN CIRCLE B
MyMopar.com
Fig. 4-Exhaust System-Dual Imperial Convertible
NN134
11-4
EXHAUST
SERVICE PROCEDURES
EXHAUST PIPES, MUFFLERS, TAIL PIPES
Removal
1 Raise vehicle on a hoist and lubricate clamp
nuts and bolts with penetrating oil to loosen rust and
corrosion.
2 Remove clamps from exhaust pipe, muffler and
tail pipe.
3 Disconnect ball joint connection in exhaust
pipes.
4 Disconnect exhaust pipe at exhaust manifolds
and remove exhaust pipe.
5 Remove muffler, extension pipe and tail pipe
assembly. If only the muffler is to be replaced, cut the
extension at the muffler with a hack saw or cutter. It
is not necessary to remove the exhaust pipe. The re
placement muffler can be installed, using a clamp at
the front of the muffler.
Installation
1 Connect exhaust pipe to manifolds, using new
gaskets. Tighten nuts to 35 foot-pounds.
2 Adjust support heights for proper alignment.
3 Tighten "U" bolt nuts to 100 inch-pounds.
4 Tighten support clamp screws to 95 inchpounds.
5 Align system at ball joint connection and
tighten flange bolts to 20 foot-pounds. The inner sur
faces of the flanges should be parallel to each other
and perpendicular to the pipe axis.
6 Adjust converter housing bracket, so that it is
flat against converter housing and in proper contact
with pipe tab. Tighten screw to 15 foot-pounds.
INTAKE MANIFOLD
Refer to "Engine" Group 9 for removal and instal
lation of intake manifold.
With manifold removed, clean and inspect it as
follows:
Servking
1 Clean manifold in solvent. Blow dry with com
pressed air.
2 Inspect exhaust crossover passages and pres
sure test for leakage into any of the intake passages
Fig. 5.
3 Inspect mating surfaces for parallelism.
4 Use new gaskets when installing manifold.
5
7
CARBURETOR
MOUNTING FLANGE
Fig. S-Intake Manifold All Models
MyMopar.com
-EXHAUST
11-5
EXHAUST MANIFOLD
Removal
1 Disconnect spark pLug cables from spark plugs.
2 Remove alternator from right cylinder head.
3 Disconnect exhaust pipe at exhaust manifold
flanges.
4 Remove nuts that hold exhaust manifolds to cyl
inder heads.
5 Slide manifolds off studs and away from cyliir
der heads.
Cleaning and Inspection
I Clean exhaust manifolds in solvent. Blow dry
with compressed air.
2 Inspect manifolds for cracks and distortion.
3 On right hand manifold test manifold heat con
trol valve for free operation. if necessary to free up,
apply a suitable manifold heat control valve solvent to
both ends of valve shaft Be sure mamfold is COOL
and solvent allowed to soak a few minutes to dissolve
deposits. Then, work valve hack and forth until it
turns freely. A suitable solvent is available under Part
Number 1879318, Manifold Heat Control Valve
Solvent.
Installation
If studs came ou with Ihe nuts Install law studs,
ant. If this
nay develop
at the studs.
I Install manifolds on cylinder heads. No gaskets
are required. Tighten stud puts to 30 foot-pounds.
2 Connect exhaust pipe at exhaust manifolds.
Tighten nuts to 35 foot-pounds.
3 Install alternator on right hand cylinder head
and adjust belt tension.
4 Connect spark plug cables to spark plugs.
applying sealer or. tile coarse thread
precaution Is not taken, water leaks
N N205
Fig. 6_14.nt
MyMopar.com
Contra’ Valve ClItyser 383
440 Cu. In. Engines
and
vent is available under Part Number 1070318, Mani
fold Heat Control Valve Solvent.
Removal
The counteni,eight and the thermostat, on Chrysler
Models, being located on opposite ends of the valve
shaft, can be serviced individually without the neces
sity for complete disassembly.
Counterweiglit-Removal_.Chrysler Models
1 Remove counterweight and hamper from outer
end of valve shaft by loosening clamp bolt Fig. 7.
Thermostat-Removal_qchrysler Models
I
To remove thermostat en inner end of valve
MANIFOLD HEAT CONTROL VALVE All Models
Servicing
Operation of the manifold heat control valve Figs.
and II should be inspected periodically. With en
gine idling, accelerate momentarily to wide open throt
tIe. The counterweight, on Chrysler models, should
respond by moving counter clock’aise approximately
½ inch and return to its original position. On Inipe
na! engines, thc counterweight should move a similar
distance in a clockwise direction, If no movemcnt is
obsen’ed, the shaft is binding due to aceuniiilation of
deposits or the thermostat is weak or broken.
The application of a suitable manifold heat control
valve solvent, every six months, to both ends of the
manifold heat control valve shaft at the hnshings, wifi
keep the valve working freely. The solvent should be
applied when the engine is COOL and allowed to soak
a fev minutes to dissolve the deposits. Then, work the
valve bank and forth until it turns freely. Such a sot-
Manifold
_ANThRArTLE SPRING
RETAINfl
‘THFPMOSTAT
EXHAUST tkN[FOLD
.-srop PN
-VALVE SHAFT
*NW
Ru MVR
COU NT[RWFIONT
ClAMP BOLT
N N 51
Fig. 7-Heot Manifo’d Control VoW. Clinisler 333
ond 440 Cu. in. fllgines
11-6
EXHAUST
MN 207
EUMPER
/
Fig. S-installing Thermo.tat Chrysler 383 and 440
Cu. In. Engines
shaft, first remove anti-rattle spring Fig. 7.
2 Unhook thermostat from stop pin and slide
from valve shaft.
Cleaning and Ins pntion-j’C hr yskm Models
Move valve shaft hack arid forth and test operation.
If the shaft is binding in the manifdd, apply a suit
able manifold heat control valve solvent to dLcsnlve
the deposits, as outlined on page 5.
If fabric on bumper is worn, install a new bumper.
Tbermostat_lnstollation-Chrysle. Models
1 Be sure shaft retamer is in place on inner end
of valve shaft. Then, tuni valve shaft in the extreme
clockwise positton.
2 Install a new thermostat In slot in inner end of
shaft Fig. 8 with outer end of thermostat in upper
left hand position, as viewed from right hand side of
engine. Press inner end of therniostat into shaft and
seat firmly.
3 Wn outer end of thermostat clockwise, as
viewed from right hand side of engine, and engage
over stop pin.
4 Install anti-nttle spring on end of stop pin and
end of valve shaft. Make sure it does not interfere
with thermostat Fig. 0.
CLAMP COLT
NH20 9
Fig. lO-ln.talIln Cor,iflereeeight Chrysler 383 and
440 Cu. In. Engines
Ccunterwaight.lnstahlation_
Chrysler Models
U Be sure shaft retainer is in place on outer end
of valve shaft.
2 install counterweight and bumper en outer end
of valve shaft. The bumper should be located on the
right hand side of the hub section of the counter
weight and on the left hand side of the stop pin Fig.
to.
3 Tighten clamp bolt to 50 inchpouuds with C
8SO Torque Wrench. Test operation of valve for
freedom of movement.
Counterweight and Thermostat-Removal
Imperial Models
1 Loosen counterweight clamp bolt Fig. 11 and
remove counterweight, lock and bumper from end of
shaft.
2 Unhook thermostat from pin and remove by
sliding out of valve shaft slot
3 If valve shaft is binding in manifold, apply
Manifold Heat Control Valve Solvent, Part Number
1879313, or equivalent, and allow to soak a few
minutes to dissolve the deposits. Then, work shaft
back and forth until it turns freely.
EXHAUST MANIFOLD
/
COuNTwrlGr.T
THliMOSTAT
PIN
.-
0
bOLT
Fl. 9-Thermostat installed Chrysler 383 und 440
Cu. In. Engines
MyMopar.com
LOCK
Fig.
ANTl
tflE
SPRING
flETAINERS
I-Manifold Meat Control Valve
amp.r;al Models
Kt234 B
EXHAUST
11.1
EXHAUST MANIFOLD
INSTALLED pOsrnoN
/
N
rREE POSmON
THERMO5TAT
VALVE
KR7355
rig. 12-Positioning the Thermostat
ln,periai Mcdels
Fig.
13_.instaillng the Caunterw.islIt
imp.rial Models
Thermostat and Coontenvelght-lnstollation
Imperial Models
1 Position shaft in extreme counterclockwise
position.
2 Place a new thermostat in shaft slot with outer
end of thermostat facing downward on left hand side
Fig. 12. Wrap cuter end of thermostat counter
clockwise and engage it under pin.
3 Place counterweight on shaft with shield in
upper position and insert leek in shaft slot Fig. 13.
4 Center counterweight on shalt and turn valve
clockwise until bumper passes pin.
5 Press counterweight on shaft until it is seated.
Tighten clamp bolt to 50 inch-pounds, using 0-3380
Torque Wrench.
6 Make sure anti-rattle spring on opposite end of
shaft is in place. Test operation of valve.
MANIFOLD HEAT CONTROL VALVE
REPLACEMENT
Removal
1 Remove alternator.
2 Remove exhaust pipe from manifold.
3 Remove exhaust manifold from enne.
4 Remove counterweight, thermostat, shaft re
tainers and anti-rattle spring.
5 Cut valve plate off shaft.
6 Remove shaft and press bushings from the
manifold.
Installation
II lnslaU new bushings in exhaust manifold.
2 Install shaft in manifold and check shaft far
Ireedom of movement. If shaft fails to turn freely, it
will be necessary to hone the bushing. to shaft size.
3 Pull shaft out far enough to position the valve
plate on the shaft, then slide shaft into position n
both bushings.
4 Align hole in valve plate with hole in shaft and
inscrt a drift into both holes to maintain correct posh
tioning of valve plate as it is being welded to shaft.
SI Remove drift from valve plate and shaft.
0 Install new thermostat, ants-rattle sprint shaft
retainers and counterweight assembly on shaft.
7 Install manifold on engine assembly.
3 Attach axhaust pipe to manifold, using a new
gasket where required.
9 Install alternator and adjust belt tension.
10 Start engine and test operation of manifold
heat control valve assembly.
Sen’king
Test the manifold heat control valve for proper op
eration during engine tune-up and apply a suitable
manifold heat control valve solvent to both ends of
valve shaft as outlined on page 5.
TIGHTENING REFERENCE
Converter Housing Bracket Screw
Exhaust Manitold Nuts
Exhaust Pipe U-Bolt Nuts
Exhaust Pipe Ba I loint Bolts
Exhaust
Pipe Flange Bolt Nuts
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.
.
POUNDS
POUNDS
FOOT INCH
FOOT INCH
15
30
150
24
35
Heat Control Valve Counterweight Clamp
Bolt Nut
Rear Muffler Support to Underbody Bolts.
Support Clamp Screws
Tail Pipe Support to Underbody Potts
-
eo
2W
95
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GROUP 16
PROPELLER SHAFT AND UNIVERSAL JOINTS
CONTENTS
CROSS AND ROLLER UNIVERSAL JOINTS.
GENERAL INFORMATION
PROPELLER SHAFT ANGULARITY
SERVICE DIAGNOSIS
Page
5
1
1
1
SPECIFICATIONS
TWO-PIECE PROPELLER SHAFTAND
UNIVERSAL JOINTS
TIGHTENING REFERENCE
Page
10
6
11
GENERAL INFORMATION
All Chrysler Newport, 300 and New Yorker models
with automatic transmission are equipped with a propeller shaft that incorporates an internally splined
sliding yoke with inertia ring. A single cross and
roller universal joint is used at both front and rear.
The sliding splined front yoke slides fore and aft on
the transmission output shaft to compensate for the
movement of the axle. A bellows type rubber seal
provided with a nylon ring which fits over the sliding
yoke is used in the opening of the extension housing
to exclude road splash and other foreign material
Fig. 1.
Newport models equipped with manual 3-speed
transmission use a solid propeller shaft with sliding
spline yoke and cross and roller universal joints at
both front and rear Fig. 2.
The universal joints and sliding spline are perma
nently lubricated. The universal joints should be inspected, every time the car is serviced, for external
seal leakage. The universal joints need not be disas
sembled or relubricated unless seal leakage is
observed. If the cross and roller universal joints are
disassembled and inspected for any reason they
should be repacked with Universal Joint Grease NLGI
grade 0 before reassembly.
SERVICE DIAGNOSIS
Condition
PROPELLER SHAFT
VIBRATION
UNIVERSAL JOINT
NOISE
Possible Cause
Correction
a Undercoating or other foreign matter Ca Clean exterior of shaft and wash with
on shaft.
solvent.
b Loose universal joint flange bolts.
b Tighten bolt nuts to specified torque.
Cc Loose or bent universal joint flange.
Cc Install new flange. Tighten to specifi
cations.
Cd Improper drive line angularity.
d Correct angularity. See "Propeller
Shaft Angularity."
Ce Rear spring center bolt not in seat.
Ce Loosen spring U-bolts, reseat center
bolt and tighten U-bolts to specified
torque.
Cf Worn universal joint bearings or miss f Recondition universal joint
ing rollers.
g Propeller shaft damaged bent tube Cg Install new propeller shaft
or out of balance.
h Broken rear spring.
ii Replace rear spring.
Ci Rear springs not matched.
i Install correct spring.
a Propeller shaft flange
loose.
b Lack of lubrication.
bolts nuts a Tighten nuts to specified torque.
b Recondition universal joint
SERVICE PROCEDURES
PROPELLER SHAFT ANGULARITY
The increased emphasis on the need for a quiet,
smooth operating drive line in all cars require that
the universal joint angles be maintained within ac
ceptable tolerances. Propeller shaft and rear axle
housing angularity may be measured by using the
Propeller Shaft Angularity Tool C-3976 Fig. 3. This
tool makes it possible to check the angularity at the
engine and differential and carrier.
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All joint angle measurements on the vehicle should
be made with the car supported by the tires if possi
ble; such as, on an alignment pit or a platform hoist.
A two post hoist may be used where other means are
not available. The vehicle should be approximately
level when taking angle measurements with any
heavy items removed from the luggage compartment
or passenger compartment. The fuel tank should be
full or the equivalent weight simulated.
16-2
PROPELLER SHAFT AND UNIVERSAL JOINTS
E!TAINEP
AND FOLLERS
SEAL
SEAL
0-
RETAINER
V
7
CROSS
SLIDING
RETAINER
SEAL
SEAL
--
SKEW S
AND ROLLF5
gUSHING
AND ROLLERS
_RErALNER
Fig. -C,oss and Roller Universal Joint with ln.flM
Wben using a twin post hoist, the vehicle must be
supported by the lower control arms and rear axle
housing. DO NOT USE A FRAME CONTACT HOIST
WHEN MEASURING PROPELLER SHAFT ANGU
LARITY,
RiIIg-F,..I#
FRONT UNIVERSAL JOINTANGLE
1 Attach engthe adapter SP-5046 to gauge SP-5%Q.
2 Position gauge or kit side of engine so that
adapter pins contact flat surface of engine on pan
flange adjacent to verticM wall of the oil pan flg. 4.
SEAL
SHAFT
SEAL
ER
/
FLANGE
_____RETAINFR
&JSMING
ETAINER
RETAPNER
WASHa
RETAINER
8
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BUSH ‘NO
XSn A
flg. 2-Cross ned RoII.r Universal Joint-Rear_MI Model.
PROPELLER SHAFT AND UNIVERSAL JOINTS
18-3
ADAPTER IENGINEI
SF- 50
GAUGE I5P-50dO
ADA P1! IO1FFRE NTFAL
SR--B
ADAPTER M TSP I AL
5P-53
NN1 20
Fig. 3-Propeller Slloft Angularity Tool C.3976
Fig. 5-Meosoelng Front Uninrwl Joint Angle
gauge must be held vertical as shown with
arrow on gauge SP-5060 poiDting toward the front or
is actually smaller than that specified and does not
need correcting. If bubble in spirit level Is found to be
rearward of the acceptable range, the angle is too
large, and must be corrected. To reduce front un
veNal joint angle! install a flat shim between the
transmission extension housing and rear engine
mount Fig. Ot. Flat shims ½ inch in thickness are
required to move the bubble in spirit level one
graduation.
7 To install shim, loosen bolts in rear mount to
transmission extension housing.
8 Raise transmission sufficiently using a floor
stand and block of wood beneath transmission oil pan.
Igi Install ½" shim, lower transmission, remoyc
floor stand and tighten bolts in rear mount to trans
mission extension housing to spedificalions.
10 Recheck front joint angle, starting with step
1 of !predure
CAUTlON If a great amount of shimming is required
at the transmission extension rear mount, make sure
extension housing and inertia dampner an propeller
shaft will not make contect with floor pan Or make
interference with seat belt mounting bolts.
The
car
3 Adjust position of bubble in spirit level in ac
cordance with the listing for appropriate car model as
shown in Chart Fig. 10.
4 Remove engine adapter SP-604 and gauge SP
5060 from flange adjacent to the vertical wall of oil
pan and separate the gauge from engine adapter.
5 With gauge SP-5060 adjusted for the correct
engine angle reference, position gauge 32-5060
squarely and firmly along underside of the propeller
shaft Fig. 5 Make sure Veeway is in alignment and
that both adapter pins are contacting propeller shaft.
Be sure arrow on gauge is pointing toward the front
of car.
0 Observe position of bubble in spirit levcl and
compare the position with that shown on Chart Fig
10 mr front joint angle. A normal joint angle will
cause bubble to position itself within the acceptable
range. If bubble is found to be slightly forward of the
acceptable tolerance range, this means that the angle
Fig. 4-Adjusting Gouge on Engine Front Joint
Angle Reference
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Fig. 6-Slum Locotion Front Ilniv.rsol Joint
Angle Correction
16.4
PROPELLER SHAFT AND UNIVERSAL JOINTS
Fig. 7-Adjusting Gouge on Diffnrentiol
?Renr Joint Angle Reference
REAR UNIVERSAL JOINT ANGLE
1 Remove pinion bumper plate from differential
and carrier housing and position gauge SP-5060 on
the machined pads with locating pin in rear bolt hole
Fig. 7. The arrow on gauge should point toward the
front of car.
2 Adjust position of bubble in spirit level in ac
cordance with the Usting for appropriate car model as
shown in Chart Fig. 10.
3 Remove gauge SP-5060 from differential and
carrier assembly and position it squarely and firmly
along underside off propeller shaft Fig. 8. Make sure
Veeway is in alignment and that both adapter pins are
contacting shaft. Be sure arrow on gauge is pointing
toward the front of car.
4 Observe position of bubble in spirit level and
compare the position with that shown on Chart Fig.
10 for rear joint angle. A normal joint angle will
cause tho bubblc to position itself within the accept
able range.
5 II bubble in spi ru level is found outside the ac
ceptable range indicated on Chart Fig. 10! you vll
Fig. 8-Measuring pear Universol Joint Angle
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Fig. 9-fope,ed Wedge Locotion Rear
Joint Angle Correction
Universal
have to install a wedge type shim between both rear
springs and the axle housing path to bring position of
bubble within the acceptable range.
To make sure shUns are installed properly, remem
ber this rule. If bubble is too far forward, insert shim
with thick end toward front of car. if bubble is too far
to rear, the nose of differentiat is too high, so thick
end of shim goes toward rear of car Fig. 9. A 1
shim will move bubble in spirit level about 3 gradua
tions forward or rearward depending on which way
the thick end is installed.
Presently, there are a number of makes of wedge
type shims available commercially. Always make sore
shims you use are made of steel and are the same
width as the springs on the car. Chrysla’ Parts Divi
sion has made available steel shims in varying angles
of ½, 1, r, and 3 making it possible with these
combinations to set the rear universal joint angle
within½- ofaperfect angle.
61 To install shims, loosen spring U" bolt nuts
and install shims between rear springs and axle hous
ing spring pads.
7 Tighten spring Tj’ bolt nuts to proper specifi
cations.
8 Recheck rear universal joint angle after instal
lation of wedge type shim, to make sure position of
bubble in spirit level is within the acceptable range.
10i Reinstall rebound bumper and plate assembly
on differential carrier, tighten screws to 200 inchpounds.
CAUTION: Under no circumstances should a shim
pack be used thet is over ¾ inch thick at the center.
If thet much sliimmin2 is required, look for a possible
broken rear spring, mnislocated spring seat, etc.
PROPELLER SHAFT
Removal-Rear Joint All Models
t
Remove both rear universal joint roller and
PROPELLER SHAFT AND UNIVERSAL JOINTS
UNIVERSAL JOINT
16-5
ANGULARITY MEASUREMENT AND CORRECTION CHART
FRONT JOINT ANGLE
ADJUST POSITION OF BUBBLE WITH
GAUGE AT ENGINE OIL PAN FLANGE.
CAR TYPE AND WHEELBASE
CHRYSLER
EXCEPT STATION WAGON 124" W.B.
-FRONT OF CAR
"‘
ACCEPTABLE REGION
ANGLE LOW
ANGLE HIGH
i-*
I
‘Ill
Jill
-
/
.
9 ‘‘I
.
---FRONT OF CAR
ADD SHIMS AT ENGINE REAR MOUNT
¼" FOR EACH GAUGE DIVISION
TO REDUCE FRONT JOINT ANGLE.
CORRECT LOW ANGLES ONLY IF FLOOR
PAN INTERFERENCE IS ENCOUNTERED.
CORRECTION PROCEDURE
FRONT OF CAR
‘
CHRYSLER
STATION WAGON 121" W.B.
FINAL READING ON PROPELLER SHAFT
ALL MODELS
REAR JOINT ANGLE
ADJUST POSITION OF BUBBLE WITH
GAUGE ON DIFFERENTIAL CARRIER.
ACCEPTABLE REGION
ANGLE HIGH
ANGLE LOW
/ wIt’I
sf[’L_!..’__..’-.e
I"I
‘
FRONT OF CAR
ADD SHIMS AT REAR AXLE HOUSING
SPRING SEATS. 1° WEDGE SHIM MOVES
BUBBLE 3 TO 4 GAUGE DIVISIONS. TO
REDUCE ANGLE, INSTALL THICK END OF
WEDGE TO FRONT OF CAR.
NN219
Fig. JO-Universal Joint Angularity Reference Chart
bushing assembly clamps from drive pinion flange
Fig. 2.
Do not disturb the retaining strap used to hold
the bushing assemblies on the universal joint cross.
CAUTION: Do not allow propeller shaft to drop or
hang loose from either joint during removal. Wire up
or otherwise support the loose end of shaft to prevent
damage to loint.
Front Joint All Models with Sliding Front
Yoke
1 Slide propeller shaft with the front yoke from
the transmission output shaft Fig. 11. Be careful not
to damage splines on output shaft or yoke. Examine
sliding yoke seal for evidence of leakage. If no leak
age is evident, do not disturb the seal. If necessary to
replace the seal, refer to Transmission Group, 21.
CAUTION: It is important to protect the machined
surface of the sliding yoke from damage after propeller shaft has been removed.
Installation
Front Joint All Models with Sliding Front
Yoke
1 Before installing propeller shaft clean old lubri
cant from splines of slip spline yoke Fig. 1.
Lubricate with approximately one-third ounce of an
Automotive Multi-Purpose Grease, NLGI grade 2.
Multi-Mileage Lubricant Part Number 2525035 is
suitable for this application. Spread evenly over all
the splined area of yoke.
2 Engage the yoke splines on end of output shaft,
being careful not to burr the splines Fig. 11.
Rear Joint All Models
OUTPUT SHAFT
FRONT YOKE
INERTIA YOKE
1 Install rear universal joint cross roller bushings
in the seats of pinion yoke. Install bushing clamps and
attaching screws Fig. 2. Tighten screws to 170 inchpounds.
CROSS AND ROLLER UNIVERSAL JOINT
Disassembly
1 Before disassembling universal loint, mark
yoke, cross and bushings to facilitate reassembly if
inspection discloses parts are serviceable.
BUSHING
Fig. TI-Front Universal Joint Sliding Yoke
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NK5ÔS
2 Remove the four bushing retainers from the
yoke Figs. 1 and 2. Press one roller and bushing out
of yoke by pressing opposite bushing.
3 Press out remaining roller and bushing assem
bly by pressing on end of cross.
16-6
PROPELLER SHAFT AND UNIVERSAL JOINTS
14 Remove cross assembly from yoke. Do not re
nave se& retain.r from cross. The cross and re
tainers are serviced as an asseinblv
Cleaning
and Inspection
U Clean all parts in a suitable solvent and dry
with compressed Mi-. Examine bearing surfaces of
cross. They should be smooth arid free from ripples
and pits If bearing surfaces or seal retainers are
damaged, replace cross assembly,
2 Examine rollers in bushings. Rollers that have
operated
on a worn cross should be replaced. Rollers
should have a uniformly good appearance and roll
freely
inside bushings
Assembly
Lubricate roller and bushing assemblies with
Univcrsal Joint Grease, NLGT Grade a Also. fifi
reservoirs in the ends of the cross,
2 Place cross in propeller shaft yoke, observing
ideotification marks made at disassembly. Install
roller and bushing assemblies in yoke, matching
identifying marks
3] Press both bushing assemblies into yoke while
guiding cross into bushings. Press until bushing re
tainers can be installed in grooves in bushings.
4 Position remaining two bushing assemblies on
cross, Install retainer strap to hold bushings On cross
during installation of shaft on pinion flange. Lightly
tap outer ends of bushings while rotating cross to be
sure cross and bushings operate freely.
TWO-PIECE PROPELLER SHAFT AND UNIVERSAL JOINTS
IMPERIAL MODELS
GENERAL INFORMATION
The Imperial two-piece propeller shaft has a single
cross and roller universal joint at the front end Fig
12 and constant velocity cross and roller universal
joints at the center and rear end Figs. 13 and 141.
The shaft is supported by a ball bcaring and bracket
located forward of the center joint. The bracket
height is non-adjustabla
Centering ball and socket arrangcmcnts are incor
porated in the center and rear r.onstant velocity joints
tFigs 15 and 16. The centering balls being located
between the yokes of each joint maintain thc relatlve
position of the two joints. Tile centering ha] Is cause
each of the two joints to operate through exactly
one-half of the complete angle between the two joints.
when the vehicle is in motion, the shaft yoke on
the center joint is free to slide fore and aft inside the
splines of the front shaft.
The joints and centering
ball and sockets are
era nently lubricated. They should be inspected for
external leakage whenever the vehicle is serviced
The joints should not be relubricated unless leakage
is observet Refer to Paragraph *Propelier Shaft" for
servicing instructions.
SERVICE PROCEDURES
PROPELLER SHAFTANGULARITY
PROPELLER SHAFT
Rem oval
Due to the constant velocity universal joints being
able to operate through greater angles, thus elimin
ating most driveline disturbances, resulting from
excess angularity, it wilt not be necessary to check
and adjust the operating angles.
1 Remove screws and lockwashers attaching cross
and roller bushing clamps to transmission yoke Fig.
Ia Disengage front universal joint cross and roller
Fig. ‘3-Free, Universal Joint-Single Crass Type
Imp.ri ii! Model.
Fig. Ia-Center UnherseI Joint-Constant
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bushings from yoke.
Velocity Type imperial Models
PROPELLER SHAFT AND UNIVERSAL JOINTS
16-7
CENTER YOKE
CENTER SOCKET
YOKE ASSSMBLY
Fig. Id-Rear Universal Joint-Constant Velocity Type
Inaperiel Models
CENTER YOKE
REAR SHAFT
BALL STUD
-J
Fig. 16-Rear JointC.nt,r}ng Ball Atveng.m.ut
Imperial Models
universal joint to rear axle pinion yoke Fig. 14. Support rear end of shaft.
3 Remove bolts, nuts and washers attaching
center bearing bracket to frame crossmember
Fig. 13.
4 Remove propeller shaft as an assembly towaM
rear of vehicle.
Installation
SHAFT YOKE
CENTERING BALL AND SOCKET
Fig. IS-Center Joint Centering Eall Arrangement
Tie up or otiierwi5a support front end f propeller sheft to prevent dan,iging ce.iter loint.
21 Remove stud nuts and washers attaching rear
STAt t,SSE .vB L V
c’NTrlNG ASSEMBLY
/
/
1 Insert forward section of propeller shaft over
frame crossnieniber and connect rear universal joint
to pinion yoke. Install stud nuts and washers. Tighten
nuts to 300 inch-pound&
2 Connect front uffiversal joiot to transmission
output shaft yoke. Install cross and roller hushing
clamps, bolts, and washers. Tighten bolts to 170
inch-pounds.
:NEP SOCFT YOKE SNAFF
ASSEMBLY //
/,f..,
SEATI Nc’ ASSEMBLY
Fig. I 7-Propeller Shaft end Universal Jointa-Constant Velocity Type
Imperial Models
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NKFO57
16-B
PROPELLER SHAFT AND UNIVERSAL JOINTS
ArLY PPF.SSUTE
SHA;T
,/CeNTER YOKE
RECEIVER
.:.NFKI&52
Fig. 20-Disengaging Center Yoke from Shaft
{4 Press bearing assemblies from yokes in follow
3 Position center bearing bracket on frame
crossmember and align wfth bolt holes. Install bolts,
nuts and washers and t*hten nuts to 35 foot-pounds.
ing nmnnor: Use a short lengTh of round bar stock ¾
inch in diameter, or a ¾ inch socket as a remover. As
a receiver on the opposite bearing, use a short length
of pipe or a socket with an inside diameter of not less
than 1-1/16 inch. Clamp the joint with remover and
receiver in a vise Fig. 18 and press one of the rear
yoke bearings approximately ¾ inch out of yoke.
CENTER UNIVERSALJOINT
drive yoke from bearing, using a brass drift Fig. 19.
Fig. I 8-Pressing searing from Center Yoke
5 Securely clamp the exposed bearing in ise and
Mark all parts for easy identification at resssm
bly before disassenthling joint.
Disassembly
1 Straighten staked areas of center bearing lock
nut lockwasher Fig. 17 and unscrew loclmut from
front propeller shaft.
2 Slide front shaft from rear shaft.
3 Remove snap rings securing roller bearing as
semblies in center socket yoke shaft and ceiiter yoke
bores Fig. 17.
CAUTIONt If loints are heavily coated with rust or
bearin1 bores be
for.attempting to pzs out the bearings.
corrosion, apply penetrating nil in
Apply only light blows on drift.
6 UsIng same procedure, press exposed end of
cross to force bearing on opposite end approximately
¾ inch out of yoke. Remove bearing from yoke, using
bnss drift as previously deseribed.
7 With propeller shaft firmly held in vise, press
in on yoke shaft and work center joint off crass
Fig. 20.
CAIJTIOIt Be careful to avoid damaging cross seals
and center stud yoke slinger.
8 Remove remaining set of bearings from propel
ler shaft yoke.
BEAR INC ASSEMBLY
CENTERiNG ASSEMBLY
CENThR YOKE,...
/
BRASS ORIFT
SHAFT YOKE
MX! 063
Fig. 21-Removing Centering gall end
Fig.
9-Removing Searing from Center Yoke
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Socket Assembjy
PROPELLER SHAFT AND UNIVERSAL JOINTS
9 Remove cross from propeller shaft yoke. Re
move centering stud spring from propeller shaft
Fig. 17.
10 Remove four roller bearing assemblies to
separate yoke shaft from center yoke, as previously
described.
CENTERING BALL AND SOCKET ASSEMBLY
1 Carefully pry centering ball seal assembly from
yoke shaft Fig. 17.
2 Remove seal and bearing rollers from centering
3 Fill cavity behind centering ball and inside the
ball with Automotive Multi-Purpose Grease, NLGI
grade 2. Multi-Mileage Lubricant Part Number
2525035 is suitable for this application.
4 Insert a rod, slightly smaller than the inside
diameter of the centering ball, into the ball and strike
it sharply with a hammer Fig. 21. The hydraulic
force applied by initial hammer blow will force the
ball and retainer assembly from yoke.
Cleaning and Inspection
1 Clean all parts in a suitable solvent and blow
dry.
2 Carefully examine all parts for excessive wear
or damage. Discard parts that are not serviceable.
Examine bearing races for grooves and ridges. Rollers
that have been operating in damaged races should not
be reused. Examine seals on cross assemblies for
damage. Seals are not serviced separately. They are
included in the cross assembly. Replace with parts
contained in replacement packages. All parts in the
package should be used. If propeller shaft is damaged
or the center stud yoke slinger is bent out of shape,
replace the shaft assembly to be assured of a balanced
assembly.
Assembly
1 Position centering assembly in yoke shaft with
large diameter hole up and press it firmly into its
seat.
2 Apply a film of Automotive MultiPurpose E.P.
Grease, NLGI grade 2 on the inside surface of center
ing ball. Install rollers 34 required. Install centering
stud seal in ball.
3 Install centering ball seal assembly on yoke and
press firmly in place.
4 Coat inside surfaces of bearing races with
Automotive Multi-Purpose E.P. Grease, NLGI grade 2,
and install rollers 32 are required. Also, pack reser
voirs in ends of cross with same lubricant.
5 Place cross in shaft yoke. Insert one bearing
assembly in bearing bore of shaft yoke. Using bar
stock or socket used as a remover when disassembling
joint, press bearing into bore, at same time guiding
cross into bearing. Press bearing into yoke approxi
mately 3/16 inch or far enough to install snap ring.
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16-9
Install snap ring. Reverse position of yoke and install
bearing and snap ring in opposite bore in same
manner.
6 Place center yoke on cross installed in shaft
yoke. Install the two bearings and snap rings in yoke,
as previously described.
7 Install cross assembly and two bearing assem
blies in propeller shaft yoke, in same manner as pre
viously described. Install snap rings.
8 Install centering stud spring on centering stud,
large end first. Apply a film of Automotive Multi
Purpose E,P. Grease, NLGI grade 2 on stud.
9 Position center universal joint on cross in pro
peller shaft, guiding centering ball on centering stud,
applying pressure at same time. Work center yoke
over cross, being careful not to damage cross seals.
10 Install two bearing assemblies in rear bores of
center yoke, as previously described. Install snap
rings.
11 Coat splines of center socket yoke shaft with
approximately one-ounce of Automotive Multi-Purpose
E.P. Grease, NLGI grade 0.
12 Slide yoke shaft splines into splines of front
propeller shaft, aligning index clip on yoke spline
with wide spline in propeller shaft.
13 Turn locknut with seal and split washer on end
of front propeller shaft. Tighten nut to 65 footpounds.
FRONT UNIVERSAL JOINT
Before disassembling joint, mark all parts for easy
identification at reassembly.
Disassembly
1 Slide two transmission yoke bearing assemblies
from cross Fig. 17.
2 Remove snap rings securing two bearing as
semblies in propeller shaft yoke Fig. 17.
3 Remove two bearing assemblies from yoke as
described in Center Universal Joint, Disassembly.
Cleaning and Inspection
1 Clean all the parts in a suitable solvent. Care
fully examine bearing surfaces on cross for grooves
and ridges. Replace unserviceable parts. Rollers that
have been operating on a grooved cross should not be
reused.
Assembly
1 Coat inside surfaces of bearing races with Uni
versal Joint Grease, NLGI grade 0, and install rollers
32 are required. Also, pack reservoirs in ends of
cross with same lubricant.
2 Place cross in propeller shaft yoke. Start one
bearing in yoke. Clamp the propeller shaft in vise
with round bar stock or socket and press bearing into
yoke approximately 3/16 inch or far enough to install
snap ring, as described in Center Universal Joint,
Assembly. Install snap ring.
16-10
PROPELLER SHAFT AND UNIVERSAL JOINTS
3 Change position of shaft and install second
bearing in yoke. Install snap ring.
REAR UNIVERSAL JOINT
described in Center Universal Joint, Cleaning and
Inspection.
Assembly
Before disassembly joint mark all parts for easy
identification at reassembly.
Disassembly
1 Remove snap rings securing two bearing as
semblies in rear bores of center yoke Fig. 17. Re
move bearings as described in Center Universal Joint,
Disassembly.
2 Remove cross and center socket yoke as an as
sembly. Remove centering stud spring from stud.
Slide bearings and cross from socket yoke assembly.
3 Remove centering bearing and socket assembly
from yoke, as described in Centering Ball and Socket
Assembly.
4 Remove four remaining bearing assemblies
from center yoke and propeller shaft yoke, as pre
viously described.
Cleaning and Inspection
1 Clean all parts in a suitable solvent and blow
dry.
2 Carefully examine all parts for serviceability as
1 Coat inside surfaces of bearing races with
Automotive Multi-Purpose E.P. Grease, NLGI grade 2,
and install rollers 32 are required. Also, pack reser
voirs in ends of crosses with same lubricant.
2 Install cross in propeller shaft yoke and install
two bearing assemblies, as described in Center Uni
versal Joint, Assembly. Install snap rings.
3 Position center yoke over cross in propeller
shaft yoke. Install two bearings in front bores of yoke.
Install snap rings.
4 Apply film of Automotive Multi-Purpose E.P.
Grease, NLGI grade 2, on centering stud.
5 Install cross and center socket yoke as an as
sembly in center yoke. Guide centering ball on stud at
same time engaging cross ends in yoke bores.
6 Apply pressure to center of cross to align the
end of cross in the yoke bore. Start one bearing in
yoke and press into place, as previously outlined. In
stall snap ring. Change position of joint in vise and
install remaining bearing in the center yoke. Install
snap ring.
SPECIFICATIONS
MODEL APPLICATION
PROPELLER SHAFT
Type
*LENGTH INCHES
Manual Transmission 3-Speed-except station wagon
Automatic Transmission-except station wagon
station wagon
DIAMETER-INCHES
Axle Ratio
Manual Transmission 3-Speed
383 Cu: In Engine-except station wagon
Automatic Transmission
383 Cu. In. Engine-except station wagon
station wagon
440 Cu In. Engine-except station wagon
single exhaust
dual exhaust
UNIVERSAL JOINTS
Type-Front
Rear
NEWPORT
300
NEW YORKER
Tubular
Tubular
Tubular
58.17
58.17
56.17
58.17
58.17
58.17
58.17
2.76
2.94
3.23
3.25
3.25 I
3.00 I
3.25 I
3.00 Cl
3.25 I
3.25 I
3.00 I
3.25 I
3.25 I
-
Sliding spline cross and roller
Cross and roller
*From Centerline of front yoke bearing bores to centerline of rear bearing bores.
MyMopar.com
I Inertia
ring at front joint of propeller shaft
PROPELLER SHAFT AND UNIVERSAL JOINTS
MODEL APPLICATION
16-11
IMPERIAL
PROPELLER SHAFT
LENGTH-INCHES
Front shaft-Cross centerline to end of shaft
Rear shaft-End of spline to rear cross centerline
Tubular
26.59
40.81
DIAMETER-INCHES
Front Shaft
Rear Shaft
2.25
3.00
UNIVERSAL JOINTS
Front
Center
Rear
Cross and Roller
Constant Velocity
Constant Velocity
TIGHTENING REFERENCE
POUNDS
FOOT
INCH
Front-Transmission Flange Clamp Screw
Rear-Pinion Flange Clamp Screw
Rear-Pinion Yoke Stud Nuts
Center Bearing Bracket Bolt Nuts
Pinion Bumper Plate Screw
Rear Spring "U" Bolt Nuts
..
35
. .
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45
170
170
300
200
GROUP 17
SHOCK ABSORBERS AND REAR SPRINGS
CONTENTS
Page
REAR SPRINGS
SHOCK ABSORBERS
3
1
.
Page
SPECIFICATIONS
TIGHTENING REFERENCE
4
4
GENERAL INFORMATION
The rear springs are of the semi-elliptic type with
rubber bushings in the "eye" of each end of the main
leaf.
The ends of the springs are attached to mounting
brackets bolted to the body. The rear ends of the
springs are attached to the body by flat plate shackles
Station Wagons, use offset plates with rubber shack
le bushings. The springs are attached to the rear axle
housing spring seats by "U" bolts.
Zinc Interleaves-Zinc Interleaves are used be
tween the spring leaves for heavy duty suspension
equipped vehicles to help increase spring life. Zinc
interleaves are flat pieces of zinc or metal to help
reduce corrosion.
Double acting "Oriflow" shock absorbers are used
with rubber mounting bushings at each end of the
shock absorber.
Shock absorbers should only be replaced when
they have lost their resistance in one or both direc
tions, if they DRIP or if they have been damaged.
EVIDENCE OF OIL MOISTURE IS NOT CAUSE TO
REPLACE THEM. REPLACE ONLY THE FAULTY
UNIT, DO NOT REPLACE IN PAIRS.
SERVICE DIAGNOSIS
Condition
SPRINGS SAG OR
BOTTOM
Possible Cause
a Springs sagged or taken set
b Broken, bent or weak spring leaves.
SPRING NOISE
a Loose "U" bolts.
b Loose or worn shackle bushings.
c Worn or missing interliners.
SPRING BREAKAGE
a Loose "U" bolts.
Correction
a Replace spring.
b Replace main leaf, or spring as neces
sary.
a Tighten "U" bolt nuts 45 foot-pounds.
b Replace bushings. Tighten shackle
bolt nuts 35 foot-pounds.
c Install new interliners.
b Shock absorber inoperative.
a Replace spring. Inspect "U" bolts for
damage. Tighten "U" bolt nuts 45
foot-pounds.
b Replace spring and shock absorber.
SHOCK ABSORBER
NOISY
a Bushings excessively worn.
b Faulty internal valve.
c Loose bolt or stud.
a Replace bushings.
b Replace shock absorber.
c Tighten to specifications.
SHOCK ABSORBER
DRIPPING OIL
a Faulty seal.
a Replace shock absorber.
SERVICE PROCEDURES
SHOCK ABSORBERS
FRONT REPLACEMENT
Removal
1 Remove nut and washer from upper end of
shock absorber piston rod Fig. 1.
2 Compress shock absorber by pushing the rod
through shock absorber bushing.
3 Remove lower mounting bolt and remove shock
absorber.
4 If upper bushing appears worn, damaged or
deteriorated remove it by first pressing out the inner
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stud sleeve, then prying-out or cutting-out the rubber
bushing. This bushing takes some permanent set so
that once removed it should be replaced.
5 If lower bushing is to be replaced, remove it
from the shock absorber using Tool C-3553 to press
on the outer sleeve of bushing, Fig. 2. Pressing on
inner sleeve will not remove the outer sleeve from
the shock absorber.
Installation
1 To aid installation of upper bushing, dip bush
ing in water, start it into frame opening with a twist-
11-2
SPRINGS AND SHOCK ABSORBERS
frame. Slide the upper cup washer concave side
down over piston rod and down onto bushing, install
nut finger tight.
7 Position lower end of shock absorber in mount
ing bracket on lower control arm, and install retaining
bolt, lockwasher, and nut. Tighten nut to 50 footpounds. While holding the piston rod, tighten piston
rod nut to 25 foot-pounds.
NUT
WASHERS
BUSH ING
REAR SHOCK ABSORBER REPLACEMENT
Removal
1 Remove nuts and washers from shock absorber
upper mounting bolts and lower mounting studs
Fig. 3.
2 Remove upper mounting bolt and shock ab
sorber assembly.
3 Inspect bushing for deterioration, damage, or
wear. Install new bushings if necessary. Test and
bleed shock absorber.
NUT
Installation
1 Position shock absorber on mounting studs and
install remaining cupped washers and nuts. Do not
NK542
Fig. I-Front Shock Absorber
ing motion, then press or tap it into place. When
installed properly, the groove in bushing will index
with opening in shock absorber tower.
2 Install steel sleeve in bushing.
3 Using Tool C-3553, press lower bushing into
shock absorber eye until it is centered. Always press
against outer steel sleeve to avoid damage to as
sembly.
4 Bleed and test shock absorber, then compress
to its shortest length.
5 Install lower cup washer concave side up on
rod and into position.
6 Hold shock absorber in the instafled position in
tighten.
2 Install upper mounting bolt through shock ab
sorber eye and frame member, and install retaining
nut.
3 Tighten upper bolt nut 70 foot-pounds and
lower stud nut 50 foot-pounds with full weight of
vehicle on the wheels.
TESTING
1 With shock absorber removed from vehicle, ex
tend shock absorber fully in an upright position.
2 Inspect for evidence of fluid running from up
per end of reservoir. Actual leakage will be a stream
of fluid running down the side and dripping off
lower end of unit. A slight amount of seepage is not
NUTt
TT
BOLT
TOOL
‘U
801T.
NUT
NK540
KP7
Fig. 2-Replacing Shock Absorber Bushing
MyMopar.com
Fig. 3-Rear Shock Absorber
SPRINGS AND SHOCK ABSORBERS
unusual and does not affect performance.
3 To test for low fluid level or air trapped in
cylinder, hold shock absorber in a vertical position
and alternately extend and compress the unit. There
should be no lost motion in either direction.
4 Should lost motion be evident, hold shock ab
sorber in its normal vertical position and fully extend
5 Invert unit and compress it. Do not extend the
unit while inverted.
6 Repeat steps 4 and 5 several times to expel any
air trapped in cylinder.
7 Should lost motion persist, replace shock ab
sorber. Repeat operation 4 and 5 prior to installation
of a new shock absorber. New shock absorbers may
have a greater resistance than an old one due to
friction of the new seal.
REAR SPRINGS
MEASURING SPRING HEIGHT
When measuring rear spring heights, vehicle
should be placed on a level floor, have the correct
front suspension height on both sides, correct tire
pressures, no passenger or luggage compartment
load and a full tank of fuel.
1 Jounce car several times front bumper first.
Release the bumpers at the same point in each cycle.
2 Measure shortest distance from highest point
on the underside of rear axle bumper strap at rear of
bumper to top of axle housing.
3 Measure both right and left sides.
If these measurements vary by more than ¾ inch
side to side, it is an indication that one of the rear
springs may need replacing. It is normal for rear
springs to show some reverse arch, even with no
load, so appearance alone should not be the reason
for spring replacement.
PIVOT BUSHING REPLACEMENT
Removal of old bushing and installation of new
bushing is performed in one operation, using Tool
C-3709 Fig. 4.
1 On bolt SP-3178, position bearing washer SP
92, thrust bearing SP-332, bushing adaptor SP-3 179
flat side of adaptor next to washer, spring leaf bush
ing and remove adaptor SP-3 180.
2 Insert bolt SP-3 178 through bushing to be re
moved.
3 Install adaptor SP-3242 on bolt SP-3178. The
slot in adaptor SP-3242 should be visible to aid in
correct positioning of bushing as it is being installed.
4 Tighten bolt SP-3178 to remove old bushing
and install new bushing. Remove tool after new bush
ing has
been correctly positioned.
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SP-92
SP-3179
SP-3180
BUSHING
11-3
SP-3242
-
SPRING
---‘1
SP-3178
NY 204
Fig. 4-Pivot Bushing Replacement
LEAF SPRING INTERLINERS
Removal
1 Raise rear end of vehicle until shock absorbers
are fully extended.
2 Remove alignment clips from spring.
3 Separate spring leaves with a tapered pry bar
or screwdriver and remove interliners.
Installation
1 With leaves separated, be sure spring leaf area
where the interliner makes contact, is clean and
smooth.
2 Insert interliner between spring leaves until
fasteners are aligned with the holes.
3 Force the fastener into the hole in spring leaf.
4 Position aligning clip and tighten retainer nut.
Do not lubricate rear springs. The interliners act as
the friction control and receive no lubrication.
ZINC INTERLEAF Fig. 5
1 Remove rear spring.
2 Remove center bolt from spring and separate
the leaves.
3 Install zinc interleaves between spring leaves
and install centerbolt.
4 Tighten center bolt 10 foot-pounds.
64x 171
Fig. 5-Zinc Interleaf
451032
11-4
SPRINGS AND SHOCK ABSORBERS
SPRING REPLACEMENT
Removal
1 With car body frame supported on floor stands
ind jack pressure under axle housing, disconnect
shock absorber.
2 Lower jack until it supports only the weight of
axle housing and remove the rear spring rear shackle
Fig. 6.
3 Loosen rear spring pivot bolt nut. The nut
should be backed off until it is retained on pivot bolt
by two or three threads.
4 Remove pivot bolt nut and using a suitable tool
force pivot bolt out of the spring.
5 Remove spring "U" bolts and spring.
Installation
1 Position springs in their respective front hang
ers and install pivot bolts and nuts finger tight only.
2 Install spring shackles and nuts.
3 Install spring "U" bolts and nuts.
4 Tighten spring U.bolt nuts 45 foot-pounds.
5 Connect shock absorbers.
6 Remove vehicle floor stands and with the vehi
cle weight on the wheels, tighten pivot bolt to 125
foot-pounds and shackle bolt nuts 35 foot-pounds.
7 Measure car curb height whenever a rear
spring or shackle has been replaced.
NUT
BUSHING
STATION
WAGON
BUSHING
BUSHING
SCREW
NK536
Fig. 6-Rear Spring Assembly
SPECIFICATIONS
NEWPORT
REAR SPRINGS
Type
NUMBER OF LEAVES
Std
5½
6½ *
6½
Heavy Duty
Town and Country Standard
Heavy Duty*
Police & Taxi
WIDTH inches
LENGTH inches
MOUNTING
Front
Rear
*Zinc Interleaf used between all leaves.
SHOCK ABSORBERS
Type
Mounting
6½*
300
NEW YORKER
Semi-Elliptic
6½
6½*
6½*
6½*
2.50
62
62
IMPERIAL
6
6½
6½*
7
6½
6½*
6½*
2.50
62
60
Rubber Bushing
Shackle, Rubber Bushing
Oriflow
Rubber Bushing
TIGHTENING REFERENCE
FOOT POUNDS
REAR SPRINGS
Center Bolt Nut
Front Hanger Nut
Pivot Bolt or Nut
Rear Hanger
Shackle Nut
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FOOT POUNDS
"U" Bolt Nut
SHOCK ABSORBERS
Front Lower Bolt Nut
Upper Shaft Nut
Rear Lower Stud Nut
Upper Bolt Nut
50
25
50
70
3129
GROUP 19
STEERING
CONTENTS
Page
MANUAL STEERING GEAR
POWER STEERING GEAR
POWER STEERING PUMP
.
1
7
22
SPECIFICATIONS
TIGHTENING REFERENCE
Page
29
30
MANUAL STEERING GEAR
INDEX
Page
2
7
6
3
Adjustments
Cross Shaft Oil Seat
Gear Installation
Gear Reconditioning
GENERAL INFORMATION
The manual steering gear Fig. 1 is designed to
provide easy steering with a minimum of friction in
the steering gear. A ball nut travels up or down on
the wormshaft, riding on recirculating balls acting as
a screw thread.
The wormshaft and ball nut assembly is supported
in the gear housing by an adjustable ball thrust type
upper and lower bearing. The lower bearing cup is
Page
Gear Removal
General Information
Service Diagnosis
Specifications
pressed into the gear housing, and the upper bearing
cup is pressed into the wormshaft bearing adjuster.
The cross shaft is integral with the sector gear. The
sector gear meshes with the rackteeth on the re
circulating ball nut. Adjustment at this point is con
trolled by the cross shaft adjusting screw which ex
tends through the housing cover.
SERVICE DIAGNOSIS
Condition
HARD STEERING
Possible Cause
a Low or uneven tire pressure.
b
c
d
e
PULL TO ONE SIDE
Tendency of the Vehicle
to veer in one direction
only
b
d
Ce
f
g
Ch
i
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a Inflate tires to recommended pres
sures.
Insufficient lubricant in the steering b Lubricate as necessary.
gear housing or in steering linkage.
Steering gear shaft adjusted too tight. c Adjust according to instructions.
Front wheels out of line.
d Align the wheels. See "Front Sus
pension."
Steering column misaligned.
"Steering
Column-Manual
e See
Transmission."
a Incorrect tire pressure.
Cc
WHEEL TRAMP
Excessive Vertical
Motion of Wheeis
Correction
a Inflate tires to recommended pres
sures.
Wheel bearings improperly adjusted.
b See "Front Wheel Bearing Adjust
ment."
Dragging brakes.
Cc Inspect for weak, or broken brake shoe
spring, binding pedal.
Improper caster and camber.
d See "Front Wheel Alignment."
Incorrect toe-in.
Ce See ‘Front Wheel Alignment"
Grease, dirt oil or brake fluid on f Inspect, replace and adjust as nec
brake linings.
essary.
Front and rear wheels out of align- g Align the front wheels. See Front
ment.
Suspension."
Broken or sagging rear springs.
h Replace rear springs.
Bent suspension parts.
Ci Replace parts necessary.
a Incorrect tire pressure.
Ca Inflate tires to recommended pres
sures.
b Improper balance of wheels, tires b Balance as necessary. See "Wheels
and brake drums.
and Tires."
Cc Loose tie rod ends or steering con Cc Inspect and repair as necessary.
nections.
Cd Worn or inoperative shock absorbers. d Replace shock absorbers as neces
sa ry.
19-2
STEERING-MANUAL.
PcssibIe Cause
Conection
Steering
gear
shaft
ton
loose
a
Replace
worn
parts and adjust ac
a
adiusted
cording to iristuctions.
or badly worn.
b Steering linkage loose or worn.
b Replace worn parts. See Front
Wheel Alignment’
Cc Front wheel bearings improperly cI Adjust according to ‘nsfruct’ons.
adjusted.
d Steering arm loose on steering gear d Inspect for damage to the gear shaft
shaft.
and steering arm, replace parts as
necessary.
e Steering gear housEng attaching bolts e Tighten aftaching bolts to sped
ticatons.
loose.
f Steering arms loose at steering If Tighten according to specifications.
knuckles.
gi Worn ball joints.
g Replace the bal F joints as necessary.
See Front Suspension.’
C-
£XCESSIVE PLAY OR
LODSENESS IN THE
STE ER IN 6 WH EE I
SERVICE PROCEDURES
Adjustments
Two adjustments are provided in the steering gear
Fig. 2. The worm-bearing pre-load adjustment, and
the hail nut rack sector gear mesh adjustment.
Before correct adjustment can be made at ball nut
rack and sector gear, it must be determined that
worm bearing pre-load is properly adjusted.
The worm-bearing pre-load adjustment is controlled
by the worm thrust bearing adjuster which threads
into the housing at the upper end of the wormshaft.
Worm Sewing Pre-Lood
I Disconnect steering gear arm from cross shaft
with Tool >3646 Fig. 3.
2 Remove horn button or horn ring.
3 Loosen cross shaft adjusting screw lock nut, and
STEERING
SIqAFT
back out adjusting screw approxilnateh, two turns.
This wm relieve any friction load which may be
present at closely meshed ball nut net and settor
gear teeth.
4 mm steering wheel two complete turns from
straight ahead positton, and place torque wrench Tool
C-3300 on steering shaft nut.
5 Rotate steering shaft at east one tern toward
straight ahead position, while testing rotating torque
with torque wrench.
The tonpie required to keep wheel moving should
be between l4 and 4½ inch-pounds. If realing is not
within these limits, adjustment can be made rn or
out of vehicle as follows:
a Loosen adjuster lock nut.
b Use adjuster wrench from Tool C-3884 set and
FILL!R PlUG
olE_CAST
/
ALuMINUM HOUSING
CROSS SfrIArr
ADJUSTMENT
RFA
/
RINGS
UNIIIERGAL
CoUPL’NG.
CROSS SHAFT
GEAR cLEkRAPCE,/
DJUsTING SCREW
WORM
SIEAFT
RECIRCULATINGLL
hUT
CROSS
ShAFT
S1x458
Fig. l-Ste.ring
MyMopar.com
G.o
Cross SeetI.a
‘I. 2_.Gr Adjustment
Locations
MANUAL-STEERING
turn adjuster clockwise to increase preload, or
counterclockwise to decrease pro-load.
c While holding adjuster from turning, tighten
lock nut securely. Retest worm bearing pie-load.
Boil Nut Rack and Sector Mesh
The cross shaft adjusting screw, located in housing
cover, raises or owen the shaft to provide proper
mesh load between tapered teeth of sector gear and
tapered teeth of ball nut. This adluitment can be
accurately made oniy after proper worry, bearins pm
load has been established.
1 Turn steering wheel gently from one stop all
way to other, carefully counting number of turns
Turn steering wheel back exactly half way, to center
position.
2 Turn cross shalt adjusting screw clockwise to
take out all lash between ball nut rack and sector
gear teeth, then tighten adjusting screw lock nut to
35 foot-pounds.
3 Turn steering wheel about ¼ thin away from
center or high spot" position. Using torque wrench
Tool 03280, at steering wheel nut, measure torque
required to rotate steering wheel through high spot at
center position. The reading should be between 8¼
and 11¼ inch-pounds. This represents total of worm
shaft bearing pre-load and ball nut rack and sector
gear mesh load. Readjust cross shaft adjustment
screw if necessary, to obtain proper torque readi,ig.
4 After adjustments have been completed, place
front wheels in a straight ahead position, and with
steering gear and steering wheel centered, install
steering arm on cross shaft.
5 Tighten steering arm retaining nut to 120 footpounds.
Gear Removal
The manual steering 9nr can - removed without
removing the steering column assembly.
1 Remove Steering arm retaining nut. Remove
-
STEERING
OEfl
19-3
arm with Tool 0-3846 Fig. 3.
2 Remove pin from coupling clamp at upper end
of steering gear wormshaft.
3 To provide sufficient clearance at coupling,
loosen column jacket to instrument panel clamp bolts
sufficient to disengage tab on clamp from slot in
column jacket. Slide column assembly up far enough
to disengage coupling from wonnshaft.
CAUTION: Care is required to avoid scratching col
umn jacket when sliding it up and dawn in damp
assarm b I as.
It is not necessary to disconnect the shift linkage on
models equipped with manual transmission, or to re
mcve floor plate to floor pan bolts when removing
steering gear. If floor plate bolts are loosened, it will
be necessary to realign steering column when rein
stalling gear.
4 Remove three steering gear housing mounting
bolts and remove steeting gear from under vehicle.
Gear Reconditioning
Thoroughly clean entire outside surface of steering
gear before disassembly to avoid contaminating
wormshaft and ball nut assembly with dirt or grit.
1 Attach steering gear to holding fixture, Tool
0-3323 and install holding fixture in a vise Fig. 2.
2 Loosen cross shaft adjusting screw lock nut, and
back out screw about two turns to relieve load caused
by close mesh between ball nut rack and sector gear
teeth. Remove cross shaft seal as outlined ml ‘Cross
Shaft Oil Seal Replacement"
3 Position steering wormshaft in straightahearl
position.
4 Remove bolts from cross shaft cover and slowly
remove cross shaft while sliding arbor Tool 0-3786
into housing Fig. 4.
5 Remove lock nut from cross shaft adjusting
screw and remove screw from cover by turning screw
clockwise.
8 Slide adjustment screw and shim out of slot in
end of cross shaft.
7 Loosen wormshaft bearing adjuster lock nut
with a soft drift and remove the lock nut. Hold wormshaft from turning while unscrmsing adjuster, using
wrench from Tool Set C-SB4 FIg. 5.
STEERING
ARM.
CROSS
SHAFT
TOOL C-37A6
TOOL
NY 1212
Fig. 3-Remnvh.g Steerhig Gear Arm
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N K456
Fig. 4-Removing
Cross Shof*
-4
STEERING-MANUAL
N
FR ES S
RAM
CROSS SHAFT
55 AS INC
TOOL
N
Fly. 5-Removing Worm Shaft Adjuster
8 Slide worm shaft adjuster off shaft.
CAUTION: The adlu.t.r most be handled carefully to
avoid damage to aluminum threads.
Be careful that bell nut does riot run down to either
end of worrnshaft. The ball guid. ends can be dam
aged if ball nut. allowed to rotate until stopped at
end of worm.
9 Carefully remove worm and ball nut assembly
Fig. 8.
The bali nut and wormshaft are serviced as an
assembly only, and are not to be dIsassembled. Do not
remove or disturb ball return guides. Place ball nut
and wormsf,aft assembly in a clean place.
It Remove cross shaft needle bearing by placing
steering gear housing in an arbor press; insert Tool
0-3780 in lower end of housing FIg. 7 and press both
bearings through housIng. The cross shaft cover as
aefTibly. Including a needle bearing or bushing. Is
Fig. 7-Removing Cross Shaft Inner and
Outer Booming.
serviced as an assembly.
11 Remove wonnshaft oil seal from wormshafl
bearing adjuster by inserting a blunt punch behind
seal and tap alternately on each side of seal until seal
is driven out of adjuster.
12 Remove wormshaft spacer and upper bearing
cup in same manner. However, this must be done
carefully to avoid cocking bearing cup and distorting
adjuster counterbore.
TOOL C-26S
WORMSHAFT AND
BALL NUT
ASS EMSLY
-_...
NK4SZ
Fig. 6-Removing Worm Shaft and Boll Nut Assembly
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Hg. B-Removing Lower Bearing Cup
-MANUAL--STEERING
13 Remove lower cup if replacement is necessary
by positioning locking head jaws of remover Tool
0-3060 Fig. 8 behind bearing cup and expanding re
mover head by pressing down on center plunger of
tool. Withdraw bearing cup by turning remover screw
nut in a clocktse direction while holding center
screw.
14 Wash all parts in dean solvent and dry with
compressed air.
19-5
ARBOR PRESS
TODL C.3a65
15 Test operation of ball nut assembly on wormshaft. If ball nut does not travel smoothly and freely
on wormshaft and there is roughness or binding, as
sembly must be replaced.
16 Extreme care is necessary when handling
aluminum worm bearing adjuster to avoid damaging
threads. It is equally Important to avoid damagIng
mating threads in gear housing. The wormshaft ad
juster must never be screwed into housing without
lubrication, or when threads are dirty or damaged.
these precautIons must he taken to avoid ‘picking
up" threads and ruinIng housing and/or wormshaft
heaiing adjuster.
17 inspect cross shaft for wear and check fit of
shaft in housing bearings. Inspect fit of shaft pilot in
its housing bearing in cover. Make sure wormshaft
has not been bent or otherwise damaged.
10 The cross shaft and wonushaft oil seals should
be replaced when unit is reconditioned.
It Install cross shaft outer needle bearing by
placing bearing on end of Tool 0-3333 with adapter
ring. Press bearing into hoasing to ½ inch below end
of bore to provide space for oil seal.
20 Install inner needle bearing by placing bearing
on Tool 0-3333 Fig. 9. Press bearing into inside end
of housing bore flush with inside end of bore surface.
21 Install wormshaft bearing nips, position bear
ing cup and spacer into adjuster nut, and press them
in place with Tool 0-3365 Figs. 10 and 11.
22 Tnstall wormshaft oil seal by positioning seal in
worinshaft adjuster with lip of seal up. Drive seal into
place x*th a suitable sleeve so it Is slightly below end
NK4O
Fig. lO-InsteIlIng Wornishoft Lower SearIng Cup
of bore In adjuster.
23 Apply a coating of steering gear lubricant to
all moving parts during assembly, also place lubricant
on and around oil seal lips.
24 Clamp holding fixture and housing in a vise
with hearing adjuster openmgupward.
25 PJaco a thnist bearing in the lower cup in
housing.
20 Hold bali nut from turning FIg. 0, and insert
worTnshaft and ball nut assembly into housing with
end of worm resting in thrust bearing.
27 Place upper thrust bearing on wormshaft.
Thcroughly lubricate threads on adjuster and
threads in housing.
20 Pince a protective sleeve of plastic tape over
wormshaft splines so splines do not damage seal. Slide
adjuster assembly over shaft.
29 Thread adjuster into steering housing, and
PRESS RAA
BARLNG CUP
INSTALLER
ARBOR PRESS
WORISHAn
BEARFNG
ADJUSTER
TOOL C.3333
NK458
Fig. 9-Pressing meet Searing Into Housing
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Fig
Il-Installing Wormhaft Upper BarIng Cup
19-B
STEERING-MANUAL
with Tool wrench 0-3084 and splined nut set, tighten
adjuster to 50 foot-pounds whIle rotating wonnshaft.
This is done to effectively seat bearings.
30 Loosen adjuster so no bearing preload exists.
Then, using torque wrench Tool 0-3380, adjust wormshaft bearing preload from 1½ to 4½ inch-pounds.
31 After adjusting preload. tighten bearing ad
juster lock nut, and retest to be sure preload remains
between 1½ and 4½ inch-pounds.
32 Before installing cross sbaft, pack wormshaft
cavities iii housing above and below ball nut with
steerIng gear lubricant- Use steering gear lubricant
whenever possible, but if not available, a good grade
of multi-purpose lubricant may be used- Do not use
gear oil. When gear is properly packed with steering
gear lubricant it will contain eleven fluid ounces of
lubricant, and level of lubricant will be at top of
worm.
33 Slide cmss shaft adjusting screw and shIm into
slot in end of shaft
34 rest end clearance Fig. 12. The screw must
be free to turn with zero to .004 inch end play. Three
different thickness shims arc available to obtain
specified clearance.
35 Start cross shaft and adjuster screw into bear
ing in housing cover. Using a screw driver through
hole in cover, turn screw counterclockwise to pull
shaft into cover.
26 Install adjusting screw lock nut, but do not
lighten at this time.
87 Rotate wormshaft to centralize hall nut.
38 Place new cover gasket on housing cover.
39 Carefully install cross shaft and cover assem
bly into steering gear housing rig. 4.
The cross shaft and sector teeth should be coated
with steering gear lubricant before installing cross
shaft in housing.
40 Make certain some lash exists between cross
shaft sector teeth and bali nut rack. Install and
tighten cover bolts to 25 foot-pounds.
GEAR INSTALLATION
HOUS4NG
loot
Fig.
13-k.moving
Cress Shall Oil Seal
where column coupling will clear end of wormshaft to
permit installation of steering gear. Make sure damp
is in place on steering shaft coupling.
2 Position steeiing gear underneath vehicle and
install three mounting bolts.
3 Tighten mounting bolts to 80 foot-pounds.
4 With master serration on wormshaft, ahgne
with notch mark on coupling housing, slide steering
column assembly down far enough to engage column
coupling with wormsl,aft.
Align groove on steering column coupling c1th
groove in wormshaft and install coupling pin.
0 Install coupling pin.
7 While jacket clamp bolts are loose, position
jacket assembly so steering shaft coupling is centered
at midpoint of its travel.
The coupling travel midpoint can be determined by
a 3/10" diameter gauge hole which is provided in
steering shaft.
The coupling is centered in its travel when dimen
sion from top of coupling to center of gauge hole, is
13/16 inch.
a After centering couplIng, tighten column jacket
to instrument panel clampbolts toOS inch-pounds. On
vehielas quipped with manual transmission and ton
csnlric shift llnkage It will be necessary to re.dust
length of 1st end reverse shift rod and 2nd and 3rd
1 Slide steering column assembly upward to
ADJUSTING SCREW
NYIflI A
Fig. 12-Measuring Cross Shaft MIusting
Screw hid Clearantt
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Fig- 14-lnstalhing Cross Shaft
Oil Seal
POWER-STEERING
shift rod after steering column assembly has been
secured in position. See "Manual Transmission Link.
age Adjustments" Group 21.
9 Turn steering gear and steering wheel to mid
point of its travel.
10 Place front wheels in straight ahead position
so master serrations in steering gear arm align, with
those on steering cross shaft.
11 Install steering gear arm, lock washer and nut
on cross shaft and tighten nut to 120 foot-pounds.
12 After steering gear has been completely in
stalled, test steering wheel to be sure it is centered in
straight ahead position. If it is found to be off center
with wheels straight ahead, adjust tie rods to center
the wheel. See Group 2, "Front Suspension."
CROSS SHAFT OIL SEAL REPLACEMENT
The cross shaft oil seal may be replaced by the
following procedure either on the bench, or without
removing
steering gear from vehicle.
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CAUTION: When replacing oil seal in vehicle, clean
19-1
the exposed portion of cross shaft to help prolong oil
seal life.
Use Tool C-3880 to service cross shaft seal. The tool
consists of adapter SP-3056; half rings SP-1932 and
nut SP-3610.
1 Slide threaded adapter over end of cross shaft
and install nut portion of tool on shaft. Fig. 13.
Maintain pressure on adapter with tool nut while
screwing adapter into seal until it grips oil seal firmly.
Place two half rings and retainer over both portions
of tool. Turn tool nut counterclockwise to withdraw
seal from housing.
2 Place seal onto splines on cross shaft with lip of
seal facing gear housing.
3 Place installing adapter SP-3052 from Tool C3880 against seal. Press seal in until a gap of ¼ inch
exists between adapter and housings Fig. 14.
4 Place nut down from Tool Set C-3880 on cross
shaft, and turn it down against adapter, pressing seal
into housing until step on adapter contacts end of
housing.
7
POWER STEERING GEAR
INDEX
Page
General Information
Service Diagnosis
Service in Vehicle
Gear Shaft Adjustment
Gear Shaft Oil Seal Replace
Valve Body Recondition
.
9
9
11
9
GENERAL INFORMATION
The power steering gear Figs. 1 and 2 consists of a
gear housing containing a gear shaft with sector gear,
a power piston with gear teeth broached into the side
of the piston which is in constant mesh with the gear
shaft sector, and a wormshaft connecting the steering
wheel to the power piston through a U-joint type
coupling. The wormshaft is geared to the piston
Service Out of Vehicle
Final Tests and Adjustments
Gear Reconditioning
Installation
Removal
Worm Shaft Oil Seal Replace
Page
12
19
12
20
12
21
through recirculating ball contact. The steering valve,
mounted on top of the steering gear, directs the flow
of fluid in the system.
Fluid is supplied to the steering gear, by an engine
driven constant displacement slipper type pump
through a pressure hose. Oil is returned to the pump
reservoir from the steering gear through a return
hose.
SERVICE DIAGNOSIS
Condition
HARD STEERING
Possible Cause
c
d
Ce
f
g
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a Inflate tires to recommended pres
sures.
Low oil level in pump reservoir usu ID See "Fluid Level," Power Steering
Pump.
ally accompanied by pump noise.
Loose pump belt.
Cc See "Group 7-Cooling."
Improper caster and camber.
d See "Front Wheel Alignment," Front
Suspension Group 2.
Power steering output low.
Ce Perform the "Pump Pressure and
Flow Tests."
f Repair and lubricate as necessary.
Steering linkage binding.
g Adjust or repair as follows:
Steering gear malfunctions.
1. See "Gear Shaft Adjustment."
1. Gear shaft adjustment too tight
2.
Remove steering gear, repair as
damaged
valve
lever.
2. Faulty or
necessary.
3. Inspect for leakage at the lower
3. External leakage.
sector shaft oil seal; the sector shaft
cover "0" ring.
a Tires not properly inflated.
b
Correction
19-8
STEERING-POWER
Condition
Possible Cause
4. Excessive internal leakage.
POOR RECOVERY
FROM TURNS
Correction
4. Remove steering gear and repair
as necessary.
a Tires not properly inflated.
ID
Cc
Cd
Ce
f
a Inflate tires to recommended pres
sures.
Steering linkage binding.
b Repair and lubricate as necessary.
Improper wheel alignment.
Cc See "Front Wheel Alignment," Front
Suspension, Group 2.
Damaged steering tubebearing.
Cd Remove jacket tube and replace bear
ings.
Steering wheel column jacket and Ce See "Gear Installation."
steering nut improperly aligned.
Steering gear malfunctions.
f Adjust or repair as follows:
1. Improper gear shaft adjustment.
1. See "Gear Shaft Adjustment."
2. Column support spanner nut
2. Remove steering gear, disassemble,
loose.
inspect and reassemble as outlined
in this section.
3. Damaged valve lever!
3. Remove steering gear and repair as
necessary.
4. Improper worm thrust bearing
4. Remove steering gear, disassemble,
adjustment.
inspect and reassemble. See "Gear
Reconditioning."
5. Worn or damaged cylinder head
5. See "Steering Gear Removal, Dis
worm seal ring or faulty worm
assembly and Inspection," replace
piston ring.
parts as necessary. See "Gear Re
conditioning."
6. Burrs or nicks in the reaction ring
5. Remove steering gear and repair
grooves in the cylinder head or col
as necessary.
umn support.
7. Dirt or chips in the steering gear
unit.
CAR LEADS TO EITHER
SIDE
EXCESSIVE STEERING
WHEEL FREE-PLAY
LACK OF ASSIST
One Direction
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7. Remove steering gear, disassemble
completely, clean in a clean solvent,
inspect and make repairs as nec
essa ry.
8. Replace worm and piston assembly.
See "Gear Reconditioning."
8. Rough or catchy worm in the piston
assembly.
a Inflate tires to recommended pres
a Tires not properly inflated.
sures; See "Wheels and Tires."
Cb See "Front Suspension, Front Wheel
b Improper wheel alignment
Alignment," Group 2.
Cc If vehicle leads to the left, move the
c Valve body out of adjustment.
steering valve housing down on the
steering housing. If vehicle leads to
the right, move the steering valve
housing up on the steering housing.
Cd Remove steering gear and replace
Cd Valve lever damaged.
or repair as necessary.
e Remove steering gear and repair as
Ce Column support spanner nut loose.
necessary.
f Center coupling. Refer to "Gear In
f Coupling not centered.
sta I lati on."
a See "Gear Shaft-Adjustment"
b Remove the steering gear, disassem
ble, inspect, and reassemble.
Cc Improper worm thrust bearing adjust c Remove the steering gear, disassem
ble, inspect and reassemble, See
ment.
"Gear Reconditioning."
Cd Inspect wormshaft splines for wear.
Cd Coupling loose on the worm shaft.
a Oil leaking past worm shaft oil seal a Remove steering gear, disassemble,
inspect and replace the parts as
ring.
necessary.
b See "Gear Reconditioning."
b Broken or worn ring on worm piston.
Cc Replace the worm and piston asCc Piston end plug loose.
sembly.
Ca Improper gear shaft adjustment
b Column support spanner nut loose.
POWER-STEERING
Condition
Possible Cause
Correction
Cd Reaction seal missing.
LACK OF ASSIST
Both Directions
Ca Pump belt slipping.
Cb Pump output low.
TEMPORARY
INCREASES IN EFFORT
WHEN TURNING
STEERING WHEEL
TO THE RIGHT OR LEFT
Ca
Cb
Cc
Cd
Ce
Cf
19-9
d Remove the steering gear and repair
as necessary.
a See "Pump Belt Adjustment," Group 7.
b Perform the "Pump Pressure and
Flow Tests," also refer to correction
Ce in Diagnosis under "Hard Steer
ing."
Cc Broken or worn ring on worm piston Cc See "Gear Reconditioning."
Cd Piston end plug loose.
Cd Replace the worm and piston as
sembly.
Ce Internal leakage in the steering gear Ce Replace the steering gear valve body
assembly.
valve body.
Oil level low in pump reservoir.
Loose pump belts.
Oil on pump belt
Binding steering linkage.
Engine idle too slow.
Air in the system.
g Power steering pump output low.
h Gear malfunction.
a
b
Cc
Cd
Ce
Cf
See "Fluid Level."
See "Group 7-Cooling."
Replace the belt and adjust.
Lubricate and repair as necessary.
See "Fuel Specifications," Group 14.
Work the steering wheel from right to
left until the air is expelled.
g See Diagnosis "Hard Steering" cor
rection Ce.
Ch Adjust and repair as outlined under
"Hard Steering-condition and cor
rection g.
Ca Buzzing noise in neutral and stops a Noisy pump, make pressure test and
repair as necessary. Damaged hydrau
when the steering wheel is turned.
lic lines or interference of the hoses
with components attached to the
fender shield. Air in system; work
steering wheel from right to left
until the air is expelled.
N 015 ES
Cb Chucking noise. Cause as follows:
1. Improper gear shaft adjustment.
2. Improper worm shaft thrust bear
ing adjustment.
3. Coupling loose on the worm shaft
Cb Correct as follows:
1. See "Gear Shaft Adjustment."
2. Remove steering gear, disassemble,
inspect and reassemble.
3. Inspect worm shaft splines for
wear. Inspect coupling bolt for tight
ness, if loose, replace bolt and inspect
wormshaft and coupling.
4. Worm and piston assembly.
4. Replace worm and piston assembly.
Cc Metallic clatter or tapping noise.
Cc Replace back pressure valve cushion.
Cd Knocking condition at the bracket Cd Rubber stop worn or missing from
stop when the engine is running.
pump bracket.
Ce Loose pump belt
Ce See Group 7.
SERVICE PROCEDURE
SERVICE
IN
VEHICLE
Gear Shaft Adjustment
1 Disconnect center link from steering gear arm.
2 Start engine and run at idle speed.
3 Turn steering wheel gently from one stop all
the way to the other, counting number of turns. Then
turn wheel back exactly half way, to center position.
4 Loosen adjusting screw until backlash is evident
in steering gear arm. Feel backlash by holding end of
steering
gear arm between thumb and forefinger with
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a light grip. Do not "grasp" steering gear arm with
whole hand. Tighten adjusting screw until backlash
just disappears.
Continue to tighten % to ½ turn from this posi
tion and tighten lock nut to 50 foot-pounds to maintam this setting.
Valve Body Recondition
1 Disconnect high pressure and return hoses at
the valve body and tie the ends above the reservoir
19-10 STEERING-POWER
OIL GullEt-
RIGHT
_OIL INLET
TURN POWER CHAMBER
SPOOL VALVE
_PIV0T
LEVER
RECIRCULATING RALL GUIDE
REACILON SPRINGS
STEERING COtUi
CON 1cllON
-WORM
SHAFT RALANONO RING
LEFT U RN POWER CHAMSEP
RING
RIGHT TURN REACTION
POWER PISTON
ENTER THRUST BEARING RACE
rn
PlTN
ARM
TURN REACION RING,
CYLINDER HEAD
WORM SHAFT
64 ?I7
Fig. Iaowey Steering Gs*r Seetien& View
leveL
2 Remove two screws attaching valve body to
main gear housing.
3 Lift valve body upward to disengage from valve
lever Fig. 8.
4 Remove the two screws attaching control valve
body to steering valve body and separate two bodies
FIg. 3.
5 Compress control valve spring and remove re
tainer pink spring, valve piston and cushion spring
0 Carefully shake out spoo1 valve and inspect for
nicks, burrs and scores. Do not remove valve body end
plug unless inspection indicates a leak at gasket.
If spool valva or valve body is damaged, replace
valve and body assembly.
Small burrs and theirs may be removed with crocus
cloth if extreme care is used not to round off sharp
edges of valve. The sharp edge is vitally isnportant to
operation of this valve.
7 Clean valve bodies and valve piston thoroughly
in clean solvent, Blow out all passages with com
pressed air. Lubricate pistons and bores with power
steering fluid.
0 Install steering spool valve In valve body so
valve lever hole is aligned with lever opening in valve
body. Valve must be perfectly free in valve body
without sticking or binding Fig. 3
0 Install a new gasket on end plug if removed.
Tighten plug to 25 foot-pounds.
10 Install piston cushion spring in control valve
body being sure it seats in counterbore at bottom of
CONTROL
VALVE
SCREW
"Os
BODY
‘0’ RLNGS
RINGS
RING
STEERING
-
VALVE BODY
FITTING
SPOOL VALVE
SCREW
PWER
P1STOt
Fit. 2-Steedng Gear Houdng S..tional View
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KR 48 A
Fig. 3-valve
GASKET
END PLUG
Oisassemblod View
POWER-STEERING 19-11
housing. Lubricate piston and insert nose end of pis
ton into body bore- Test for smooth operation. Be sure
cushion spring is not cocked.
11 Install spring on top of piston, compress spring
and install retaining pin.
12 Position two new
rings on control valve
body and attach to steering valve body, Tighten the
two attaching screws to 05 inch-pounds.
13 If pressure inlet fitting has been renioveci,
tighten fitting to 30 foot-pounds.
14 Align lever hole in valve spool with lever open
ing in valve body.
15 Install gear housing making sure the valve
lever enters hole in valve spool and key section on
bottom of valve body nests with the keyway in hous
CAUTlON These parts should go together with rela
tive ease. Use of force may damage the lever. If they
do not go together easily, lift off valve assembly, re
align valve spool hole with lever openIng in valve
body and install valve body16 Install two screws and tighten to 7 foot-pounds
to prohibit leakage during valve centering operation.
17 Connect hIgh pressure and return hoses to
valve body.
18 Start the engine. If the unit is self-steering tap
the valve up or down to correct. When tapping valve
"down," hit valve body a., end plug. When tapping
valve "up,’’ tap on head of the screw attaching the
valve body In main valve body. Do not hit control
valve body.
19 Turn steering wheel from stop to stop several
times to expel air from system- Rcfill reservoir as
required.
CAUTION: Do not turn hard against ends of trnel.
This will generate high pressure end may blow out
the "0"- rings since Ehe valve body strew, hav, not
been finally tightened.
20 With steering wheel in straight ahead center
position, start and stop the engine several times, tap
ping the valve body up or down as required until
there is no movement of the steering wheel when the
engine is both started or stopped.
21 The valve is now centered. Tighten the two
screwa attaching valve body to housing to 200 inchpounds,
Gear Shaft Oil Seal Replace
The gear shaft oil seal may be replaced kthoat
removing the steering gear from the vehicle.
1 RemoVe steering arm nut.
2 Disconnect.stee’-ing gear arm from sector shaft
with Tool C-3646 Fig- 4.
3 Slide threaded adapter SF3609 of Tool >3080
over end of gear shaft and thread tool nut SF3810 on
gear shaft. Ma’mtain pressure on threaded adapter
with tool nut while screwing adapter far enough to
engage metal portion of grease retainer. Place the two
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STEERING
GEAR
SThERING
ARM.
TOOL
NVI2IB
Fig 4-Removing Steering
Gear Arm
half rings SP-1982, and Tool retainer ring over both
portions of the tool, Fig. 5. Tuni the tool nut counter
clockwise to withdraw grease retainer from housing.
4 Remove oil seal map ring with pliers Tool C
322 and remove seal back-up washer.
5 Use Tool C-3880 in same manner as outlined in
stepS to remove inner seal.
B Place tool adapter SF3828 with long step Of
adapter against new seal and slide It over shaft rith
seal lip toward housing Fig. 0. Install tool nut on
gear shaft and tighten tool nut until shoulder of tool
adapter contacts gear housing.
7 Remove tool nut and adapter and install seal
back-up washer and oil seal snap ring with sharp edge
out.
8 PosItion grease retainer in housing bore. Place
tool adapter SF3028 with short step of lip against seal
Fig. 7. Install tool nut on gear shaft and tighten tool
nut until shoulder of tool adapter contacts gear
housing.
0 Place steering gear and front wheels in straight
ahead position and install steering gear arm and nut.
STOOL
64
Fig. S-Removing O.o, Shaft Oil Seal
635
19-12
STEERING-POWER
Fig. 4.
CAUTION: Do not remove th, steering arm by prying
lever or striking with a hammer as serious
with
steering gear internal damage nay result.
10 Remove the three bolts that mount steering
gear to crossniember and remove gear from under
TOOL
vehicle
!mperlal Models
1 Disconnect battery ground cable.
2 Remove cotter key and nut at center link and
disconnect link from steering gear arm using Tool
C-S 894.
CAUTION: Remov.l by any other method may darn64
633
Fig. o-lstaIiing Gear Shaft lnn.r Oil Sac!
10 Tighten steering gear ann nut to 120 footpounds.
SERVICE OUT OF VEHICLE
Gear Removal-Chrysler Models
1 Disconnect battery ground cable.
2 Disconnect pressure and return hoses at steer
ing gear. Fasten ends of the hoses above oil level in
pump reservoir.
3 Remove rubber coupling heat shield.
4 Remove nuts and allen head bolts which retaIn
rubber coupling to flange of intermediate shaft.
5 Remove roll pin that attaches rubber coupling
upper flange to steering column shaft.
6 Tap rubber coupling as far as It will go upward
onto steering column shaft splines.
7 Remove roll pin that attaches pot coupling to
power steering worm shaft
8 Move intermediate shaft until upper flange
clears rubber coupling and withdraw from worm
shaft splines.
a Remove steering gear arm using Tool C-3046
TOOL
or
Fig. 7..anstaliing Gear Shalt Grease etain.r
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age steering gear arm stud seal.
13 Remove steering gear arm nut and Iockwasher
from steering gear shaft.
4 Remove steering gear arm using Tool >3646
Fig. 4.
CAUTION: Do not remove the steering arm by prying
with a lever or striking with a hammer as serious
steering gear internal darner may result
{i Disconnect pressure and return hoses at steer
ing gear. Fasten ends of hoses above oil level in pump
reservoir.
B Drive out roll pin in flexible coupling.
7 Remove the four nuts and washers connecting
master cylinder to brake booster and move master
cylinder towards engine.
8 On cars equipped with Autopilots, remove the
two screws attachiug the Autopilot to its mounting
bracket and lay over to one side out of the way.
9 From Inside drivers compartment remove steer
ing column cover plate.
10 Remove the three cap screws in lower support
plate
Ii Disconnect transmission indicator linkage.
12 Remove steering column to instrumeut paucl
clamp while supporting weight of column. Pull up on
steering wheel $ust far enough to disengage flexible
coupling from worm shaft. Allow steering wheel to
rest on front seat.
13 Remove steering gear to frame mounting bolts,
nuts, spherical washers and alignment wedge.
14 Remove power steering gear through engine
compartment
Geor Recondftioning
Clean the gear assembly thoroughly in a suitable
solvent and maU unit inholdingfixlure Tool C-3a231 Drain steering gear through the pressure and
return connections by turning steering wormshaft
from one extreme of travel to the other.
2 Remove valve body attaching screws, and re
move valve body and three 0" rings Fig- 83 Remove pivot lever and spring. Fry under spher
ieaI head with a screw driver Fig, 9.
CAUTION; Use care not to collapse slotted end *4 the
-POWER-STEERING
19-13
VALVE ASSEMBLY
Fig. lO-R.mowing Gear Shaft Cover Retaining Nut
Fig. S-Removing Volv. 8ody Assembly
valve lever as this will destroy the bearing tolerances
of the spherical head.
4 Remove gear shaft grease retainer and oil seal
as outlined In Gear Shaft Oil Seal Replacement"
5 Loosen gear shaft adjusting screw locknut and
remove gear shaft cover spanner uut with Tool C-3633
Fig. 10.
8 Rotate wormshaft to position gear shaft sector
teeth at center of piston travel. Loosen steering power
train retaining nut with Tool >3634 Fig. 11.
7 Position holthng Tool C-3323 so sector shaft is
in a horizontal position. Place Tool >3875 on
threaded end of gear shaft and slide toot into housing
until both tool and shaft are engaged with bearings.
8 Turn wormshaft to Full left turn position for
CIii,sler models or full right turn position for Imper
ial models to compress power train parts. Remove
power train retaining nut i4th Tool >3634 Fig. 11.
Remove housing head tang washer.
0 While holding power train finnly compressed,
pry on piston teeth with a screw driver using gear
PIVOT LEVtR
Fig. I -Remowing Power Train Retaining Nut
shaft as a fulcrum and remove complete power train.
It is irnportant that the cylinder head, canter race
and spacer assembly and the housing head be mali,
Mined in clos, contact with each other. This will elimi
nate the possibility of the reaction ring, becomin
disengaged from their grooves in both the cylinder
head and housing head. It will prohibit the center
, 628
Fig. 9-Remove Pivot
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Lever
Fig. fl-Removing Power Train
a
0,
SNAP RING
GREASE
RETAINER
p ETAIN ER
II,
II,
SEAL
WO AND PISTON ASSEMBLY
SEARING
FICU5ING
RING
PISTON PING
*0* RING
SHAFT
WORM SLEEVE
SCRSW
WASHER
SEAL
WASHER
NUT
RING
9
NUT
NUT
HEAD
RING
RACE
EEflING
SPRING
RI F.! G
BEARING
VALVE ASS EM.BLY
PACE
RING
SPRIN
*
BEARING RACE AND
SPACER SERVICED
IN MATCHED SEIS
WASHER
SEAL
NUT
SEAL
PING
N’fI2I40
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Fig- 13-Steering Geor Dijossembled View-Chrysler Models
SNAP RING
SEAL
RETAINER
REAPING
HOUSING
SEAL
RN W/PISTON
RING
RING
INC
RING
RErAINER
RING
SHAFT
RING
5CR
WASHER
WASHER
*O RING
06
NUT
NOT
NUT
*0* PING
RING
HEAD
RING
RAC*E
BEARING
SPRING
INC
BEARING
RACE
VALVE ASSEMBLY
ING*
SPRNG
WASHER
SEAL
NUT
SEAL
RING
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Fig. T45teeri.,g Gear Disassembled Vlew-inip.riel Modeis
64
y2i B
19-16
STEERING-POWER
C’rLINOt HEAD
OIL SEAt
Fig. ‘S-Retaining Searing Rollers with Arbor Tool
spacer from becoming separated from the center race
and b.coming ‘cocked’ in the housing which may
make it impossible to remove the power train wilhout
damaging the spacer, the housing, or both.
10 Place power train vertically in a vise equipped
.rith soft jaws to avoid damaging piston assembly. See
Figs. 13 and 14 for parts identificationThe 33 worm hearing needle rollers will fall oul
when the housing head Is removed from the wormshaft. Use arbor Tool C-3929 Fig- 15, to hold rollers
in position when the housing head is removed.
11 Raise housing head until wormshaft oil seal
just clears top of wormshaft and position arbor tool
0-3920 on top of wornashaft and into oil seal. With
arbor in position pull up on housing head until arbor
is positioned in bearing- Remove housiug head and
arbor.
To reinstall rollers, if they should become dis
lodged, retain rollers in the cage with wheel hearing
lubricant
CAUTlON If the wonMshaft oil seal is to be replaced,
perform the operation with the housiag head assem
bled in the steering gear housing.
12 Remove large "0 ring from groove in housing
REACTION
*iY* RING
Fig. 17-Removing
FERRULE
Reaction Ring from Cylinder Hand
head.
13 Remove reaction seal from groove In face of
housing head tth air pressure directed into ferrule
chamber flg IS.
14 Inspect all grooves for burrs. Make sure pas
sage from ferrule chamber to upper reaction chamber
is unohstruclecL
1 Remove reaction spring, reaction ring, worm
balancing ring and spacer16 Hold wormshaft from turning, then turn nut
with sufficient force to release staked portions from
knurled section and remove nut- Wire brush the
knurled sections to remove the chIps. then blow out
the nut and wormnshaft to remove any metal particles.
17 Remove upper thrust bearing race thin and
upper thrust bearing
18 Remove center bearing race.
19 Remove lower thrust bearing and lower thrust
bearing race thick.
F.rrIi4sA
Fig. I 6-Ren,ovlng Reaction Seal from Worm
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Shaft Support
Fig. IS-Removing Cylinder Head Oil Seai
-POWER-STEERING
1911
POUND POLL
NN634
Ic-Checking Worm Shaft Side Ploy
20 Remove lower reaction ring and reaction
Spring.
21 Remove cylinder head assembly.
22 Remove two "0’’ rings in two outer grooves in
cylinder head
23 Remove reaction "0" ring from groove in face
of cylinder head with air pressure directed into oil
hole located between two "0" ring grooves Fig. 17
24 Remove snap ring, sleeve and rectangular oil
seal ring from cylinder head counterbore Fig. 18.
25 Test operation of wormshaft. The torque re
quired to rotate wormshaft throughout its travel in or
out of piston must not exceed 2 inch.pounds with a 15
pound side load- The worm should run in and out of
Fig.
piston under its own weight. The worm and pIston is
servIced as a complete essembly and should not be
dis.5sem bled.
26 Test for excessive side play with the piston
held firmly in a ise with the rack teeth up, and the
worm in its approximate center of travel. The vertical
side play measured at a point 2-5/18 from the piston
flange should not exceed .008 inch when the end of
the worm is lifted with a force of 1 pound Fig. 19.
27 Inspect condition of rubber sealing ring lo
cated under cast iron ring and replace if necessary.
Install cast iron piston ring as follows:
a Slide a new itton ring into place In piston
groove, then place piston and ring assembly in Tool
C3878 with lower part of piston and ring resting on
and of tool Fig. 20.
b Press down on piston to seat ring in piston
groove forcing open ends of ring out for ease of lock
ing the ring.
28 Place piston assembly in a vertical position
wormshaft up in a vise equipped with soft jaws.
29 Inspect cylinder head ferrule oil passage for
obstructions and the lands for burrs, then lubricate
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two large ‘0’ rings and install them in the cylin
Fig, 20.-lnstaliing Piston Ring
der head grooves.
30 Install wonn sleeve seal, sleeve and snap ring
if removed. Make sure snap ring is seated in groove.
31 Install lower reaction seal 0-ring in cylinder
head groove.
32 Slide cylinder head assembly ferrule up on
wormshaft Check wormsbaft seal ring making sure
gap is closed to avoid damaging the ring as the cylin
der head moves against piston flange
33 Lubricate with power steering fluid, and in
stall parts in the following order:
a Lower thrust bearing race thick.
b Lower thrust bearing
c Lower reaction spring with the small hole
over the ferrule.
d Lower reaction ring flange up so ring pro
trudes through reaction spring and contacts the reac
tion’ 0" ring in the cylinder head.
fe Center bearing race.
f Upper thrust bearing.
g tipper thrust bearing race thin.
e
WORM SHAFr
ADJusTI%
9’
FERRULE
KR 65 A
Fig. 2 i-Checking Center
$.arl
Pre-Lead
19-18
STEERIN-POWER
h Start wormshaft thrust bearing adjusting nut
do not lighten.
34 Nra wormshaft counterclockwise one-hall
turn for Imperial models clockwise for Chrysler
models. Hold wormsbaft in this position with spumed
nut, Tool 0-3637 and socket wrench, and hold in this
position thru items 35 and 36, then tighten nut to 50
foot-pounds to prestretch wormshaft threads.
35 Loosen adjusting nut. Place several rounds of
cord around center bearing race Fig. 21. Make a 1oop
in one end of cord and book loop of a distributor
breaker arm spring scale Tool M’rU-36 in cord ioap.
Pulling cord will cause bearing race to rotate. Retighten worm bearing adjusting nut whlie pulling on
cord with scale. When adjusting nut is tightened
properly, readig on the scale should be 16 to 24
ounces 20 ounces preferred while the race is turning.
36 Stake upper part of wormshaft adjusting nut
into knurled area of shaft.
a Hold a 1/4 Inch flat end punch on center line
of wonnshaft end at a slight angle to not flange Fig.
b Strike punch a sharp blow with a hammer
and test preload, If adjusting nut moved during stak
ins operation
it can be corrected by striking the nut
glancing blow in the direction reqwlred to regain
proper p reload.
fc After retesting for proper preload, stake the
nut at three more locations Or apart around upper
part of the nut.
ql To test total staking, tighten nut to 20 footpounds in either direction, If nut does not move, stak
ing operation is satisfactory. Retest preload adiust
mont, torque o 16 to 14 ounce, must remain after
ediosting nut is securely locked.
37 Position spacer assembly over center race, en
gaging dowel pin of spacer in slot of race, and slot of
a
spacer entered over cylinder head ferrule. This will
alIgn the valve pivot lever hole in the center bear’
ing race with the valve pivot lever hole in center
bearing spacer assembly. The saiali ‘0’ rln for
the ferrule groove should not be installed until after
upper reaction spring and spacer have been installed38 Install upper reaction ring on center race and
spacer with flange down against spacer.
39 Install upper reaction spring over reaction ring
with cylinder head ferrule through hole in reaction
spring.
40 Install worm balancing ring without flange
inside upper reaction ring.
41 Lubricate ferrule ‘0" ring with Petro]atiim
and install in groove on cylinder head ferrule.
42 If oil seal was removed from housing head, install a new seal with Tool 0-3050 Fig. 29. See "Worm
Shaft Oil Seal Replacement." With lip of seal toward
bearing, drive seal until tool bottoms on the support.
43 Lubricate and install reaction seal in groove in
face of housing head with flat side of seal out Fig.
23. Install "0" ring in groove on housing head.
44 Slide housing head and arbor, Tool 0-3929
over the wormshaft carefully engaging cylinder head
ferrule and ‘0" ring and making sure reaction rings
enter circular groove in housing head, The power
train is now ready for installation in housing.
45 It is generally not necessary to remove sector
shaft cover. However, this may be easily accomplished
by removing the adjusting screw. While holding the
cover, turn adjusting screw clockwise until the shaft
becomes disengaged from cover. The adjusting screw
and thrust washer will now slide out of the "‘I" slot in
end of shaft.
Gear
Shalt Assembly
46 To remove gear shaft needle bearings from
housing, remove grease retainer, oil seal snap ring
WORM
5$AFr
kOLISING HEAD
/
ADJUSIING HUT
OUTER
PUNCH
__,.CENTER RACE
-CYLINDER
HEAD
_PISTON
Fig. MyMopar.com
22-Stoking Worm
Shaft 8earlng Adjusting Nut
Fig. 23-Installing Reaction Seal Ring ii,
Were, Shaft Support
-POWER-STEERING
with pliers, Tool .3229 and remove seal back-up
washen
47 Insert Tool C-3875 in steering housing; place
housing in a press and then press out bearings and oil
seal.
40 To install gear shaft lower needle bearing,
place hcaring on end of Tool C-3875. Press bearing
into steering gear housing 1 / ‘32 inch below end of
bearing bore to provide space for oil seal, back-up
washer and snap ring and cross shaft grease retainer.
See Cross Shaft Oil Seal Replacement."
CAUTION: The arbor adapter ring mus+ be u5ed with
C4875 Remover and Installer Arbor, otherwise the
bearings may be crushed.
49 To install upper needle bearing, place bearing
on end of Tool 0-3075. Press bearing into housing
flush with end surface of bore.
[50;! Insert gear shaft and adjusting screw into
cover and using a screwdriver through the threaded
hole In cover, turn screw counterclockwise to pull
shaft completely into the cover. Lubricate a new
square section seal ring and slide it over adjusting
screw into position on top of cOVer. Install adjusting
screw lock nut, but do not tighten at this time.
Slj Lubricate cOver "0" ring and gear shaft cover
groove with wheel hearing grease and place "0" ring
in cover groove. The shaft assemhly is now ready for
installation.
Gear Shaft !nstallatian
51 Lubricate power train bore of the housing with
power steering fluid, and carefully install power train
assembly. To keep reaction rings from coming out of
their grooves keep worn] turned fully counterclocic
wise for Chrysler models clockwise for imperial mod
els. The piston teeth must be facing to the right and
the valyc lever hole in center race and spacer must be
in the ‘up" position.
CAUTION: Make sure the cylinder head is bottomed
on the housing shoulder Fig.. I and 2.
53 Align valve lever hole in center bearing race
and spacer exactly with the valve lever hole in the
gear housing. Turn the housing head by tapping on a
reinforcing rib with hammer and drift. Use Tool C3640 to maintain alignment Fig. 24. The aligning
tool should not be removed until the spanner nut is
securely tightened.
54 Install housing head tang washer to index with
groove in housing. Install spanner nut and tighten to
110 to 200 foot-pounds with Tool 0-3634.
55 Set the power piston at the center of travel
and install gear shaft and cover assembly so that sec
tor teeth index with piston rack teeth. Make sure
ring is positioned in face of cover.
56 Install cover spanner nut and tighten 110 to
200 foot-pounds with Tool 0-3533.
57 Install valve pivot lever double hearing end
first Fig. 25 into center race and spacer through
hole iii steering housing so that slots in valve lever
are parallel to wormsbaft in order to engage the antirotation pin in center race. Install valve pivot lever
spring sixiall end first. Turn worm until the piston
bottoms In boll, directions and observe the action
of the lever. It must be in the center of the hole and
snap back to its center posItion when the worm
torque is relieved.
50 Install valve body on housing making sure
valve pivot lever enters hole in valve spool Fig. 1- Be
sure "0" ring seals are in place. Tighten valve mount
ing screws to 7 foot-pounds.
59 Install new gear -shaft seal followed by seal
back-up washer and snap ring and a new grease re
tainer as outlined under "Gear Shaft Oil Seal Re
placement."
Final Tests and Adjustments
I Remove oil reservoir cover and fill reservoir
with Power Steering Fluid, Part No. 2084329 or
equivalent, to the level mai.k.
2 Connect test hoses C-Sill and 0-3318 with
proper adapters to hydraulic pump on the vehicle
with pressure gauge C-33098 installed between the
TOOL
Fig.
24-Aligning Center Bearing Spacer
St..ring Valve
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19-19
t.Ith
Hg.25-Installing Valve Pivot L.var
19-20
STEERING-POWER
pump and steering gear.
3 Start the engine.
4 Roughly center valve until the unit is not selfsteering. Expel all air from the unit by turning wormshaft bacL and forth through the travel several times.
Tap on the head of valve body attaching screws to
move valve body up on steering housing, and tap on
end plug to move valve body down on housing.
5 Refill reservoir before proceeding with follow
ing tests and adjustments On the bench.
a With steering gear on center, lighten gear
shaft adjusting screw until backlash in steering gear
arm just disappears. See Gear Shaft Adjustment.’
If the power train has been removed, tighten 1¼
tunis from thin position and while holding the adjust
ing screw in this position, tighten lock nut rig. 26.
This is a temporary *djusttnent to bring the piston
rack end sector teeth in full alignmas,t.
b Operate the unit through its full travel 5everal times to align piston rack and sector teeth.
ci With the gear on center, readjust the sector
shaft backlash. Tills will require loosening the adjustfig screw until backlash is evident. Then retighten
the adjusting screw until the backlash just disap
pears. Continue to tighten for ¾ to ½ turn from this
position and tighten the lock nut to 50 foot-pounds to
maintain this setting.
dl Staffing from a point at least one full turn of
the wormshaft either side of center, torque at the
sector ahaft required to turn the unit through center
at 2 rpm in each direction shall not exceed 20 footpounds or vary more than a foot-pounds from left to
e Adjust the torque to be cqual in both direc
lions by readjusting the valve.
Eghten valve body adjusting screw to 200 inch
pounds.
f With gear at or near the full turn in either
direction, attempt to return the unit to center by ap
plying a torque wrench at steering gear sbaft. Hold
wormshaft until cross shaft torftue builds up to 50
foot-pounds. Release wormshaft and maintain a con
stant steady pull at 2 rpm on the gear shaft, II cross
shaft torque does not drop to 20 foot-Founds maxi
mum as the unit passes through center, check for too
much interior drag; binding valve lever, binding spool
valve, or tight cross shaft adjustment.
6 With unit under power, but with no load, the
torque required to rotate wormshaft through an in
cluded angle of 180’ 00’ either side of center at
rpm or one revolution every ten seconds shall be
6-10 inch-pounds. Disconnect test equipment and
mounting fixture and install unit in vehicle.
Installation-Chrysler Models
1 From under vehicle, position steering gear on
erossmember, Install the three bolts and tighten to 80
foot-pounds.
2 position steering gear in center of high spot
worm shaft master serratiori should he at 12 &clock.
With the front wheels in straight ahead position, install steering arm, washer and nut and tighten to 120
foot-pounds.
3 Center steering wheel and install intermediate
shaft pot coupling on worm shaft indexing master
serration.
4 Install roll pin in pot coupling.
5 Tap rubber coupling down, install roll pin In
flange huh, install the two flange bolts and nuts and
tighten to 200 inch-pounds.
6 Install rubber coupling heat shield making sure
it does not interfere with ztbber coupllng.
7 Connect pressure and return hoses to steering
gear.
8 Connect battery ground cable.
9 Fm pump reservoir, start engine and expel all
air from system by turning steering wheel several
times from right to left.
10 Inspect pump reservoir fluid level and re
plenish as necessary.
Gear
Imperial Models
1 Install steering gear from under vehicle and in-
fl9 26_Ad ju.flng Steering Gec, Meal,
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Fig. 37..S$eerIng Gear Mountlng-Iniperiel Models
-POWER--STEERING
stall spherical, flat and lockwashers and nuts, but do
not tighten.
2 Install Steering Gear housing Aligning Tool C3949 in place of vehicle steering column and jacket
tube and align steering gear as follows,
a Slide lower end of aligning tool into position on
steering gear wormshaft support and upper end at
instrument pane! clamp.
hi tnstall jacket tuhe support bracket clamp at in
strumeot panel. Tighten instrument support bracket
clamp bolts to 95 inch-pounds.
Ic Tighten two forward steering gear mounting
bolts to jO foot-pounds.
d Install serrated wedge over rear mounting mitt
between steering housing and frame parallel to axis
of steei-ing gear wormshaft so that tapered surfaces
match, then tap wedge gently but firmly into the
space Fig. 27.
ci Tighten rear mounting bolt to 50 foot-pounds.
This locks gear in place and maintains steering gear
aligmnent.
I Remove jacket tube support bracket clamp at
instrurmient panel and the Steering Gear Housing
Aligning Tool C-3949.
3 fnstail steering column and jacket assembly
through floor panel from driver’s side and start the
coupling on steering gear worinshaft making certain
master serration on the coupling indexes with master
serration on wormshaft. The steering column assem
bly should be ‘noy.d down onto wormsheft until
worm.hafp lightly bottoms on the locating pin pre
assembled into coupling.
4 Install coupling clamp bolt and tighten to 33
foot-pounds.
5 Align jacket tube at instrument panel and in
stall jacket tube clamp and attaching screws. Tighten
screws finger tight.
CAUTION; While the stoe.-ing column is not rigidly
attached to the instrument panel use extreme care to
prevent any misalignment ol the column from the
Fig. 28-Remowlng Worm Shaft Oil Seal
10 Connect pressure amid return hoses at steering
gear.
ill With steering gear centered in its travel and
steering wheel and front wheels in straight ahead
position, connect steering gear arm to steering gear
cross shaft. Install washer and nut. ‘lighten nut to 120
fool-pounds.
12 Install steering center link, tighten to 30 footpounds and install cotter pin.
t3 Connect battery ground cable.
14 Refill reservoir. Start engine and expel all air
from system by turning steering wheel several timnes
to right and left.
Worm Shaft Oil Seal Replacement
The worm shaft oil seal replacement requires re
moval of the steering gear assemltblv from the vehicle.
See ‘‘Gear Removal.’’
Remove oil seal with Tool C363R Fig. 28.
2 Drive new oil seal in place lip of seal toward
housing head with Tool C-350 flg, 29.
true column position which would result in damage to
the flexible coupling dlst and horn ground.
6 After positioning steering column assembly so
that flexible coupling disc assumes an unstressed
axial position, and top of steering column is correctly
aligned with inatrument panel bracket clamp, tighten
clamp bolts to 95 inch-pounds.
7 Slide floor u support plate into position, cen
tering it around column jacket, install attaching bolts.
Tighten bolts to 95 inch-pounds.
8 Move jacket "0" ring down the jacket into posi
tion and bolt 0" ring retaining plate to toe hoard
support plate. Tighten bolts to 05 inch-pounds.
9 Connect shift indicator linkage and install lower
column
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plate to instrument panel.
19-21
Fig- 3-lnstolling Worm Shaft Oil Seal
28479365
19-22
STEERING-PUMP
POWER STEERING PUMP
INDEX
Page
Discharge Fitting Ferrule
Flow Control Valve
General Information
Oil Cooler
Oil Filter Screen
Oil Seal Replacement
Pressure Relief Valve
Page
Pump installation
Pump Removal
Slipper Ring Replacement
Service Diagnosis
Specifications
Tests and Adjustments
GENERAL INFORMATION
The power steering pump is a belt-driven constant
displacement pump.
In operation Fig. 1 the spring loaded slippers in
the pump rotor are in contact with the accentric in
side diameter of the cam-insert. As the rotor turns,
the slippers force the oil from the inlet side of the
pump to the flow control valve. Orifices in the meter-
ing insert permit a flow of approximately two gallons
per minute to the steering gear before the valve
moves to the left to allow the excess to flow back to
the inlet side of the pump. Maximum pressure in the
system is limited by the pressure relief valve. The
valve opens into the reservoir when the pressure ex
ceeds the maximum pressure specified.
SERVICE DIAGNOSIS
Condition
INTERMITTENT
ASSIST
Possible Cause
a Flow control valve sticking.
b Slipping belt
c Low fluid level.
Cd Low pump efficiency.
NO ASSIST
a Pump seizure.
b Broken slipper spring Cs.
c Flow control bore plug ring not in
place.
d Flow control valve sticking.
Correction
a See Pump Flow Test" Service flow
control valve as necessary.
b Adjust belt. See "Cooling System,"
Group 7.
c Inspect and correct fluid level.
d Perform "Pump Flow Test" and ser
vice as necessary.
a Replace pump.
b Recondition pump or replace as nec
essary.
Cc Replace snap ring. Inspect groove for
depth.
d See "Pump Flow Test." Service flow
control valve as necessary.
NO ASSIST WHEN
PARKING ONLY
a Wrong Pressure relief valve.
a Install proper relief valve.
b Broken "0" ring on flow control bore b Replace "0" ring.
plug.
c Low pump efficiency.
Cc Perform "Pump Flow Test."
NOISY PUMP
a Low fluid level.
b Belt loose.
PUMP VIBRATION
a Pump hose interference with sheet a Reroute hoses.
metal or brake lines.
b Belt loose.
b Adjust belt See "Cooling System,"
Group 7.
Cc Replace pulley.
Cc Pulley loose or out of round.
d Crankshaft pulley loose or damaged.
Cd Replace crankshaft pulley.
e Bracket pivot bolts loose.
Ce If unable to tighten, replace bracket.
PUMP LEAKS
a Cap or filler neck leaks.
b Reservoir solder joints leak.
-
Cc Reservoir "0" ring leaking.
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a Inspect and correct fluid level.
b Inspect for pulley alignment, paint
or grease on pulley and correct.
a Repair as necessary.
b Resolder or replace reservoir as
necessary.
Cc Inspect sealing area of reservoir. Re
place "0" ring or reservoir as nec
essary.
PUMP-STEERING
Po.slble
C ond iti,’.
Cd Shalt seal
Cause
Correction
leaking.
d Replace seal.
C Tighten bots. See
Ce Loose rear bracket bolts.
erence.
f
lg-23
Loose or faulty high pressure terrule.
-
-
‘Tightening Ref
f Tighten titling to 24 foot-pounds or
replace as necessary.
Cg Rear bolt holes stripped or casting g} Repair, if possible, or replace pump.
cracked.
SERVICE PROCEDURES
TESTS AND ADJUSTMENTS
CHECKING FLUID LEVEL
I Start engine, turn steering wheel back and
forth several times to expel air front system, then
shut off engine.
2 Wipe reservoir filler cap free of dirt, remove
cap and visually inspect oil level in reservoir.
Engine Cold-Oil level should be at bottom of filler
neck.
Engine Hot-Oil level should be one-half way up in
filler neck.
if necessary add only Power Steering Fluid Part
No. 2081329 or equivalent.
PRESSURE TEST
1 Measure pump belt tension. See Cooling Sys
tem,’ Group 72 Disconnect pressure hose at pump and in its
jflce install adapter fitting aI test hose C-3380.
Connect pressure hose, from steering gear, to shut off
valve of test hose Fig- 2.
IMPORTANT: Before disconnecting power steering
hoses, carefully observe routing so they are in same
position when reinstalled
3 Remove oil reservoir cap and place a thermome
ter, with a range of 200W. in oil.
4 Install
tachometer and operate engine 500
RPM. Inspect and correct lump fluid level if
necessary.
51 Expel all air from unit by turning steering
wheel to full right turn and back to full left turn
several times and recheck oil level.
To assist in heating pump oil; slowly close pressure
gauge valve until gauge reads 400 psi and open valve
fully when oil tempenture reaches 150 degrees F.
16 With engine rumling at 500 rpm and no steer
ing effort applied, oil temperature at thO-l70 degrees,
pressure gauge should read less than 100 psi. If pres
sure is higher inspect hoses for kinldng oi obstruc
tions and steering gear for restrictions.
7 Increase engine speed to 1000 rpm and slowly
close valve. WiI.h wOve, fully closed, pump pressure
should be as listed under Specifications.’’
CAUTION: Closing valve fur nor. then a few seconds
will Caine abnormal pump wear.
8 11 pressure is higher or lower than shown in
"Specifications" relief valve could he faulty. Re
pince valve with valve known to be good and repeat
test. if pressure is still below minimum specification,
disassemble pump and inspect flow control valve for
fouling and rotating parts for unusual wear.
9 If pressure is correct, open valve fully and opente steering unit through another cycle, holding
OI5CONNECr0
FROM
POWER STFFfThG
Fig. 7-Power Steering
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Pinup
7.2 Pump
Fig. 2-Pressm,r Test
-
19-24
STEEAING-PUMP
steering wheel at cxtreme travel in each direction
while watching pressure gauge. Unequal gauge read
ings indicate internal kakage in steering gear unit.
Do not hold gear in either extreme position for more
than a few seconds.
10 If pressurs are within specifications, perform
pump flow test.
PUMP FLOW TEST
1 Inspect pump belt tension and correct if neces
sary. See ‘DeltAdjustment_Coolingsystem" Group 7.
2 With test hose and pressure gauge connected as
in preceeding pressure test flg- 2 open valve fully.
3 Disconnect return hose from pump and install
flow gauge set C-3885 between pump and return hose.
The arrow on tee connector must be pointed to
wards pump i Fig. .91. Use orifice SP-3825.
11 Inspect and correct pullip fluid level if
necessary.
151 Start engine and operate at 500 rpm.
.:{i Expel all air from system by turning steering
whccl from full right turn to full left turn several
dines’.
7i Increase engine speed to 1000-1200 rpm. Heat
oil to 150-170 degrees F. by steering car from side to
side. Vith no steering effort applicd. gauge in return
line should read 14-25 psi. A reading of less than 14
psi. or greater than 2,5 psi., indicates that flow valve
may be sticking or pump may be badly worn. Remove,
Fig. 3-Flow Test
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clean and reinstall flow valve.
8 Decrease enne speed to 500 rpm and slowly
close valve till gauge in pressure line reads 850 psi
without fully closing valve. The ±Jow gauge in return
line should read a minimum or io psi. A value of less
than 10 psi indicates a sticking flow control valve, a
leaking pressure-relief valve or a badly worn pump.
When removing test equipment, reinstall pressure
and return hoses in same position they were in before
removal
PUMP REMOVAL
ii Lnosen pump lower mounting and locking bolts
and remove the belt.
2 Disconnect both hoses at pump.
i;9i Remove mounting and locking bolts and remove
pump and brackets.
OIL SEAL REPLACEMENT
ii Remove pump from engine. Drain reservoir and
clean exterior before servicing.
21 Rcmovc brackets, reservoir screws, reservoir,
gasket and 0’ ring.
131 Using spacer washers between front bracket
and pump, reinstall front bracket for use as a holding
fixture, Clamp bracket inn vise Fig. 4.
4 Remove pulley with Tool C-36I5 as follows:
13, Engagc one half-collar under flange of pullel’
hub. position screw shaft and nut with flange section
inside collar.
lhl Engage other half-collar under pulley hub and
over flange of screw shaft. Install retainer sleeve over
both half-collars.
Hold nut hem turning and turn screw till
pulley is removed.
Si Thread Tool C-378S into metal portion of seal
Fig. 5 and turn center screw while holding tool body.
Be careful not to damage pump shaft.
lii;. After inspecting for and removing all burrs and
scratches from end of shaft, install a new seal with lip
toward pump- Use Tool C-3782 to dnve scat flush th
Fig’ 4-Removing Pump Pulley
‘PUMP-STEERING
9-25
N
PULLEY
TOOL
SeAL
FLOW
cONrR0L
Fig- 5-Removing
Pump Shaft Oil Seal
VALVE
Fig. 7-installing Pump Folly
insert Fig. fli.
71 Support pump body on holding fixture Tool C3843. with locating pins in rcservoir bolt holes so all
pressure will he applied to lower end of pump shaft,
The pump MUST be supported in a manlier in
which all pressing force will be applied r shaft only;
otherise pump body and rotor will be damaged.
8 Iess pulley hub on shaft vñth a heavy duty
arbor press until hub of pulley is flush wilh end of
shaft Fig. 7.
0 Install new pump
ring and reservoir
gasket. Lubricatc "0’’ ring before installation.
101 Install reservoir and pump brackets. Tighten
screws to 16 foot-pounds.
11 Install pump and adjust belt as outilned under
"Cooling.’’ Group?.
DISCHARGE FITTING FERRULE
REPLACEMENT
1 Remove pump from engine.
Fig. 8-Removing Srnss Ferrule .96 Pump Shown
‘2 Clamp pump in vise upside down to prevent
chips from falling into pump.
DISCHARGE
POrING
o3W? A
Fig. 6-lnsnlliog Pump Oil Seal
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Fig. 9-Removing
Flow Control Valve Retaining ting
19-26
STEERING-PUMP
SPANNER NUT
___oIL
TOOL
PRESS RAM
SEAL
RoNr
.-INSEtT
..PUNCH MARKS
S367OA
Fig. I O-Cener Punch Marks on Pump 8a4y,
Spanner nut end heat Insert 1.2 Pump Shown
131 Use a No. 4 screw-extractor E-Z outi and turn
into ferinde. Carefully rock extractor back and forth
so as not to damage threads of housing Fig, 8.
4 Clean bore and center new ferrule with tapered
end up in bore. Installing pressure hose and tighten
ing to 24 fool-pounds will seat ferrule.
FLOW CONTRQL VALVE SERVICING
ii Remove pump from engine and reservoir from
pump.
12 Remove snap riog and plug from opening lo
cated next to discharge fitting Fig. 9.
3 Depress control valve against sprrng pressure
and allow it to spring back. The valve should pop out
635675A
Fly. I 2-Removing Shaft, Rotor end Fronl Insert
the bore. It may be necessary to lightly rap valve
and repeat above operation if it is stuck in position.
H dirt chips, etc. are round on valve or within valve
borc. entire pump should be disassembled, washed
out and rebuill. If valve bore is badly scored, replace
pump body.
14 Seat control valve .sprcng in spring pocket.
5 Remove any burrs on valve with crocus cloth.
but DO NOT round off edges of valve lands.
6 Lubricatc valve with Power Steering Fluid and
install over spring making sure it moves freely in
bore.
7’ Replace and lubricate "0" ring on plug, install
in bore with projection OUT.
8 Install snap ring with sharp edge UP.
ring on pump
iO" Install pulley IFig. 7. new
body, ncw reservoir gasket, reservoir and brackets.
of
SPANNER NUT-C
WIRE TOOL’’
Fig. I-Removing
MyMopar.com
Spanner Nut
Fig. 13-InstallIng Slipper Rings
63xa77
PUMP-STEERING
SLIPPERS 44]
19-27
6367BA
NOTCHES
-7/a
Fig. 14-Slipper. lnstoll.d in Rotor
10 Install pump on engine.
LARGE PUMP
‘.2 CU. IN. DISPLACEMENT]
PRESSURE RELIEF VALVE
The pressure relief valve should be replaced as an
assembly if pressure test indicates it is incorrectly set
or leaking. The valve screws out of pump body after
brackets and reservoir are removed. Do not ttenipt
to readlust this valve
OIL FILTER SCREEN
The oil filter screen is located in reservoir return
tube. Remove and replace screen only when torn or
completely clogged. Wash screen off whenever pump
is disassembled.
SLIPPER SPRING REPLACEMENT
1 Remove pump from vehicle and bracket, pulley
and reservoir from pump.
2 Center punch spanner nut, front insert and
housing to aid in propcr indexing when reassembling
Fig. 10.
3 Use a drift to remove spanner uut IFig. 11.
4 Support pump housing with insert clear of
SLIPPER SPtINGS a’
636SO
Fig. ié-51ipper Retainer Tool 1.2 PompI
arbor press table and press shaft, rotor and insert out
of housing I Fig. 12.
.5, Broken edges or deep scoring of rotor and
slippers will require pump body replacement.
Do not mistake two machined notches on inside
surface of cam Insert, for scoring.
I’Ot Smooth off burrs on pulley end ,onlyi of pump
shaft to prevenl seal damage on installation. Clean all
parts thoroughly with solvent. Cleanliness is essential
throughout pump assembly. Reassemble with new
Mi Iper spring.s if possible.
I7’ Using a piece of wire 25 inches long, make
three U’ ms around center of rotor, fastening ends
{Fig. 13. Bend ends of wire towards pulley end of
shaft.
Use caution in h.ndling rotor to prevent damage to
sharp corners which are necessary for good pump
p. rEarm elici
ts Install springs by turning clockwise into poeket.c
in rotor. using a pencil with point broken off Fig. 13,,
REAR INSERT
WASHER
TOOL
61
MyMopar.com
Fig.
IS-Slippers and Springs Installed in Rotor
WIRE TOOL
Fig. 17-installing Rotor, Shaft
PUMP
SHAFT
6353A
1.2 Pump Shown
19-28
STEERING-PUMP
PRESS RAM
Figure 18, over pulley end of shaft to keep slipper.
flush with end of rotor throughout assembly opera
tion,
12 Insert shaft and rotor assembly into pump
caminsert so slippers are started in cam and shaft has
entered pump body tearing housing Fig. 17],
13 IbId washer firm against rotor while removing
wire and gently push rotor assembly down into cam
insert. The rotor will be flush with end of cam insert
‘yheri fully inseiled. The silpp*r ends may hang up
in cam insert ports during installation. Rotate shaft
while inutalling to prevent this occurence.
Fig. IS-Pressing Front insefl Into Pump Housing
if necessary.
9 Install each slipper by sliding between two
springs and wire wrapped around rotor. The notched
end must be installed as shown in Figure 14.
10 Inspect springs to make sure they are in
pockets and in an upright position under slipper
Figure 15. Cocked springs will not Tight themselves,
but will break in use.
11 Install a washer of dimensions shown, in
14 Remove flat washer. Make sure slipper springs
are in place by rotating shaft and looking through end
of each slipper.
151 lubricate rotor assembly and rotate to make
sure slippers do not bind.
16 Replace shaft seal See "Oil Seal Replace
,nenrI and O" ring seal on front insert. Lubricate
and position insert in pump body so punch marks
align with punch marks on pump flange l’Fig. 1W.
171 Support purlip housing in an arbor press Fig.
101 and using a 1¼ inch socket, press insert into
body making sure two punch marks remain aligned.
18 Install spanner nut and tighten to us original
position with a drift by aligning punch marks.
19 Install pump pulley Fig. 7, new "0" ring
reservoir gasket, reservoir and pu,np brackets.
PUMP INSTALLATION
41 Position pump on engine and install remaining
RtS5URE HOSE
NN357
MyMopar.com
Fig. I 9-Power Steering Pump Oil Cooler
PUMP-STEERING
and locking bolt.
2 Install drive belt and adjust. See "Cooling
System-Group 7." Tighten pump bracket bolts to 30
foot-pounds.
3 Connect pressure and return hoses, routing
hoses in same position they were in before removal.
4 Fill pump reservoir with Power Steering Fluid,
Part No. 2084329 or equivalent. See "Checking Fluid
Level."
5 Start engine and turn steering wheel all the
way from left to right to bleed the system. Stop en
gine, check oil level and correct if necessary.
OIL
COOLER
MyMopar.com
Models
equipped with air conditioning utilize an oil
19-29
cooler mounted on the left side of the radiator sup
port in front of the air conditioning condenser Fig. 1.
The oil return hose from the steering gear returns
the oil to the pump through the cooler.
To replace or service the cooler, remove the return
hose at the pump and drain the oil out of the cooler.
Next remove the hose clamps and hoses from the
cooler and the cooler support retaining bolt from the
radiator support.
To install, position the cooler in place on the radi
ator support and install the retaining bolt. Install the
return hoses and clamps, fill the oil reservoir and
bleed the system by turning the steering wheel from
full left stop to full right stop. Check the oil level
and inspect for leaks.
SPECIFICATIONS
MANUAL STEERING GEAR
Type
Ratio
Cross Shaft Bearings
Wormshaft Bearings
Cross Shaft Adjusting Screw End Play
Worm Bearing Preload in car
Worm Bearing Preload out of car
Sector Mesh Adjustment Preload Torque-
Includes Worm Bearing Preload in car
Sector Mesh Adjustment Preload TorqueIncludes Worm Bearing Preload out of car
Recirculating Ball Nut
24 to 1
3-Needle Bearings
2-Caged Ball Bearings
.000-004 Inch
1½ to 4½ in. lbs. to Keep Wheel Moving
11/8 to 4i/2 in. lbs. to Keep Wheel Moving
8¼ to 11¼ in. lbs. Pull through high spot
7/8 to 11¼ in. lbs. Pull through high spot
POWER STEERING GEAR
Type
Constant Control Full Time Power
15.7 to 1
3½
2 Needle Bearings and 1 Direct
Bearing on Gray Iron Cover
16-24 Ozs.
Tighten Adjusting Screw ¾ to /2
turn past Zero Back Lash Center
of High Spot
4 Pts.
Power Steering Fluid Part
No. 2084329 or equivalent
Ratio
Wheel Turns-Stop to Stop
Cross Shaft Bearings
Worm Shaft Thrust Bearing Pre-Load
Cross Shaft Adjustment
Fluid Capacity of Hydraulic System
Type of Fluid
POWER STEERING PUMP
Type
Maximum Pump Pressure
Chrysler
Imperial
Maximum Fluid Flow
Type of Fluid
MyMopar.com
Constant Displacement-1.2 cu. in.
per revolution
1000-1100 psi
1200-1300 psi
2.25 gpm
Power Steering Fluid-Part
No. 2084329 or equivalent-DO NOT
use Type A. Transmission Fluid
35280
19-30
STEERING-PUMP
TIGHTENING REFERENCE
MANUAL STEERING GEAR
FOOT
POUNDS
Cross Shaft Adjusting Screw Lock Nut
Cross Shaft Cover Bolt
Gear Assembly to Frame Rolt
FOOT
POUNDS
Steering Arm Nut
Steering Wheel Nut
120
24
POWER STEERING GEAR
Gear Housing to Frame Bolt
Gear Shaft Adjusting Screw Lock Nut..
Gear Shaft Cover Nut
Pump Inlet Fitting
Steering Arm Nut
POUNDS
FOOT INCH
80
50
20
30
120
POUNDS
FOOT INCH
Steering Column Support Nut
Steering Shaft Coupling Bolts
Valve Body Attaching Bolts
Valve Body End Plug
Steering Wheel Nut
12
200
200
25
24
POWER STEERING PUMP
FOOTPOUNDS
Pump Inlet Fitting
Pump to Bracket Bolts .96 pump
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30
30
1.2 pump
Reservoir to Pump Body Bolts
FOOTPOUNDS
35
10-15
GROUP 21
TRANSMISSIONS
CONTENTS
Page
MANUAL TRANSMISSION-3 SPEED
SPECIFICATIONS
.
..
.
1
69
TIGHTENING REFERENCE
TORQUEFLITE TRANSMISSION
14
MANUAL TRANSMISSION-A-745
INDEX
Cleaning and Inspection
General Information
Service Diagnosis
Service In Vehicle
Extension Housing and Bushing
Extension Housing Yoke Seal
Gearsilift Linkae Mjustment
Speedometer Pinion
Page
8
1
2
4
2
3
Page
4
ServiceOutofVehicle
Assembling the Transmission
Disassembling the Transmission
transmission Installation
Transmission Removal
specifications
steering Column and Gearsllift
TighteningRetsrerice
a
4
11
4
69
11
GENERAL INFORMATION
The A.745 three speed manual transmission Fig.
I. is of the s3mchromesh type with helical cut gears
to provide silent operation. The countershaft gear is
in constant mesh and is supporled by two rows of
needle type bearings at each end.
The rnainsbaft front end is piloted in roller bear
ings in the end of tho main drive pinion, arid is sup
ported by a ball bearing in the rear of the case. The
rear end of the mainshaft is supported by the sliding
yoke and hushing in the extension housing. The
speedometer drive gear is integral with the.mainshaft.
lMPORTANT All transmission. have the sliding
spline type outpid shaft. Whenever th, propeller
shaft front slidins yoke is removed from th, transmis
sion, It should be cleaned and relubricated as autlind
in Group 0’ of this Manual.
NJ B 16C B
C-
Fig. ‘-4-745 Three Speed Transmission
SERVICE DIAGNOSIS
Condition
HARD SHIFTING
Possible Cause
a Incorrect clutch adjustment
b
Cc
C
e
MyMopar.com
Correttion
a Reter to the Clutch Group for cor
rections.
b reform the cross-over adjustment as
Improper cross-over adjushulent
outlined in Gearsilift Linkage Ad
j ustments.’
Synchronizer clutch sleeve damaged. c-d-e Causes noted tan only be cor
Synchronizer spring improperly In
rected by disassembling the hansmission and replacing damaged or
stalled.
worn parts.
Broken or worn synchronizer stop
rings.
I
21-2
TRANSMISSION-3-SPZW MANUAL
Condition
Possible Cause
TRANSMISSION SLIPS
OUT OF GEAR
a Linkage interference.
a
b Gearshift rods out ot adjustment.
b
Cc Second or direct speed gear syn Cc
chronizer clutch teeth worn.
Cd Clutch housing bore or face out of Cd
alignment.
TRANSMISSION NOISES
Correalon
Inspect and remove all linkage inter
ferences.
Adjust the gearshift rods as outlined
in Gearshtt Linkage Adiustmentn.’
Disassemble the transmission and re
place parts as necessary.
Refer to the Clutch Group for cor
rection procedures.
a Escessive end play in the counter- a Replace the thrust washers.
shaft gear.
b Loose synchronizer hub spline fit on Cb inspect the mainshatt and synchro
mains ha ft.
nizer hub and reprace parts as nec
e a sa ry
Cc Loose api inc fit on low speed sliding Cc Inspect the low speed sliding gear
to mainshalt spil ne.
and rnainshaft Replace parts as nec
essary.
d Damaged, broken or excessively worn d Replace the worn Rears.
gear teeth.
C Drive pinion bearing wn.
C Replace the worn bearing.
SERVICE PROCEDURES
SERVICE IN VEHICLE
GEARSHIFT LINKAGE ADJUSTMENTS
1 With 2nd and 3rd control rod disconnected
from lever on the column and 1st and reverse control
rod disconnected from the transmission lever, position
both transmission levers in neutral. The neutral de
tent halls must be engaged to make this adjustment
correctly. To check this start engine with clutch
disengagod then release the clutch slowly.
2 Inspect fore and aft movement of shift levers in
he steering column, if movement at outer end of
levers exceeds 1/16 inch, loosen the two upper bush
ing screws Fig. 2 and rotate bushing downward
until all free play of levers has been removed. Re151
ANJ LI RE VERSE
.‘3N1
5
tighten bushing screws securely.
3 Install a wedge or snitable tool between the
cross-over blade and 2nd and 3rd lever so that cross
over blade is engaged with both lever cr055-Over pins.
f4 Adjust length of 2nd and 3rd control rod until
stub shalt of control rod or swivel enters hole in the
column lever Fig. 3. Install washer and clip to secure
and lighten swivel lock nut to 70 inch-pounds. During
above setting. 2nd and 3rd control rod.should be ad
justed to also position selector lever on the cOlumn 5
degrees ahove horizontal level.
Slide clamp and swivel on end of 1st and re
verse control rod either in or out, until swivel stub
shaft enters hole in the transmission lever Wig, 3.
Install washers and clip to secure. Determine mid
back-lash position in the linkage, then tighten control
rod lock nut.
AND 3RD
LEVt
i
-2ND ANU
LEVER PEN
L5 AND RFVfSSt
LEVER PIN -
eu:Hi:c
CROSSOVER ELADE
- --
1-
ScREW
1511 AND REVERSE cONIROL ROD
-
EUSHiNU __..S W
WEDGE OR TOOL
Fig. 2-GearshHl Lever Adjustment
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vi
51
237
- ,
/
SWiVE
Fig. 3-Oeorshift Controls
-
NK25
3-SPEED MANUAL-TRANSMISSION
21-3
-_*-EETAINER
‘O’* RING
PINCON
BOLT AND
WASHER
RE TA INS C
NN3 2
RING
Fig. 6-Speedometer Drho-Diwssembled
8.
10 Disengage the clutch. Shift transmission half
way bctwcen neutral and first. Let out the clutch
pedal. The interlock when properly adjusted should
allow pedal to return to ahout one inch from the floor.
CLAMP
SPEEDOMETER PINION
SCREW
N NT
07
Fig. 4-Oeorshitt Interlock
Removal and Installation
Rear axle gear ratio and tire size determines pmlon
gear size requirements. Refer to "Speedometer Pinion
0 Rcmove pnsitioning wedge or tool front cross
over blade and lever, then move selector lever
through all positions to check adjustmonts and to in
sure cross-over smoothness.
7 Shift the transmission into neutral Wig. 4.
Make sure clutch pedal free play is adjusted to speci
fications.
8 Loosen clutch interlock rod swivel clamp bolt;
hold clutch pedal to its fully returned position. Slide
swivel along interlock rod to fully engage pawl with
lever, then lighten swivel clamp bolt.
CAUTION; Do not pull interlock rod rearward to en
gage swivel in the pawl.
0 Shift transmission in normal manner from neu
tral to first, and from neutral to reverse disengage
clutch while shifting and engage clutch when in gear.
If operation is not normal; perform the following
steps:
ai Disconnect interlock rod from pawl and check
clutch pedal free play.
b Connect interlock rod and re-adjust as in step
Chart" for pinton usage.
I Remove bolt and retainer securing speedometer
pinion adapter in the extension housing Fig. 5.
2 Vith cable housing connected, carefully work
adapter and pinion out of the extension housing.
3 II transmission fluid is found in cable housing,
replace seal in the adapter Fig. 6.
14 Select pinion range nunibers on outside of
adapter to correspond with number of pinion teeth.
5 Install adapter in pinion housing with pinion
range numbers aligned with 6 o’clock position Fig. 5.
8 Install retainer and holt, with retainer tangs in
adapter positioning slots. Tap adapter firmly into the
exteETsiorl housing md tighten retainer bolt to 100
inch-pounds.
SPEEDOMETER PINION CHART
A-745-3-SPEED
OUTPUT SHAFT DRIVE GEAR-13 TEETH
oIe Ratios-
Tire
Number of Pinion Gear Teeth and Color
Size
8.25-14
8.55-14
9.®-14
8.15-15
8.45-15
3.23:1
32-Black
31-Green
31-Green
32-Brack
31-Green
EXTENSION HOUSING AND BUSHING
Removal
6 OCLOCK POSITION
Fig.
-Speedom.t.r
MyMopar.com
Pinion and Adapter-Installed
i 1:1 Disconnect propeller shaft at rear universal
joint. Carefully pull shaft yoke out of the transmission
extension housing.
21-4
TRANSMISSION-3-SPEED MANUAL.
141 Carefully guide front universal joint yoke mb
extension housing and on TTTarnshaft splines. Connect
propeller shaft to rear axle pinion shaft yoke.
1-aOL
SERVICE OUT OF VEHICLE
TRANSMISSION REMOVAL
SEAL
NNIoT
fig. 7-Removing Extension Housing Yoke Seal
CAUTPON Be careful not to scratch or nick ground
surface on sliding spun. yoke during r.nloval and
instajlahon of the shaft assembly.
2 Remove the speedometer pinion and adapter,
refer to Page 3.
13 Remove bolts securing extension housing to the
crossmember. Raise transmission slightly with service
jack and remove the center crossmernher.
14 Remove extension housing transmission bolts
and slide extension housing off the mainshaft.
NOTE: To replace the extension housing bushing, re
fer to Peg.
0-
lnstaJlation
U Using a new gasket, slide extension housmg
over niainshaft and down against the case. Install and
tighten attaching bolts to 50 foot-pounds.
12 Install center erossrnember and tighten retaitu
ing bolts securely. Lower transmission install exten
sion housing to crossmember bolts and tighten to SO
foot-pounds.
IS Install the speedometer pinion and adapter,
refer to Page t
14 Clean and lubricate sliding .S1T1 inc yoie as
outlined in Group 0 in this Manual. Carefully guide
front univeral joint yoke into extension housing and
onto mainahaft splines. Connect propeller shaft to
rear axle pinion yoke.
EXTENSION HOUSING YOKE SEAL
Replacement
II Disconnect propeller shaft at rear universal
joint. Carefully puil shaft yoke out of the transmission
1 Drain lubricant from thatransmission.
12 Disconnect propeller shaft at rear universal
joint. Carefully pull shaft yoke out of tbe transmission
extension housing.
CAUTION: Re careful not to scratch or nick ground
surface on sliding split.. yoke during removal aid
installation of the shaft assembly.
3 Disconnect speodometer cable and back-up light
switch leads.
I4I Install engine support fixture C-3487, mounting
hooks firmly into holes in side frame members with
support ends up against underside of the oil pan
flange.
SI Raise cnginie slightly with support fixture. Dis
connect transmission extension housing from the
removable center crossmember.
r6, Support transmission with s suitable jack ami
remove the center crossmeniber. Remove bolts that
attach transmission to the clutch housing.
17 Slide transmission rearward until pinion shaft
clears clutch disc before lowering the transmission.
This precaution will avoid damaging the clutch disc.
181 Lower transmission and remove from under the
vehicle.
0i Remove rear motor support and crossmember
then mount the transmission in repair stand DD-1014.
DISASSEMBLING THE TRANSMISSION
To disassemble transmission for cleaning and over
haul, refer to Fig. 9, then proceed as follows:
1’ Remove bolts that attach cover to the case. Re
lilove cover then discard the gasket12 Using a pair of feeler gauges, measure syn
chronizer float. The measurement of "float" should
he taken before any further disassembly of the
transmission is attempted.
3 the synchronizer "float’’ should be between
.050 and .000 inch, when measured between synchro
nizer outer ring pin and the opposite synchriizer
TOOL
extension housing.
CAUTON: B. careful not to scratch or nick ground
surface on sliding spline yoke during removal and
installation of the th.ft assembly.
2 Remove the extension housing yoke seal Fig. 7
with Tool 0-3085.
i3I To install a new seal, position seal in opening of
extension housing and drive it into the housing with
Tool MyMopar.com
0-3972 Fig. 8.
Fig.
8_Installing xt.ns4on MousIng Yoke
Secu
*SPCER
-
RING
COVER BOLT
STOP
NNLC
/COVER
CEAR* SECOND
I..N!r
CLUTCH CLAP SLEEVE
GEAR FIRST ANdI REVERST
/
_s//tOW
REVERSE
FORK
POLLEE EFAP:NCs
/
SPRING
CLUTCN GEAR
sroP T1P1G
--
N
/
NAP RING
-
THRUST
WAS HER
-7’
RING.
N
THRUST PLATE
jcouHIERs,Ar.1 GFAR
I. XI I IS ION
IDLER f,EAA
THRuST
WASHER
N.DERFCt
FORK
AOl
GASKET
F
SHAFT
LEVtR
THrjsr
WASHER
WASHER
/
WASHER
S SARI
/
r
LEVER
//
/
.
‘<
SLatvm_
‘
DETENT
I,
/
/
STOP RING
BUSHING
I
VI t,H r
:.0LF. F I: WS, A
TAPERED
OIL SLINGER
/
A kiN
GASKET
C
DRIVE
PINION
/
CASE
/
.
LU C
!,!.:
/
PING
. SNAP
I
*OLLLj ,TEAT.PJGS
SNAP AING
/
TAPERED FIN
BOLT ANO W&SHEQ
/ / //
/ // I
/
-
SPEINC WASHER
NUT
Clip
/
LEVER
I
WASHER
SEAES/
/eusHqNr,
/
-
NFl
PIVOT PIN
NUT
LOC K Wt,.SH ER
WASH ER
PjSHNc
WASHER
C P0MM F I
LKwASNEE
MyMopar.com
BOLT AND WASHER
Pt UG
2
AI
/
C,ASKE
!.;c S /
/
PLUG.....
/ ROLL BE Tt* AS N CS
/
p
BALL
DEtENT BALL
LIA IN LW
r
YORE
BEARING
Fig. P745
CPGPMET
Ttensmnission-Ojsossembl.d
PAWL
SEAL
21-6
TRANSMISSION-3-SPEED MANUAL
NEI1I
Fig. I 2-Remoyi,rn Drive Pinion Assembly
Fig.
0-Measuring Synchronizer "Float"
outer ring Fig. tO. This measUrement must be made
on two pins. 180 degrees apart with equal gap on both
ends for "float’’ determination.
141 There should he a snug fit between the pins and
BEAR NO
1
OIL SLINGER
N
N
outer rings, sicTIilar to that obtained when measuring
with a micrometer.
Extension Housh,g
III Remove bolt and retainer securing speedometer
Care
pinion adapter in the extension housing Fig.
SNAP RING
fully work adapter and pinion out of the extension
housing.
121 Remove bolts and one nut
that attaches exten
sioii housing to the transmission ease. Slide eTctensiOn
housing off the mainshaft.
IS I Unwind and slide yoke seal rear sLop ring ICOTTL
the mainshafl Fig. 11. Slide seal and front stop ring
off the shaft.
Drive Pinion
ii Remove bolts that attach main drive pinion
bearing rctainer. then slide retainer off the pinion.
Discard gasket and drive seal out of the retainer.
ORIV PrNION
Fig.
KP172b
Z-Drlye Pinion Asemby
bly is being removed from the case Fig. 12.
Remove snap ring Fig. 13, which locks main
drive pinion bearing on the pinion shaft. Remove pin.
ion bearing washer, then carefully press pinion shaft
out of bearing, using an arbor press. Remove the oil
shinger
using a suitable drift.
12 Grasp pinion shaft
and pull assembly out of
ease slightly, the,’ slide synchronizer front inner stop
ring from the short splines on pinion as pinion assem
SYNCHRONIZER
STOP INNER RING
CLUTCH GEAR
SLEEVE
SYNCHRONIZER
STOP IR1NFR INC,
/
SEAL STOP RINGS
7.
l.A.
-I--
YOKE SEAL
Fig. IT-Sliding Spun. Yoke Seal
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NN92
READEa
RING
-SYNCl+RONIZER
STOP
OUTER RENS A55Y5.
Fig. I4A.74S Synchronizer Unit
NBI2tIA
C-.,
21-7
.3-SPEED MANUAL-TRANSMISSION
LOW AND REVERSE
SHIFT FORK
A
‘a.
a
LOW
SECOND
SPEED GEAR
Fig. IS_Removing or installing Snap Ring
14 Remove snap ring
cavity in end of the drive
AND REVERSE
SLIDING GEAR
and 15 bearing rollors from
pinion.
M&nshoft
II With transmission in rtvene. remove ‘nainshaft
rear bearing outer snap ring, using a hook or a flat
blade, then partially remove the mainshaft.
2} Cock the mainshaft, then remove clutch sleeve
outer synchronizer rings, front inner ring and 2-3
shift fork Fig. 141.
31 Remove clutch gear retaining snap ring, using
snap ring pliers Fig. lai. Slide clutch gear off end of
the niainshaft.
4} Slide second speed gear, stop ring and synchro
ni:,er spring off the mainshaft Fig. IeI.
5 Remove low and reverse sliding gear and shift
fork Fig. 17 as mainshaft is completely vithdrawn
from the case.
Countershaft Ge..,
1 Using a feeler gauge! check end play of coun
tershaft gear Fig. 181. The end play should be from
MAIN SHAPT
NYSSO’
Fig. 17-Removing or installing Moinshoft
.0045 to .028 inch. This measurement will determine
if new thrust washers are to he installed at rea.s_
sembtyL
i21 Using countershaft
bearing arbor Toot C-3834,
driver countershaft toward rear of case until smEill
key can be removed from countershaft.
Drive countershaft remaining way out of the
case, keeping arbor tight against end or countershaft
to prevent loss of roller bearings.
41 Remove countershaft gear. thrust washers and
thrust plate from the case.
IS Remove bearing rollers i88, spacer rings 141
and Center plate from the conntershaft gear.
Reverse
Idler Gear
I Using a suitable drift, drive reverse idler gear
shaft towards rear and out of the case. Remove
woodruff key from end of the shaft.
I’
IL
‘A
It
‘-:‘
"14r
..?
IDLER GEAR
1
SYNCHRONIZER
SPREADER 5Pe1NC’
SECuND
SPEED GEAR
Fig. I6-’Molnshoft
MyMopar.com
NYB5ZA
Assembty
CHECK END
r rHpuSr
El
COU R]
GEAR
cg. Ia-co..nterslmlr end Reverse idler Gao,
-
21-8
TRANSMPSSIDN-3-SPEED MANUAL’
SECOND AND DIC7
FORK
SECOND AND OFRCCT
LEVER
N
LOW AND REVERSE
FORK
N,
CAUTION: Do not spin bearings with air preuure;
turn slowly by hand. Spinning unlubricated bearing.
may cause damage to the races and balls.
Be sure ball hearings are clean, then lubricate
them with light grade engine oil. Inspect bearings for
roi’gl’ness. This can best he ‘determined by slowly
fuming outer race by hand. Measure fit of the bear
ings on their respective shafts
Needle Type Bearing Rollers and Spacers
Inspect all bearing rollers for flat spots or hrinel.
ling. Inspect all bearing roller spacers for signs of
wear or galling. Install new parts as required.
BALL
FIN
Gears
SLEEVE
SPRING
SALL
LOW AND REVERSE
LEVER
N53
Fig P9-A-lu Shift Forks and Lever,
21 Lift reverse idler gear, thrust washers and hear
mg rollers 221 out of the case. Remove bearing rollers
from the gear.
Gearshlft Mechanism
This operation need only be done if the seals arc
ieaking.
1 Remove operating levers from their respective
shafts.
2 Drive out tapered retaining pin from either of
the two lever shafts! then withdraw levershaft from
inside the transmission. The detent balls are spring
loaded: as shaft is being withdrawn, hall will drop to
bottom of the case.
31 Remove interlock sleeve. spring, pin and both
halls from the case Fig. 19. Drive out reinainirg
tapered pin, then slide lever shaft out of the trans.
miss ion.
41 Using a suitable drift, drive out
seals.
lever shaft oil
CLEANING AND INSPECTION
Clean transmission
ease thoroughly, using a suit’
able solvent, dry with compressed air. Inspect case for
cracks, stripped threads in various bolt holes and ma
chined mating surfaces for burrs, nicks or any condi
tion that wonid render the case unfit for further ser’
ice. The front mating surface should be smooth; if
any burrs are present, dress theta off with a fine mill
file. If threads are stripped, install Helicoil inserts.
Ball Bearings
Wash ball hearings using
dry with compressed air.
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a clean solvent and blow
Inspect gear teeth oni synchronizer clutch gears and
stop rings. If there is evidence of chipping or exces
sively worn teeth, install new parts at reassembly. Be
sure clutcI, sleeve slides easily on the clutch gear.
inspect countershaft gear and all sliding gear teeth
for chipped or broken teeth, or showing signs of ex
cessive wear. Small nicks or burrs must he stoned oft
Inspect teeth on the main drive pinion. If excessive
ly worn, broken or chipped, a new pinion should be
installed,
Test interlock sleeve and pin for free movement in
here of he shift housing. Examine detent halls for
sighs of brinelling. If lever detents show signs of cx,
cessive wear to extent of not locking in gear, install a
new part. inspect shift forks for wear on the shanks
and pads.
Synchronizer
Stop Rings
Inspect gear teeth and threads on synchronIzer
ioncr stop rings for broken teeth or worn threads.
inspect pins on synchronizer outer stop ring assembly
for being straight and attached securely. Replace
parts as required.
Mainshaft
inspect mainshaft gear ond bearing mating sur
faces. If gear contact surfaces show signs of galling or
are excessively
installed
worn, a
oew mainshaft
should
be
raspect snap ring grooves for burred edges- If
rough or burred, remove condition using a fine file or
crocus cloth. Inspect synchronizer clutch gear teeth
on the shaft for burn.
ASSEMBLING THE TRANSMISSION
Coun?ershaft Gear
To reassemble transmission, refer to Fig. 9, then
proceed as follows:
Ti Slide countershaft gear bearing roller spacer
over arbor ‘lool C3834. Coat bore of gear with lubri’
cant and slide tool and spacer in the gear bore.
12 Lubricate bearing rollers with heavy grease and
install 22 rollers next to spacer in each end of gear in
area around the arbor. Place a bearing spacer ring in
-3-SPEED MANUAL-TRANSMISSION
each end of gear nert to hearing rollers, and install
another row of 22 rollers in each end. Coat with heavy
grease and install bearing spacer in each end of the
21-9
2ND SPEED
GEAR
gear.
8 If countershaft gear end play ws found to ex
ceed .028 mel, during disnsembly, install new thrust
washors,
Coat with heavy grease and install front
thrnst washer over arbor at front of countershaft
gear, with the tabs outward. Install tabbed rear thrust
washer ovor arbor with tabs positioned ira grooves in
the gear.
Install remaining rear thrust washer plate over
arbor at rear of the gear. The washer plate must he
installed so step on plate vrill engage on ledge inside
rear of case! thus prevcnting plate rotation. Install
gear and arbor in ca.e miil<ing sure front thrust
washer tabs slide into grooves in the case, and rear
thrust washer step engages on the ledge.
141 Using countershaft and a soft hammer, drive
arbor forward out of countershaft gear and through
bore in front of the case, Before drMng countershaft
all the way into case, he sure keway is positioned in
line with key recess protded in rear of case. Insert
shaft key and continue to drIve countershaft forward
in case until key is bottomed in recess.
Reverse Idler Gear
ii Position arbor Tool C-404 in reverse idler ge-ar
and using heavy grease, install the 22 hearing rollers
in the gear.
2 Place front and rear thrust washers at each
end of reverse idler gear, and position assembly in
transmission case with chamfered end of gear teeth
toward the front.
3 Insert reverse idler shaft into bore at rear of
case with keyway to rear, pushing arbor toward front
of the transmission,
4 With keyway aligned with recess in ease, drive
shaft forward, inserting key hefore keyway is ob
ft
TOOL
.....
t
A’
NsEr
AGAiNST ThIS FACE
Fig. 21-synchronizer
float
Shim Locotion
scored. Continue driving shaft forward until key
seats in recesS,
Gearshift Mechonism
To install gearshift mechanism, refer to Fig. 19,
then proceed as follows:
1 Place new shift lever shaft seals centered in
their bores in the case. Using Tool 1-3768, drive hoth
seals into the case, until tool bottoms.
2 Install seal protector, Tool 1-3767, on end of low
and reverse lever shaft, Then slide shaft into rear boss
of case and through the seal. Lock in position with
tapered pin. Turn lever until center detent is in line
with the interlock bore.
3 Slide interlock sleeve in its bore in case fo!
loweti by one of the interlock balls, Install interlock
spring and pin.
4 Place remaining interlock ball on top of inter
lock spring, using Tool C-378 Fig. 20, fA good
method of installing second ball is to stick ball in the
tool recess by means of lubricant, then use tool to
position ball on the detent spring.
51 Install seal protector Tool C-3787, on second
and high lever shaft, depress interlock ball, using
Tool 1-3765 and at same time install second and high
lever into fully seated position, with center detent
aligned with detent ball. Remove the tool, Secure
lever shaft with remaining tapered pin.
0 Install operating levers, install and tighten re
taining nuts securely.
7 Place low and reverse fork in lever shaft, with
offset toward rear of transmission,
Mamshoft
NB 4
Fig. 20-Installing
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Oe,ent 80115
d While holding low and reverse sliding gear in
position in fork, with hub extension to rear, insert
mainshaft with rear bearing through rear of case and
into the sliding gear.
1 Place synchronizer spreader spring, and then
rear stop ri,,g on synchronizer splines of 2nd speed
21-10
TRANSMISSION-3-SPEED MANUAL
gear. Install 2nd speed gear on mainshaft, and or
shims if required.
In cases where synchronizer "float" measurement
was above .090 inch, synchronizer shims should be
installed to reduce "float" to .090 inch or less. Install
shim on shoulder of second speed gear, before
spreader spring is installed Fig. 21.
If synchronizer "float" is below .050 inch, an equal
amount of material should be removed from ends of
all six synchronizer pins until synchronizer "float" is
above .050 inch.
3 Install synchronizer clutch gear on the mainshaft. Install synchronizer clutch gear snap ring in
the mainshaft groove. Make certain ring is bottomed
all the way around in the groove.
4 Measure clearance between clutch gear and 2nd
speed gear. Clearance should be .004 to .014 inch.
End play in excess of .014 inch may cause 2nd speed
gear "jump out."
5 Install 2nd and direct fork in the lever shaft.
Hold synchronizer clutch gear sleeve and two outer
rings together, with pins properly entered in holes in
clutch gear sleeve. Engage 2nd and direct fork with
the clutch gear sleeve.
6 While holding synchronizer parts and fork in
position, slide mainshaft forward, entering synchro
nizer clutch gear into clutch gear sleeve and at same
time entering mainshaft rear bearing in the case
bore. If synchronizer parts are not positioned as de
scribed in steps 5 and 6, it will not be possible to place
them in position after mainshaft is fully in position,
due to interference with countershaft gear.
7 While continuing to hold synchronizer parts in
position, tap mainshaft forward until rear bearing
bottoms in the case bore.
8 Install mainshaft rear bearing snap ring in
groove in the case bore. This snap ring is a select fit.
9 Unwind and slide yoke seal front stop ring into
place on the mainshaft Fig. 11. Slide seal on shaft
with lips of seal toward rear, then install the rear
snap ring.
Drive Pinion
1 Slide oil slinger if removed over pinion shaft
and down against the gear Fig. 13.
2 Slide bearing over pinion shaft snap ring
groove away from gear end, then seat on the shaft,
using an arbor press.
3 Secure bearing and washer with selected thick
ness snap ring. Four snap rings are available to elimi
nate end play same thickness as clutch gear and
mainshaft snap rings.
Be sure snap ring is properly seated. If the large
snap ring around bearing was removed, install at this
time.
4 Place pinion shaft in a vise with soft jaws.
Coat 15 bearing rollers with heavy grease, then instill
in cavity of the shaft. Install bearing retaining ring in
its groove.
5 Install third gear inner stop ring Fig, 14, in
third gear outer stop ring. Guide drive pinion through
front of the case and engage inner stop ring with
clutch teeth, then seat the pinion bearing.
The pinion shaft bearing is fully seated when snap
ring is in full contact with the case.
6 Install a new seal in pinion bearing retainer,
using Tool C-3789.
7 Using a new gasket, install drive pinion and re
tainer in the case. Install attaching bolts and tighten
to 35 foot-pounds.
Extension Housing
REMOVAL
INSTALLATION
NK3O8A
Fig. 22-Replacing
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Extension
HousingBushing
1 If extension housing bushing requires replace
ment, drive out oil seal with a suitable tool. Be sure
not to damage oil seal surface in the housthg.
2 Drive bushing out of housing with Tool C-3974
Fig. 22.
3 Slide a new bushing on installing end of Tool
C-3974. Align oil hole in bushing with oil slot in the
housing, then drive bushing into place Fig. 22.
4 Drive a new oil seal into housing with Tool C3972 Fig. 8.
5 Using a new gasket, slide extension housing
over mainshaft while guiding shaft through bushing
and oil seal. Install and tighten attaching bolts to 50
foot-pounds.
6 Install transmission gasket and cover, install
and tighten cover bolts to 15 foot-pounds.
7 Install the speedometer pinion and adapter as
sembly. Refer to Page 3.
3-SPEED MANUAL-TRANSMISSION
2I11
8 Install d’ain plug and back-up light switch and
tighten securely19 Refill transmission with Automatic Transiti is
sion Fluid AQ-ATF, Suffix "A." Install filler plug and
tighten securely-
TRANSMISSION INSTALLATION
Flace a small amount of short fibre wheel hearing
lubricant around inner end of main drive pinion shaft
pilot bushing in flywheel and on pinion bearing re
tainer release bearing sleeve area- Do not lubricate
end of pinion shaft, cjutch disc splines or clutch release levers.
I Remove lransmission from repair stand, place it
on a suitable jack and slide assenibly under the
vehicle.
2 Raise transmission until drive pinion shaft is
centered in the clutch hou.ing bore,
{8 Roll transmission slowly forward until pinion
shaft enters the clutch disc. Turn pinion shaft until
splincs are signed, then push transmission forward
until seated against clutch housing- Do not allow
transmission to
hang
after pinion has entered the
Fig. 24-Removing Searing Upp.r Snap Ring
joint yoke into extension housing and on mainshaft
splines. Connect propeller shaft to the rear axle pin
on shaft yoke.
t°; Road test vehicle, making sure transmission
shifts smoothly and operates quietly.
I 0 If the shift linkage requires adjustment, refer
to Page 2.
clutch disc.
STEERING COLUMN AND GEARSHIFT
Install transmission attaching bolts and tighten
to 50 foot-pounds. Remove the jack.
iS Using a pointed drift, align crossmeniher bolt
holes, then install attaching bolts. Tighten to 3,5 footpounds.
O} Helnove engine support fixture and disengage
hooks from holes in frame side rails. Install extension
housing to crossinember bolts and tighten to ‘35 footpounds.
171 Reconnect speedometer cable, gearshift rods
and back-tip light switch wires.
18 Lubricate the internal spline area of front tarn
versal joint yoke, refer to Lubrication and Mainte
nance," Group 0. Carefully guide front universal
Removal
I Disconnect battery cable at the battery negative
tcrminal,
2 Disconnect shift linkage rods from shift levers
at bottom of the steering colu’im.
3 Remove clamp and lie-at shield from lower end
of steering column. Disconnect steering shaft by re
moving roll pin from upper joint coupling.
41 Disconnect the turn signal, and horn wires.
5 Depress horn ring or horn ring ornamcnt and
rotate
turn counterclockwise tn reIIIove,
Remove
horn switch retaining screws.
0
171 Disconnect horn wire clip and remove horn
swikh assembly.
8 RemOve steering wheel retaining nut and
5W ii C
was Ii Cr.
141
RETAINING
r:cppws 131
iOi Remove steering wheel, using remover Tool C3428.
SEAR!NG HOOSeC
SGLI 12:
456A
Fig. 23sreerjng Column-Upper End
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ID Remove floor plate to toe board attaching
screws.
ill Disconnect steering column at instrument
pane] bracket by removing retaining screws and
clamp.
12 Lift stcering coin no assembly up and off end
of wormshaft, and remove assembly out through pas
senger compartment being careful not to soil or damage the headlining.
Disassembly
Place steering column assembly on a clean padded
bench to protect the paint finish.
11 Remove turn signal lever retaining screw and
remove the lever.
21-12
TRANSM1SSION-3-SPEED MANUAL
SPACL.R
BEARING IOOL
NYLON
CWR
WASHER
SL:PPOP1 CW.
STEERING SHAFT
REARING
!3IjSHING RFMN!NC
SCREWS
Fig. 27-Steering Colnann-Low., End
61455A
Fig. 25-Removing Steering Shaft Beoring
2 Remove the three switch retaining screws
Fig. 23 and pull turn signal switch and switch plate
up and out, feeding wires and connectors through the
steering column jacket.
3 Remove snap ring from upper groove in steer
ing shaft with Tool C-311R Fig. 24.
4 Install steering wheel nut on steermg shaft,
then bump steering snatt on a wood block to release
bearings and shaft from the column jacket. Slide
steering shaft out of column jacket and remove lower
snap ring.
5 While supporting gearshaft housing in area
around shift lever pivot pin, drive out pivot pin, using
a 3/16" punch, and remove the shift lever Fig. 25.
0 Remove three Inwer support cup to jacket
attaching screws Fig. 20 and remove the cup.
I? Remove nylon thrnst washer, low and reverse
lever, and the spaccr.
8 Remove two lower shift tube bushing retaining
screws at slotted holes in the jacket.
9 Slide shift tube with 2nd and direct lever, nylon
bushing. spring and spring retainer out of the jacket
Fig. 27.
NOTE: The shift tube with 2nd *nd direct leysI
spring, retainer and nylon bushing are serviced as an
assembly, and Sr. not to be disassembled.
10 Remove floor plate assembly from the column
0
jacket.
SELSCOR SPRFNG
-
SHIFT TURE AND
LEVER ASSEMBLY
‘CNCH
SHFr LEvER
COLUMN JACKET
SIN C SuPo
NYLON RUSHING
623oA
Fig 26-Removing Shift Lever
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Pivot Pin
Fig. 28-Removing Shift Tube Assembly
.3-SPEED MANUAL-TRANSMISSION
Ill Remove hexagon nuts from the two bearing
housing retaining bolts, and lift steering column
upper bearing housing off the jacket Fig. 28.
12 Lift gearshift housirLg and spring washer off
he steering column jacket.
hispectian
Alter cleaning, inspect all parts for wear or dam
age. Note condition of pins in two lower shift levers,
shift lever socket at top end of shift tube, and inner
end nf shift lever.
Inspect steering shaft upper bearing for smooth
operation, and lubricate with MultiPurpose Chassis
Lubricant or similar lubricant. If bearing has any
sign.s of roughness or wear, 1 should be replaced.
Replacement bearings are pre-lubricated.
It EC ‘CR LEVU
NEUTRAL
:O.L.:...N
,
Assembly
1 Position spring washer on tho ledge in top end
of steering column jacket Fig. 28, and place shift
lever housing in position at top end of the column
jacket.
12 Place two bearing bousing retaining bolts in
position in the housing, and just start retaining nuls.
3 Stand colunm upright, and lower hcarthg hous
ing into position, engaging bolt heads in slots in the
column jacket.
141 lighten two retainer bolt nuts altenately and
evenly in steps to prevent unseating bolt heads from
the slots. Titen to .50 inch pounds.
5 Lubricate floor plate 0-ring with a soap solution
or rubber lubricant and slide assembly on the steer
ing column.
The floor plate assenth]y must be installed before
installing shift tube and levers, since this cannot be
done after shift tube and levers are in place in the
steering column.
8 Turn nylon bushing on shift tube Fig. 27, so
the two holes in bushing are aligned with centerline
of 2nd and 3rd speed shift lever then slide shift tube
and ever assembly through jacket tube and into the
bearing housing.
7 Install spacer Fig. 26, around selector lever so
NUT
SPRING WASHER
SOLT 11
INSULATOR COLUMN
BEARING
HOUSING
CLAMP
GFAR5HIFF HOUSING
.IACIET ASSEMBLY
2552
Fig. 29-Jacket
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Tube-Oisnss.mW.d
21-13
454A
Fig. 30_Holding Selector Lever in Neutral Position
it rests against the 2nd and 3rd speed shift lever.
8 Install low and reverse lever. Then install the
nylon washer, centering it over end of the shift tube.
ici Install lower support cup in the jacket F’ig. 26,
while holding pressure against cup to overcome selec
tor spring load, start the three support cup retaining
screws, and tighten t0 30 inch pounds.
10 Loosely enter lower bushing retaining screws
through slots in the jacket, and into the nylon hush.
ings Fig. 26.
11 Rotate nylon bushing to where all play at shift
levers and spacers is eliminated, but no binding
occurs. With bashing in this position, tighten the two
burhing to jacket screws Lu 30 inch pounds.
t2 F The gearshift lever insulator should be cx
amined, and if any wear or damage is evident, it
should he pulled off the lever and replaced.
itS Place a screw driver blade between 2nd and
3rd speed shift lever and selector lever, so it will hold
selector lever at neutral position half way between
the two shift levers ifig. 20:!.
14 Position gearshift lever in shift lever housing
so it engages hole in shift tube plale with the in hole
aligned.
15 Support jacket tube housing in area around
pin hole F Fig. 25 and drive pivot pin in flush with the
housing.
18 Place insulator over upper column hearing and
into bore in the bearing housing. Use a soap solution
or rubber lubricant to easc installation,
17 Install snap ring in lower gronve on steering
sbaft and slide shaft upward into column and through
the upper bearing. Lubricate steering shaft lower
bearing to ease installation.
18 position wavy upper snap ring agsinst top of
the bearing. Place bearing installing sleeve Tool C3879 and steering wheel retaining washer and nut, on
top of steering shaft in that order Fig. 30.
21-14 TRANSMISSIDN-TORQUEFLITE
Lowe P.
:OljpLIrtC
ROLL flO
I
/1
/
I
ROLL IN
IN5TALLI NC
&EEVE
2579
6h514
flg. 3I -installing Steering Column Upper Beoring
I tO Turn steering wheel retaining nut to exert
pressure on installing sleeve, upper snap ring. and
bearing, pressing ‘he bearing down onto knurled sec
tion of steering shaft and against the lower snap ring.
Exert sufficient pressure against upper silap ring to
flatten it against the hearing so it can enter gI’ooVe in
the steering shaft. Be sure snap ring is firmly seated
in the groove.
20 Position turn signal sv4tch assembly in bear
itIg housing, while feeding wiring through steering
column and out through opening provided in thc
column jacket.
211 Place switch plate over switch, and install
three retaining screws Fig. 23. Tighten screws to 24
inch pounds.
22i Position I.qjj’n signal lcver in the assembly,
sighting down through hole in switch to align screw
hole, and install the lever attaching screw, Tighten
screws to 24 inch pounds.
Installation
1 Insert column and jacket tube assembly
hrougbi floor pan openuilig, bei rig careful not to soil or
damage the headlining.
Ii With front wheels in straight ahead position,
align master splines of steering shaft with upper joint
coupling. Engage steering shaft far enough to install a
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new roll pin.
I
*UIN
Fig. 32-Positioning Steering
Shalt
Coupling
3i Loosely fasten steering column jacket to in
strument panel bracket with clamp and the two at
tarhing screws. Re sure tab on clamp is entered in
locating slot in the column lacket,
41 Thc steering shaft coupling must he centered at
midpoint of its travel. Move coltiniri assembly up or
down in 1 nstrunient panel bracket so dimension be
tveen tnp of coupling and center of gauge hole IFig.
31 is 13/16 inch. Tighten steering colonel bracket
cia till screws to 95 inch pounds.
I I Slide floor plate down colu’lln and into position
on the floor, Install retaining bolts finger tight so
plate can be shifted to align Inwer end of coiunnlnl.
Oi Shift floor plate to position lower end of column
to obtain minimum steering shaft coupling angles.
Tighten all floor plate retaio itig Screws to 90 inch
pounds. After tightening screws, recheck alignment.
171 Install heat shield on lower end of steering
colunm and secure with the cinmp screws. Make sure
siliel clears the ru hher coti p1mg.
lI With master splines in steering wheel ub and
steering shaft aligned, place steering wheel on the
stee ring shaft.
IO Install steering wheel retaining washer and nut.
Tighten nut to 14 foot pounds.
{lOi Install horn switch parts preiously removed
from steering wheel. Install the horn ring or horn
ring ornament.
TORQUEFLITE
TRANSMISSION
A-727-B
I N D EX
Gearshift and Parking Lock Controls
General Information
Hydraulic Control System
Operating Instructions
Service Diagnosis
Service in Vehicle
Air Pressure Tests
Aluminum Thread Repair
Band Adjustments
Console Gearshifts
MyMopar.com
Page
25
15
15
25
26
31
41
32
38
37
Extension Housing and Bearing
Extension Housing Yoke Seal
Governor
Hydraulic Control Pressure Tests
Hydraulic Control Pressure Adjustments
Lubrication
Neutral Starting Switch
Parking Lock Components
Speedometer Pinion
Steering Column and Gearshift
Page
44
43
45
40
41
32
37
46
43
33
4986705
TORQUEFLITE-TRANSMISSION
Throttle Linkage Adjustment
Valve Body and Accumulator Piston
Service Out of Vehicle
Assembly-Sub-Assembly Installation
Disassembly-Sub-Assembly Removal
Installation-Transmission and Converter
Recondition Sub-Assemblies
Accumulator Piston and Spring
Extension Housing Bushing and Oil Seal
Front Clutch
Governor and Support
Kickdown Servo and Band
Page
38
46
47
65
49
67
52
55
56
58
56
64
Low-Reverse Servo and Band
Oil Pump and Reaction Staff Support
Overrunning Clutch
Parking Lock Sprag
Planetary Gear Train
Rear Clutch
Valve Body Assembly
Removal-Transmission and Converter
Pump Oil Seal
Starter Ring Gear
Torque Converter Flushing
Specifications
Tightening Reference
21-15
Page
63
56
62
60
53
47
GENERAL INFORMATION
The TorqueFlite Transmission model identification
markings are cast in raised letters about 3/s inch
high on the lower left side of the transmission bell
housing.
The A-727-B transmission Fig. 1 combines a
torque converter with a fully-automatic 3-speed gear
system. The converter housing and transmission case
are an integral aluminum casting. The transmission
consists of two multiple disc clutches, an over-running
clutch, two servos and bands, and two planetary gear
sets to provide three forward ratios and a reverse
ratio. The common sun gear of the planetary gear sets
is connected to the front clutch by a driving shell
which is splined to the sun gear and to the front
clutch retainer. The hydraulic system consists of an
oil pump, and a single valve body which contains all
of the valves except the governor valve.
Venting of the transmission is accomplished by a
drilled passage through the upper part of the oil
pump housing.
The torque converter is attached to the crankshaft
through a flexible driving plate. Cooling of the converter is accomplished by circulating the transmission
fluid through an oil-to-water type cooler, located in
the radiator lower tank. The torque converter assembly is a sealed unit which cannot be disassembled.
The transmission fluid is filtered by an intcrnal
"Dacron Type" filter attached to the lower side of the
valve body assembly.
Engine torque is transmitted to the torque converter then, through the input shaft to the multiple
disc clutches in the transmission. The power flow depends on the application of the clutches and bands.
Refer to "Clutch Engagement and Band Application
Chart." Refer to Page 25.
The A-727-B TorqueFlite Transmission servicing
procedures are in general the same for all models.
However, when a "Hi-Performance" engine is used,
several parts are different due to high performance of
the vehicle.
The special parts are listed in the 1966 Parts Cata
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log; therefore, be sure they are used when replacement is necessary.
HYDRAULIC CONTROL SYSTEM
The hydraulic control circuits on pages 17 through
24 show the position of the various valves with color
coded passages to indicate those under hydraulic
pressure for all operations of the transmission.
The hydraulic control system makes the transmis
sion fully automatic, and has four important functions
to perform. In a general way, the components of any
automatic control system may be grouped into the
following basic groups:
The pressure supply system, the pressure regulat
ing valves, the flow control valves, and the clutches
and band servos.
Taking each of these basic groups or systems in
turn, the control system may be described as follows:
Pressure Supply System
The pressure supply system consists of an oil pump
driven by the engine through the torque converter.
The single front pump furnishes pressure for all the
hydraulic and lubrication requirements.
Pressure Regulating Valves
The pressure regulating valves consist of a regu
lator valve which controls line pressure at a value
dependent on throttle opening.
The torque converter control valve maintains
torque converter operating pressure and transmission
lubricating pressure.
The governor valve transmits regulated pressure to
the transmission in conjunction with throttle pres
sure to control upshift and downshift speeds.
The throttle valve transmits regulated pressure to
the transmission in conjunction with governor pres
sure to control upshift and downshift speeds.
Flow Control Valves
The manual valve obtains the different transmis
sion drive ranges as selected by the vehicle operator.
a,
FRONr
PIAF1ETARY GEAR SET
TURBINE
REAfi CLUTCH
STATOR
‘a
REAR PLANETARY GEAR SET
IMPEL LR
‘a
‘a
FRONT CLUTCH
a
LOW AND REVERSE RAND
Oft PUMP
OVERRUNNING CLUTCH
a
IMPERIAL MODELS
GOVERNOR
0
C
In
‘1
r
-I
OUTPUT SHAFT
RE ARING
fll
ar
RUSHING
SPEEDOM FT E
N
KICKOOWN SAND
INPUT SHAFT
IC N
EXTENSJON HOUSING
PARKING LOCK A5SEMRLY
VALVE RODY
OIL FILTER
SUN GEAR DRFVINO SMELL
ELEKIBIE DRIVE PLATE
ENGINE CRANKSHAFT
NNII7
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Fig. I-TorquoFIfre FronsrWsson and Converse,
TORQUEFLITE-TRANSMISSION
21-11
TORQUE
CONVERTER
TO LyE.
ENGERE RUNNING
NN34
Park Hydtaullc Circuits
rOQUE
CONVERTER
CONTROL SVSTEJt
Il
NEUTRAL
ENOINE RcJNNJNO
NN3S
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Neotral Hydraulic Circuits
21-18 TRANSMISSION-TORaIJEFLITE
I________
I.
CONTROL
DRIVE
SRfAKAWAYI
HALF
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Drit’e-Dreakaway Hydraulic Circuits
StSTEJd IN
TIIROTTLC
TORQUEFLITE-TRANSMISSION 21-19
KU
[-I
REAR
CLUTCH
*I
I.DROUE
CONVERTER
OIL PRESSURES
II
IT
T5
TOTS
CONrEOL SYSTEM PM
DRIVE
hALF
SECOND
THROTTLE
II
N37
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Orive-Seond Hydraulic Circuits
21-20
TRANSMISSION-TORQUEFLITE.
RD
[I
SEAQ CLUICH
H
Ij______
fl
SVTVC
ri
FRONT CLUTCH
UIiI._
ACCUMULrOR
TDROUE
CONVERTER
oL PRESSURES
V-U
* *
*
E-ST
PI
LVOITSTITS
S*TO
TO OUT.
CONTROL
DRIVE
OIL
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F:ITR
Drive-Direct Hydraulic Clrtuits
SflTSM SN
DIRECTE
_______iI
____________________
*TORQUEFLITE-TRANSMISSION
RD
21-21
SERVO
CU’C
*
LIE
IUCgDOWN
TORQUE
CONVERTER
OIL PRESSURES
LINE
IT
r
LVRII{STITR
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CONTROL SYSTEM IN
DRIVE
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FU,.’P
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-
OUFVTfR
*
*
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*
*
*
*
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A
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Circuits
21-22 TRANSMISSION-TORQUEFLITE
SO
SERVO
r
L:*II:CSS
CLIITCI*I
1-1
-J
ACC L!M I IL TOE
II
rCVQUE
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5-53
CONTROL SYTTE!4
SO LU6.
IN
MANUAL SECOND
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CLOSED THROTTLE
NH4U
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Selector Lever Secand-Hydruulic Circuits
TORQUEFLLTE-TRANSMISSION 21-23
I
I
II
II
LIJ
NN4
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Selector Lever LDw-Hydraulic Circuits
21-24
TRANSMISSION-TORQUEFLITE
RD
REAR
SERVO
FRONT CLUTCH
CLUTCH
TCRCIIE
CONVERTER
OIL PRESSURES
CONTROL
TJUV.
SYSTEJR
IN
REVERSE
EUVVR
.
.4
OIL E!LTER
P U -
PRI
F1
Reverse Hydraulic Circuits
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NN4
-
-
TORQUEFLITE-TRANSMISSION
21-25
CLUTCH ENGAGEMENT AND BAND APPLICATION CHART
LEVER POSITION
FRONT
CLUTCH
REAR
CLUTCH
FRONT
KICKDOWN
BAND
REAR
LOW-REV
BAND
OVERRUNNING
CLUTCH
N-NEUTRAL
D-DRIVE
Breakaway
2.45 to 1
DISENGAGED
DISENGAGED
RELEASED
RELEASED
NO MOVEMENT
DISENGAGED
ENGAGED
RELEASED
RELEASED
HOLDS
Second
L45 to 1
DISENGAGED
ENGAGED
APPLIED
RELEASED
OVER RUNS
Direct
1.OOtol
ENGAGED
ENGAGED
RELEASED
RELEASED
OVER RUNS
DISENGAGED
ENGAGED
APPLIED
RELEASED
OVER RUNS
DISENGAGED
ENGAGED
RELEASED
RELEASED
HOLDS
DISENGAGED
ENGAGED
APPLIED
RELEASED
OVER RUNS
DISENGAGED
ENGAGED
RELEASED
APPLIED
PARTIAL HOLD
ENGAGED
DISENGAGED
RELEASED
APPLIED
NO MOVEMENT
DRIVE-RATIO
KICK DO WN
To Second
1.45 to 1
To Low
2.45 to 1
2-Second
1.45 to 1
1-LOW
2.45 to 1
ft-REVERSE
2.20 to 1
The 1-2 shift valve automatically shifts the trans
mission from low to second or from second to how
depending on the vehicle operation.
The 2-3 shift valve automatically shifts the trans
mission from second to direct or from direct to second
depending on the vehicle operation.
The kickdown valve makes possible a forced down
shift from direct to second-second to breakaway or
direct to breakaway depending on vehicle speed by
depressing the accelerator pedal past the detent
"feel" near wide open throttle.
The shuttle valve has two separate functions and
performs each independently of each other. The first
is that of providing fast release of the kickdown
band, and smooth front clutch engagement when the
driver makes a "lift-foot" upshift from second to di
rect. The second function of the shuttle valve is to
regulate the application of the kickdown servo and
band when making direct to second kickdowns.
Clutches, Band Servos and Accumulator
The front and rear clutch pistons, and both servo
pistons are moved hydraulically to engage the
clutches and apply the bands. The pistons are re
leased by spring tension when hydraulic pressure is
released. On the 2-3 upshift, the kickdown servo pis
ton is released by spring tension and hydraulic pres
sure.
The accumulator controls the hydraulic pressure on
the apply side of the kickdown servo during the 1-2
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shift; thereby, cushioning the kickdown band applica
tion at any throttle position.
GEARSHIFT AND PARKING LOCK CONTROLS
The transmission is controlled by a "lever type"
gearshift incorporated within the steering column.
The control has six selector lever positions: P park,
H reverse, N neutral, D drive, 2 second and 1
low. Some vehicles are equipped with a "lever type"
console gearshift which has the same selector lever
positions. The parking lock is applied by moving the
selector lever past a gate to the P position.
CAUTION: Never apply the parking lock until the
vehicle has stopped; otherwise, a severe ratcheting
noise will occur.
OPERATING INSTRUCTIONS
The transmission will automatically upshift and
downshift at approximately the miles per hour given
in the Shift Pattern Summary Chart. All shift speeds
given in the "Shift Pattern Summary Chart" Page 26
may vary somewhat duc to production tolerances and
rear axle ratios. This is not too important; however,
the quality of the shifts is very important. All shifts
should be smooth, responsive, and with no noticeable
engine runaway.
Starting Engine
The engine will start with the selector lever in
either the P park or N neutral positions.
21-26
TRANSMISSION-TORQUEFLITE
SHIFT PATTERN SUMMARY CHART
Newport
2.16:1
Condition
Closed Throttle
1-2 Upshift
Closed Throttle
2-3 Upshift
Wide Open Throttle 1-2 Upshift
Wide Open Throttle 2-3 Upshift
3-2 Kickdown Limit
3-1 Kickdown Limit
Closed Throttle Downshift
8-14
13-19
31-45
69-81
59-72
30-39
5-13
1 As a safety precaution when starting in the N
neutral position, apply the parking or foot brake.
2 Depress the accelerator pedal one-third of
travel to insure proper choke operation.
3 Turn the ignition key all the way to the right to
START position. When the engine starts, release the
key and it will return to the ON position.
NOTE: The TorqueFlite transmissions used on 1966
model vehicles will not permit starting the engine by
pushing or towing.
CAR SPEED TO AXLE RATIOS
300
New Yorker
Imperial
3.23:1
3.23:1
2.93:1
7-12
11-16
27-39
60-71
51-63
26-34
4-11
7-12
11-16
27-39
60-71
51-63
26-34
4-11
8-14
13-19
32-45
69-82
59-73
30-39
5-13
transmission and converter under these conditions. 1
low position is for severe operation or to obtain
better control.
TOWING VEHICLE
Transmission Inoperative: Tow the vehicle with a
rear end pickup or remove the propeller shaft.
Transmission Operating Properly: The vehicle may
be towed safely in N neutral with rear wheels on the
ground at a speed not to exceed 30 mph. If the vehicle
is to be towed for extended distances, it should be
done with a rear end pickup or the propeller shaft
removed. Because the transmission receives lubrica
tion only when the engine is running, it is good prac
tice to always tow a disabled vehicle with a rear end
pickup or remove the propeller shaft.
Mountain Driving
When driving in the mountains with either heavy
loads or when pulling trailers, the 2 second or 1
low position should be selected on upgrades which
requires heavy throttle for 1,4 mile or more. Lower
ratios reduces the possibility of overheating the
SERVICE DIAGNOSIS
The transmission should not be removed nor disassembled until a careful diagnosis is made,
the definite cause determined and all possible external corrections performed. In diagnosing
any abnormal shift condition, always make the hydraulic pressure tests before disassembly or
replacement of parts.
Condition
Possible Cause
Correction
HARSH ENGAGEMENT
IN D, 1,2 AND R
a Engine idle speed too high.
b
Hydraulic pressures too high or low.
c Low-reverse band out of adjustment.
d Valve body malfunction or leakage.
e Accumulator sticking, broken rings
or spring,
f
Low-reverse servo, band or linkage
malfunction,
g Worn or
clutch,
DELAYED ENGAGEMENT
IN 0, 1,2 AND R
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faulty
front
and/or
rear
a Low fluid level.
b Incorrect gearshift control
adjustment.
c Oil filter clogged.
linkage
a Adjust the engine idle speed to 500
rpm. Re-adjust throttle linkage.
b Inspect the fluid level, then perform
hydraulic pressure tests and adjust
to specifications.
c Adjust the low-reverse band.
d Perform pressure tests to determine
cause and correct as required.
e Inspect the accumulator for sticking,
broken rings or spring. Repair as
required.
f Inspect the servo for damaged seals,
binding linkage of faulty band lining.
Repair as required.
g Disassemble and inspect clutch. Repair or replace as required.
a Refill to correct level with Automatic
Transmission Fluid, AQ-ATF, Suffix A.
b Adjust the control linkage.
c
Replace the oil filter.
TORQUEFLITE-TRANSMISSION
Condition
Possible Cause
Correction
d Hydraulic pressures too high or low.
e Valve body malfunction or leakage.
f
Accumulator sticking, broken rings
or spring,
g Clutches or servos sticking or not
operating.
h Faulty oil pump.
i
j
Worn or faulty front and/or rear
clutch,
Worn or broken input shaft and/or
reaction shaft support seal rings,
k Aerated fluid.
RUNAWAY OR HARSH
UPSHIFT AND 3-2
KICKDOWN
a Low fluid level.
f
g
h
i
j
k
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d Perform the hydraulic pressure tests
and adjust to specifications.
e Perform pressure tests to determine
cause and correct as required.
f Inspect the accumulator for sticking,
broken rings or spring. Repair as
required.
g Remove the valve body assembly and
perform air pressure tests. Repair as
required.
h Perform the hydraulic pressure tests.
Adjust or repair as required.
i Disassemble and inspect clutch. Re
pair or replace as required.
j Inspect and replace seal rings as
required, also inspect respective
bores for wear. Replace the parts as
required.
k Inspect for air leakage into the oil
pump suction passages.
a Refill to correct level with Automatic
Transmission Fluid, AQ-ATF, Suffix A.
adjust- b Adjust the throttle linkage.
b Incorrect throttle linkage
ment.
c Hydraulic pressures too high or low.
d
e
NO UPSHIFT
21-21
c Perform the hydraulic pressure tests
and adjust to specifications.
Kickdown band out of adjustment.
d Adjust the kickdown band.
Valve body malfunction or leakage.
e Perform pressure tests to determine
cause and correct as required.
Governor malfunction.
f Inspect the governor and repair as
required.
Accumulator sticking, broken rings or g Inspect the accumulator for sticking,
broken rings or spring. Repair as
spring,
required.
Clutches or servos sticking or not h Remove the valve body assembly and
perform the air pressure tests. Repair
operating.
as required.
Kickdown servo, band or linkage i Inspect the servo for sticking, broken
seal rings, binding linkage or faulty
malfunction,
band lining. Repair as required.
j Disassemble and inspect the clutch.
Worn or faulty front clutch.
Repair or replace as required.
Worn or broken input shaft and/or k Inspect and replace seal rings as
reaction shaft support seal rings,
required, also inspect the respective
bores for wear. Replace parts as
required.
a Low fluid level.
a Refill to correct level with Automatic
Transmission Fluid, AQ-ATF, Suffix A.
b Incorrect throttle linkage adjust- b Adjust the throttle linkage.
ment,
c Kickdown band out of adjustment.
c Adjust the kickdown band.
d Perform the hydraulic pressure tests
d Hydraulic pressures too high or low.
and adjust to specifications.
e Remnve and clean the governor. Re
e Governor sticking.
place parts if necessary.
f Valve body malfunction or leakage.
f Perform pressure tests to determine
cause and correct as required.
g Accumulator sticking, broken rings g Inspect accumulator for sticking,
or spring,
broken rings or spring. Repair as re
quired.
h Clutches or servos sticking or not h Remove the valve body assembly and
operating.
perform the air pressure tests. Re
pair as required.
21-28
TRANSMISSION-TORQUEFLITE
Condition
Correction
Possible Cause
i
Faulty oil pump.
i
j Kickdown servo, band or linkage j
Perform the hydraulic pressure tests,
adjust or repair as required.
Inspect the servo for sticking, broken
seal rings, binding linkage or faulty
band lining. Repair as required.
k Worn or faulty front clutch.
k Disassemble and inspect clutch. Re
pair or replace as required.
I Worn or broken input shaft and/or I Inspect and replace the seal rings as
reaction shaft support seal rings.
required, also inspect the respective
bores for wear, Replace parts as
required.
malfunction.
NO KICKOOWN OR
NORMAL DOWNSHIFT
a Incorrect throttle linkage adjustment. a Adjust the throttle linkage.
b Incorrect gearshift control linkage b Adjust the control linkage.
adjustment.
c Adjust the kickdown band.
c Kickdown band out of adjustment.
d Hydraulic pressures too high or low.
d Perform the hydraulic pressure tests
and adjust to specifications.
e Governor sticking.
Ce Remove and clean the governor. Re
place parts if necessary.
f Valve body malfunction or leakage.
f Perform pressure tests to determine
cause and correct as required.
g Accumulator sticking, broken rings or g Inspect the accumulator for sticking,
broken rings or spring. Repair as
spring.
required.
h Clutches or servos sticking or not h Remove the valve body assembly and
operating.
perform the air pressure tests. Re
pair as required.
i Kickdown servo, band or linkage mal i Inspect the servo for sticking, broken
function.
seal rings, binding linkage or faulty
band lining. Repair as required.
j Overrunning clutch not holding.
j Disassemble the transmission and re
pair the overrunning clutch as
required.
SHIFTS ERRATIC
a Low fluid level.
b Aerated fluid.
a Refill to the correct level with Auto
matic Transmission Fluid, AQ-ATF,
Suffix A.
b Inspect for air leakage into the oil
pump suction passages.
c Adjust the throttle linkage.
d Adjust the control linkage.
c Incorrect throttle linkage adjustment.
Cd Incorrect gearshift control linkage
adjustment.
e Hydraulic pressures too high or low.
e Perform the hydraulic pressure tests
and adjust to specifications.
f Remove and clean the governor.
f Governor sticking.
Replace parts if necessary.
g Oil filter clogged.
g Replace the oil filter.
h Perform pressure tests to determine
h Valve body malfunction or leakage.
cause and correct as required.
i Clutches or servos sticking or not i Remove the valve body assembly and
operating.
perform air pressure tests. Repair as
required.
j Perform the hydraulic pressure tests,
j Faulty oil pump.
adjust or repair as required.
k Worn or broken input shaft and/or k Inspect and replace the seal rings as
required, also inspect respective
reaction shaft support seal rings.
bores for wear, Replace the parts as
required.
SLIPS IN FORWARD
DRIVE POSITIONS
a Low fluid level
b Aerated fluid.
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c Incorrect throttle linkage adjustment.
a Refill to the correct level with Auto
matic Transmission Fluid, AQ-ATF,
Suffix A.
b Inspect for air leakage into the oil
pump suction passages.
c Adjust the throttle linkage.
TORQUEFLITE-TRANSMISSION
Condition
Correction
Possible Cause
d Incorrect gearshift control
adjustment.
e Hydraulic pressures too low.
f
linkage
Valve body malfunction or leakage.
g Accumulator sticking, broken rings or
spring.
h Clutches or servos sticking or not
operating.
i
Worn or faulty front and/or
rear
clutch.
j Overrunning clutch not holding.
k Worn or broken input shaft and/or
reaction shaft support seal rings.
SLIPS IN REVERSE ONLY
a Low fluid level
b Aerated fluid.
c Incorrect gearshift control linkage
adjustment.
d Hydraulic pressures too high or low.
e Low-reverse band out of adjustment.
f Valve body malfunction or leakage.
g Front clutch or rear servo, sticking
or not operating.
h Low-reverse servo, band or linkage
malfunction.
Ci Faulty oil pump.
SLIPS IN ALL POSITIONS
c
d
e
f
e Perform the hydraulic pressure tests
and adjust to specifications.
f Perform pressure tests to determine
cause and correct as required.
g Inspect the accumulator for sticking,
broken rings or spring. Repair as
required.
h Remove the valve body assembly and
perform air pressure tests. Repair as
required.
i Disassemble and inspect clutch. Re
pair or replace as required.
j Disassemble the transmission and
repair the overrunning clutch as
required.
k Inspect and replace the seal rings as
required, also inspect the respective
bores for wear. Replace parts as
required.
a Refill to correct level with Automatic
Transmission Fluid, AQ-ATF, Suffix A.
b Inspect for air leakage into oil pump
suction passages.
c Adjust the control linkage.
d Perform the hydraulic pressure tests
and adjust to specifications.
e Adjust the low-reverse band.
f Perform pressure tests to determine
cause and correct as required.
g Remove the valve body assembly and
perform air pressure tests. Repair as
required.
h Inspect the servo for damaged seals,
binding linkage or faulty band lining.
Repair as required.
i Perform the hydraulic pressure tests,
adjust or repair as required.
a Refill to the correct level with Auto
matic Transmission Fluid, AQ-ATF,
Suffix A.
Hydraulic pressures too low.
b Perform the hydraulic pressure tests
and adjust to specifications.
Valve body malfunction or leakage.
c Perform pressure tests to determine
cause and correct as required.
Faulty oil pump.
d Perform the hydraulic pressure tests,
adjust or replace as required.
Clutches or servos sticking or not Ce Remove the valve body assembly and
operating.
perform air pressure tests. Repair as
required.
Worn or broken input shaft and/or f Inspect and replace the seal rings as
reaction shaft support seal rings.
required, also inspect respective
bores for wear. Replace the parts as
required.
a Low fluid level,
b Hydraulic pressures too low.
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d Adjust the control linkage.
a Low fluid level
b
NO DRIVE IN ANY
POSITION
21-29
c Oil filter clogged.
a Refill to the correct level with Auto
matic Transmission Fluid, AQ-ATF,
Suffix A.
b Perform the hydraulic pressure tests
and adjust to specifications.
c Replace the oil filter.
_______
21-30
TRANSMISSION-TORQUEFLITE
Condition
Possible Cause
Correction
Cd Valve body malfunction or leakage.
Cd Perform pressure tests to determine
cause and correct as required.
e Faulty oil pump.
e Perform the hydraulic pressure tests,
adjust or repair as required.
f Clutches or servos sticking or not f Remove the valve body assembly and
operating.
perform air pressure tests, Repair as
required.
NO DRIVE IN
FORWARD DRIVE
POSITIONS
a Hydraulic pressures too low.
b
Cc
Cd
Ce
f
Cg
NO DRIVE IN
REVERSE
a Perform the hydraulic pressure tests
and adjust to specifications.
Valve body malfunction or leakage.
b Perform pressure tests to determine
cause and correct as required.
Accumulator sticking, broken rings or c Inspect the accumulator for sticking,
spring.
broken rings or spring. Repair as
required.
Clutches or servos, sticking or not d Remove the valve body assembly and
operating.
perform air pressure tests, Repair as
required.
Worn or faulty rear clutch.
e Disassemble and inspect clutch. Re
pair or replace as required.
Overrunning clutch not holding.
f Disassemble the transmission and
repair overrunning clutch as required.
Worn or broken input shaft and/or g Inspect and replace the seal rings as
reaction shaft support seal rings.
required, also inspect the respective
bores for wear. Replace parts as
required.
a Incorrect gearshift control
adjustment.
b Hydraulic pressures too low,
c
Cd
e
f
g
linkage a Adjust the control linkage.
b Perform the hydraulic pressure tests
and adjust to specifications.
Low-reverse band out of adjustment.
c Adjust the low-reverse band.
Valve body malfunction or leakage.
d Perform pressure tests to determine
cause and correct as required.
Front clutch or rear servo, sticking e Remove the valve body assembly and
or not operating.
perform air pressure tests. Repair as
required.
Low-reverse servo, band or linkage f Inspect the servo for damaged seals,
malfunction,
binding linkage or faulty band lining.
Repair as required.
Worn or faulty front clutch,
g Disassemble and inspect clutch. Re
pair or replace as required.
DRIVES IN NEUTRAL
a Incorrect gearshift control linkage a Adjust the control linkage.
adjustment.
b Valve body malfunction or leakage.
b Perform pressure tests to determine
cause and correct as required.
c Rear clutch inoperative.
Cc Inspect the clutch and repair as
required.
DRAGS OR LOCKS
a Kickdown band out of adjustment.
a Adjust the kickdown band.
b Low-reverse band out of adjustment.
b Adjust the low-reverse band.
c Kickdown and/or low-reverse servo, Cc Inspect the servo for sticking, broken
band, linkage malfunction,
seal rings, binding linkage or faulty
band lining. Repair as required.
d Front and/or rear clutch faulty.
Cd Disassemble and inspect clutch. Re
Ce Planetary gear sets broken or seized.
f
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pair or replace as required.
Ce Inspect the condition of the planetary
gear sets and replace as required.
Overrunning clutch worn, broken or f Inspect the condition of the overrun
seized.
ning clutch and replace parts as
required.
TORQU EFLITE-TRANSMISSION
Condition
21-31
Correction
Possible Cause
GRATING, SCRAPING
GROWLING NOISE
a Kickdown band out of adjustment.
b Low-reverse band out of adjustment.
c Output shaft bearing and/or bushing
damaged.
d Governor support binding or broken
seal rings.
e Oil pump scored or binding.
a Adjust the kickdown band.
b Adjust the low-reverse band.
Cc Remove the extension housing and
replace the bearing and/or bushing.
Cd Inspect the condition of the governor
support and repair as required.
e Inspect the condition of the pump
and repair as required.
f Disassemble and inspect clutch.
f Front and/or rear clutch faulty.
Repair or replace as required.
g Planetary gear sets broken or seized.
g Inspect the condition of the planetary
gear sets and replace as required.
h Overrunning clutch worn, broken or h Inspect the condition of overrunning
seized.
clutch and replace parts as required.
BUZZING NOISE
a Low fluid level.
a Refill to the correct level with Auto
matic Transmission Fluid, AQ-ATF,
Suffix A.
b Pump sucking air.
b Inspect the pump for nicks or burrs
on mating surfaces, porous casting,
and/or excessive rotor clearance. Re
place the parts as required.
Cc Remove and recondition the valve
Cc Valve body malfunction.
body assembly.
d.Overrunning clutch inner race dam d Inspect and repair the clutch as
required.
aged.
HARD TO FILL OIL
FLOWS OUT FILLER
TUBE
Ca High fluid level.
Cb Breather clogged.
Cc Oil filter clogged.
Cd Aerated fluid.
TRANSMISSION
OVERHEATS
a Drain the fluid to the correct level.
Cb Inspect
and
clean
breather
vent
opening in oil pump housing.
Cc Replace the oil filter.
d Inspect for air leakage into oil pump
suction passage.
Ca Refill to the correct level with Auto
matic Transmission Fluid, AQ-ATF,
Suffix A.
b Adjust the kickdown band.
Kickdown band adjustment too tight.
Low-reverse band adjustment too Cc Adjust the low-reverse band.
tight.
Cd Inspect the transmission cooling
Faulty cooling system.
system, clean and repair as required.
Cracked or restricted oil cooler line e Inspect, repair or replace as required.
or fitting.
Cf Inspect the oil pump for incorrect
Faulty oil pump.
clearance, repair as required.
Insufficient clutch plate clearance in g Measure the clutch plate clearance
and correct with the proper size snap
front and/or rear clutches.
a Low fluid level.
Cb
c
Cd
e
f
g
ring.
STARTER WILL NOT
ENERGIZE IN NEUTRAL
OR PARK
a Incorrect gearshift control linkage a Adjust the control linkage.
adjustment.
b Faulty or incorrectly adjusted neutral b Test the operation of the switch with
a test lamp. Adjust or replace as
starting switch.
required.
Cc Broken lead to neutral switch.
Cc Inspect the lead and test with a test
lamp. Repair the broken lead.
SERVICE PROCEDURES
SERVICE IN VEHICLE
Various transmission components can be removed
for repairs without removing the transmission from
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vehicle.
The removal, reconditioning and installation
procedures for these components are covered here,
except valve body reconditioning, which is described
on Page 53.
IMPORTANT: All transmissions have the sliding
spline type output shaft. Whenever the propeller
21-32
TRANSMISSION-TORQUEFLITE
HELl-COIL INSERT
DRILL
Thread
Part
Insert
Size
No.
Length
10-24
‘/4-2t
5/16-18
44-16
7/16-14
US5-3
1185-4
1185-5
11856
1185-7
.285
¾"
15/32"
9/16
21/32"
Size
13/64
17/64"
0
X
29/32"
shaft front sliding yoke is removed from the tranirnis
slon, it should be cleaned and relubricated as outlined
in GrOup 0 of this Manijel.
ALUMINUM THREAD REPAIR
Damaged or worn threads in the aluminum trans
mission case and valve body can be repaired by the
use of Hell-Coils. Essentially, this repair cotisists of
drilling out the worn or damaged threads, tapping the
hole with a special Hell-Coil Tap, and installing a
Hell-Coil Insert into the tapped hole. This brings the
hole back to its original thread size.
The above chart lists the threaded hole sizes which
are used in the aluminum case and valve body, and
the necessary tools and inserts for the repair of dam
aged or worn threads. Hell-Coil toois and inserts are
readily available from most automotive parts jobbers.
Some thread drag may occur in strewing a bolt into
the installed Heli-Coil insert. Therefore, a torque
readIng should be take., of the thread drag wth an
inch-pound torque wrench and added to the specified
bolt torque, so that all bolts securing a particular part
will be ti9htened to the same torque.
.203"
.265"
.332’
.397’
.453"
TAP
INSERTING
TOOL
EflRACT
ING TOOL
Part
Part
Part
No.
No.
No.
3 CPB
4 CPB
CPB
6 CPU
7 CPU
528-3N
528-4N
528-SN
528-6N
1227-6
1227-S
1227-6
1227-6
528-7N
17-16
Drain and Refill
1 Raise vehicle on a hoist. Place a drain container
with a large opening, under the transmission oil pan.
21 Loosen pan bolts, tap pan to break It loose a]
lowing fluid to drain, then remove the oil pan.
Remove access plate from in front of converter,
remove drain plug allowing the fluid to drain Fig. 2.
Install and tighten converter drain plug to 14 foot.
pounds, and install the access plate.
4j If necessary, adjust the reverse band. Refer to
Page 80.
5 Install a new filter on bottom of the valve body,
and tighten retaining screws to 28 inch-pounds.
6 Clean the oil pan, and reinstall using a new
gasket, Tighten pan bolts to 150 inch-pounds.
LUBRICATION
The transmission fluid and filter should provide
satisfactory lubrication and protection to the auto
matic transmission and no change is recommended in
vehicles used in normal service. Regularly scheduled
fluid and filter changes, therefore will not be re
quired, except when the operation of the vehicle is
classified as severe.
Fig. 2-Convener Drain Plug
Fluid Level
Inspect fluid level every six months with engine
and transmission at normal operating temperature.
Refer to "Lubrication and Maintenance’’ Group 0.
The transl!hision should not be idled in gear for lung
periods.
Trailer Towing Service and HardUsa9e
If vehie!e is used for trailer towing or IS used in
bard or severe service, more frequent servicing is re
quired as outlined.
Drain and refill transmission and replace filter
initially at 36!000 miles or 3 years and every 11,000
miles or 12 months thereafter.
MyMopar.com
Fig. 3-bija stick Markings
TORQUEFLIIE-TRANSMISSION
7 Pour eit quarts of Automatic. Transmission
Fluid, AQ-ATF Suffix "A" into the transmission.
8 Start engine and allow to idle for at least two
minutes. With parking brake on, move selector lever
momentarily to each position ending in the neutral
position.
9 Add sufficient fluid to bring fluid level to the
‘ADD ONE PINT" mark. Approximately 2 quarts.
10 Recheck fluid level after transmission is at
SCFW$
2K
COL0MN
5I1Ft TUs
AND VE
ASS FM I LY
normal operating temperature. The level should be
between the "FULL" mark and ADD ONE PINT’
mark Fig. 3
CAUTION; To prevent dirt from entering tranamis.
sion, n.ak. certain that dip stick cap i fully seated
onto the filler tube.
suppor
normal operating conditions.
Adjust the kickdown band. Refer io Page 30.
2 Adjust the gearshift linkage. Rarer to Page 30.
3 Adjust the engine idle th neutral. Refer to the
Fuel System, Group 14.
4 Adjust transmission and carburetor throttle
linkage to obtain proper shift pattern. Refer to Page
STEERING CDLUMN AND GEARSHIFT
Removal
I
Disconnect negative ground cable from the
battery.
2 Disconnect shift linkage rod from lever at lower
end of steering column.
3 Remove heat shield from lower end of steering
column. Drive roll pin out of the steering shaft to
upper joint coupling.
4 Disconnect turn signal and horn wires.
INSULATOR-
IDSHLNO
Periodic Adjustments
The following adjustments should be performed at
36,000 mile intervals or more frequent under ab
21-33
NN4o
Fig. S-Steering Column-Lower End
5 Depress horn ring or horn ring ornament and
rotate ¼ turn counterclockwise to remove. Discon
nect horn wire at horn sitch. Remove three screws
and insulators, then remove horn ring and sNitch.
6 Remove steering wheel retaining nut and
washer. Remove steering wheel, using Tool C-3420A.
Remove the turn signal lever.
7 Remove floor plate to toe board attaching
screws. Remove finish plate from under instrument
panel to expose gearshift indicator link, and steerIng
column bracket and clamp.
CAUTION: Be sure to disconnect gearshift indicator
lInk or cable before removing steering column to in
strurnent panel clamp.
8 Remove screw that attaches gearshilt indicator
link slotted end to operating lever on the column.
ImperIal Models Remove one screw attaching gearshift indicator cable bracket to the column and dis
connect cable loop from actuating lever pin. Move
cable and bracket out of way to prevent it being
damaged.
OPERAIING LEVEP
Fig. 4-Removing or Installing Steering
Shaft
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Snap Ring
FIg. 6_Sackup Light Switch and Operating Lever
21-34
TRANSMISSION-TORQUEFLITE
-
DPEPATING LFVER
REARING HOUSING
WIRING
Fig. 7-Gearshift Indicator Operating Le.’er
Disassembly
U Remove snap ring from upper end of steering
shaft. Fig. 4.
2 Tap steering shaft downward through upper
column bearing, then remove shaft and lower bear
ing from the column.
3 Remove two screws securing gearshift tube le
ver support in lower end of column Fig. 5. Remove
the support.
4 Remove hack-up lamp switch Fig. 6. lift wash
er off switch operating lever, then unsnap lever from
the gearshift tube.
S loosen locking nut on gearshift indicator opera
ting lever, then slide lever out of slot in gearshift tube
Fig. 7.
5 Support gearshift bousing on a small socket,
drive out roll pin and remove gearshift lever Fig. 8.
7 Remove turn signal switch retainer from bear
mg housing and lift switch upward out of way Fig.
9. Remove four screws from inside bearing housing
to separate it from shift lever gate. Slide gate out of
the column jacket. If necessary, tap column bearing
out of bearing housing.
3/16’
GARSH!FT
I1OUSNG
Fig. 9-isassenthIing orA.se.,,bII nq Upper
End of Column
8 Rotate gearshift housing to align opening with
the lock screw FIg. 10. Remove lock screw with an
alien wrench, then carefully pull gearshift tube out of
column jacket. If necessary, remove shift lever cross
over spring load pans Fig. 11.
0 Remove floor plate assembly from the column
jacket.
Inspection
After cleaning, n.spect all parts for wear or dam
age. Note condition of bushing assembly in lower shift
lever, shift lever gate and inner end of shtft ever.
Replace parts as required.
Inspect steering shaft bearings for smooth opera-
DRIFT
GEAPSHIFT LEVER
*-HOLJSING SUPPOSTED
N 1315
Fig. 8-Removing or li,stalling 6.arshwt Lever
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Fig JO-Removing or Installing Geaeshift
Tribe Lock Screw
-TORQUEFLITE-TRANSMISSION
21-35
8 while driving shift lever roll pin into place.
_-GEARSHIFT HOuS’NG
WASHER
SPRING
RETAINER
/
SPRING
Fig. Ii
RETAINER SCREW
-Gear.hiHHousing-Disassembled
lion, and lubricate with Multi-Purpose Chassis Lubri
cant or similar lubricant, If bearing has any signs of
roughness or wear, it should be replaced. Replace
ment bearings are pre-lubricatett
Assembly
1 Lubricate floor plate 0-ring with a Soap solution
or rubber lubricant and slide assembly on the steer
ing column.
The floor plate assembly must be installed before
installing shift tube and lever, since this cannot be
done after shift tube and lever are in place in the
steering column.
2 Install shift lever crossover spring load parts in
the gearshift housing Fig. 11. Be sure all parts move
freely in the bore, then install retaining screw.
3 Install cohmm upper bearing in bearing lions
ing, make sure bearing is fully seated in the housing.
4 With column jacket held upright, place gearshift and bearing housing on the jacket. Thread turn
signal switch and horn wires through the two hous
ings, down into column jacket and out through proper
opening ott side of the jacket.
5 Raise hearing housing and slide shift lever gate
into upper end of the column jacket Fig. 9. Place
four retaining screws in bearing housing note screw
lengths, Fig. 0. Lower bearing housing and progres
sively thread the screws into shift lever gate, theiR
tighten screws secUrely.
0 Slide spacer and felt washer on the gearshift
tube. Insert gearslrnt tube into the column. Align up
per end of the tube with gearshift housing and push
tube firmly into the housing.
7 Install gearshift tube lever support in lower
end of column and start the two retaining screws
Fig. 5. Rotate support just enough to eliminate shift
tube end play, then tighten screws to 30 inch-pounds.
8 Rotate gearshift housing to align it so the lock
screw can be installed with an allen wrench Fig. 10.
Tighten the screw securely.
9 With gearshift housing in NEUTRAL position,
insert gearshift lever, Support gear-shift housing Fig.
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10 Position turn signal svj*h in bearing housing,
install snitch retainer plate, and secure with three
screws.
11 Place gearshift lever in NEIYI’RAL position
and snap back-up amp sndteh operating lever on lug
provided on gearshift tube, slide washer down over
lever to lock it in place Fig. 0. Install and adjust
switch so actuator ann is snug against operating
lever, then lighten swtcIs retaining screws.
12 With gearshift lever in NTUrRAL position,
slide gearshift indicator operating lever into slot pro
vided in gearshift tube Fig. 7, then tighten locking
nut.
13 Slide steenng shaft and lower bearing assem
bly in the column. Tap shaft through upper bearing,
then install snap ring Fig. 4.
Installation
1 Insert column assembly through floor pan open
ing, being careful not to damage paint or headlining.
2 With master splines on upper joint coupling
and steering shaft aligned, insert shaft into the con
pling.
3 Loosely fasten steering column to instrument
panel bracket with clamp and screws. Be sure tab on
clamp is entered in locating slot in the column jacket.
Align roll pin grooves in coupling and steering shaft,
then install a new roll pin. Install heat shield on lower
end of column jacket.
4 The steering shaft coupling must be centered at
midpoint of its travel.
5 Move column assembly up or down in instru
ment panel bracket so dimension between top of
coupling and center of gauge hole Fig. 12 is 13/la
inch. Tighten steering column bracket clamp screws
securely.
Imperial Models; Position steering column assembly
disc assumes ai unstressed
properly
ahgned with instru
position, and column is
lighten
clamp bolts
ment panel bracket, then
securely.
so that flexible coupling
LOWIR
COuPUNG
RQtL PIN
-.13/W
UP’
S
JOINT
Fig. I 2.-.Po,i,ionlng Steering
shaft Coupling
21-38
TRANSMISSION-TORQUEFLITE
TEEPING COLUMN LEVER
/ TRANSMISSION
/ CONTROL LEV ER
Fig. l5-bcternal Controls and Adjuntntents
NN5SI
Fig. I 3-Oeenhifl Linkagc-Chryder
7 Attach finish plate to bottom of instrument
panel. Align and attach floor plate to toe board. Install
turn
0 Connect gearuhift indicator link slotted end to
operating lever on column Mth screw in its approxi
male original location. Slowly move gearshift lever
from "U’ low to ‘B" park pausing briefly at each
selector position. The indicator pointer must travel
and align with each selector position in a positive
manner without hesitation. If necessary, loosen the
screw and re-adjust link to align pointer correctly.
Imperial Models: Place gearshift lever in the N"
Neutral position. Slide indicator cable loop on actu
ating lever pin, then attach indicator cable bracket to
the column with one screw.
Shift gearshift lever from "N" neutral to "F"
park, then to "U’ low and back to "N’ neutral.
The indicator pointer should align with each selector
position as gearshift lever is moved from one end of
its travel to the other, If necessary, loosen cable dip
screw and slide cable in or out of the clip to align
pointer correctly, then tighten clip screw.
signal lever.
8 With master splines in steering wheel. hub and
steering shaft aligned, place steering wheel on the
steering shaft. Install retaining nut and washer, tight
en nut to 24 foot-pounds.
9 Install horn switch parts previously removed
from steering wbccl, install horn ring or horn ring
ornament.
10 Connect turn signal and horn wires. Connect
battery ground cable, test operation of the lights and
horns.
11 Connect and adjust gearshift inage rod.
Linkage Adjustment
1 Place gearshift selector lever in PARK position
and loosen control rod s’tvel damp screw a few turns
Fig. 13 or 14.
SPRING
,_;;__5TEERING
COLUMN LEVER
/
IANDLE
-
REAP POD
SCREW
CABLE [NO
SHIFT LEVER
MOIJNIING
LEGS f2]
ROD
SACK-UP LM4P SWITCH
-
IRAN SMISS IC N
CONTROL LEVER
NNSS2
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Fig. 14-Gearshift
Linkage-Jn,perial
NNlfl
Fig
P6-Console Georshift hail
-TORQUEFLITE_-TRANSMISSION
21.37
SEAL
ASSEMSLV
6454
Fig. 19-N.utral Stoning Switch
Fig. IT-Removing or Inscllin9
Console
2 Move transn,issiou control lever Fig. 15, all
the way to rear in park detent.
3 With control lever on transmission in park posi
tion detent and selector lever in PARK position, tight
en swivel clamp screw securely.
CONSOLE GEARSHIFT
Removal
1 Disconnect negative ground cable from the
battery.
2 Remove gear-shift handle knob set screw with
an alien wrench Fig. 16. Unscrew knob from cahle,
then remove spring and handle.
3 Remove two screws A!? from re-ar end of upper
ilnish plate FIg. 17. Raise rear end of plate and work
it rearward to disengage from front of consola Re
move console retaining screws and bolts, raise con
sole enough to disconnect dial lamp and other electri
UPPER OD
-
cal connections, then hilt off console assembly.
4 Disconnect back-up lamp switch wires Fig. 16.
5 Disconneet upper rod from gear-shift unit Fig.
18. Remove four gearshift to floor bracket bolts and
remove unit.
histalkition
1 Install gearshift unit in its bracket, install and
tighten four retaining bolts securely Fig. IS. Attach
upper rod to the unit and connect back-up lamp
switch wires.
2 Lower console down over shift lever, insert dial
lamp in its housing, and connect all electrical connec
tions.
3 Position console over floor brackets and install
retaining screws and bolts. Install upper finish plate.
4 Install gearshift handle and spring, secure
handle to lever with set screw Fig. IS. With lever in
NEUTRAL, install knob by threading it on cable end
until serrated surface on knob is approximately 1/32
inch above top of handle. Secure knob with set screw.
Linkage Adjustment
I Place gearshift selector lever in PARK position
and loosen lower rod swivel clamp screw a few turns
Fig. 1B.
2 Move transniisston control lever Fig. 15, all the
way to rear in park detent.
3 With control lever on transmission in park posi
tion detent, and selector lever in PARK position,
tighten swivel clamp screw or adjusting lever bolt
securely.
4 Connect batter ground cable.
NEUTRAL STARTING SWITCH
Fig. I 8-Console
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Georsl.ilt linkage
Adjustment and Test
‘rue neutrah starting switch Fig. 19 should operate
in both PARK and NEUTRAL selector lever positions.
1 To test switch, disconnect wire from the switch.
21-38
TRANSMISSION-TORUUEFLITE
foot-pounds
OW AND RL
SAND ADJUSTING
5CR
‘tulD
PARKING bc,
CONTROL iOt
NNac
Fig. 30-Scffom View of trnn,mission
Pan Removed
2 Connect one lead of a test lamp to battery cur
rent and other lead to the switch terminal. If test
amp does not light, the switch may be faulty. out of
adjustment, or the gear-shift linkage may be improp
erly adjusted.
3 Unscrew switch from transmission ease ailow
ing fluid to drab’ into a container. Move selector
level. Refer to Page 32.
inspect to see that switch operating lever fingers are
centered in switch opening in the case.
4 Screw switch into transmission case and tighten
25 to 35 foot-pounds. Retest switch with test lamp.
5 Add fluid to transmission to bring up to proper
level. Refer to Page 82.
Test start.r for operating in all selector lever posi
tions. If it should operat, in any position other than
park arid neutral, reediusi the gearihift linkage. Re
fer to Page 36. In some cases it may be necessary to
align the valve body neutral and/or park fingers with
the switch plunger- R.fer to page 46.
BAND ADJUSTMENTS
Kickdown aand
The kickdowri band adjusting screw is located on
left side of transmission case near the throttle lever
taft FIg. 15.
I Loosen lock nut and back off approximately five
turns. Inspect adjusting screw for free turning in the
transmission case.
2 Using wrench. Tool C-3380 with adapter C-3705,
tighten band adjusting screw 47 to 50 inch-pounds. If
adapter C-3705 is not used, tighten adjusting screw to
72 inch-pounds which is the true torque.
3 Back off adjusting screw 2 turns. Hold adjust
ing screw
in this position and tighten lock nut to 29
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-
Low and Reverse Band
I Raise vehicle, drain transmission fluid and re
move oil pan2 Loosen adjusting screw lock nut and back off
nut approximately five turns Fig. 20. Inspect adjust
ing screwfor free turning in the lever.
3 Using Tench, Tool C-3380 with adapter >3705,
tighten band adjusting screw to 47 to 50 inch-pounds.
If adapter C-37115 is not used, tighten adjusting screw
to 72 inch-pounds.
4 Back off adjusting screw 3 turns. Hold adjust
ing screw in this position and tighten lock nut to as
foot-pounds.
5} Reinstall oil pan using a new gasket. Tighten oil
pan bolts to 150 inch.pounds.
6 Fill transmission th
Automatic Transmission
Fluid AQ-ATF Suffix." Keferto page 32.
THROTTLE LINKAGE ADJUSTMENT
With engine at operating temperature and carbu
retor off fast idle cam, adjust idle speed of engine
using a tachometer. Refer to Fuel System’ Group
14, for idle speed Specifications.
Automatic Transmission Fig. 2!
Chrysler Models with 383 or 440 Cu. In. Eng.
U Apply a thin film of multi-purpose grease on
both ends of accelerator shaft [1] where it turns in tnt
bracket, nylon roller [2] where it contacts the pedal
pivot points of both upper [8] and lower 9] transniis.
sion linkage beUcranis, also the clipped ends of
transmission linkage rod bearing areas [10] [ill.
2 Disconnect return spring and slotted transmis
sion rod 0 from carburetor lever pin. Disconnect
transmission inlermediate rod ball socket [7] from
upper bellerank bail end.
3 Disconnect choke [3] at carburetor or blk
choke valve in full open position. Open throtlie silght.
I, to release fast idle cam, then return carburetor to
curb idle.
4 With a 3/16 inch diameter rod [12] placed in
the holes provided in upper engine mounted bellcrank and lever [B] adjust length of intennediate
transmission rod [13] by means of threaded adjust
ment at Upper end The bail socket [7] must line up
with ball end with rod held upward against transmis
sion stop [14].
5 Assemble ball socket [7] to ball end and remove
3/16 inch rod 121 from upper bellerank and lever.
6 Hold carburetor rod [151 forward agailist
transmission stop [14] and adjust its length by means
if the threaded adjustment so that rear end of slot in
adjusting link 8] just contacts carburetor lever pin.
7 LengThen carburetor rod [15] iwo full tunis by
turning slotted link [6].
*TORQIJEFUTE-TRANSMISSION
21-39
IcCT
1j
NK329
Fig. 27-Throttle Linkage Adjustment Chrysler Models with 383 o,440 Cu. In. Eng.
8 Assemble slotted link [6] to the carburetor.
9 Loosen cable clamp nut [4], then adjust position
of cable housing ferrule [5] in the clamp so that all
slack is removed from cable with carburetor at curb
idle. To remove slack from cable, remove ferrule [5] in
the clamp in direction away from carburetor lever.
10 Bock off ferrule [5] ¼ inch. This provides ¼
inch cable slack at idle. Tighten cable clamp nut [4].
11 Route cable so it does not interfere with car
buretor rod [15] or upper belicrank [8] throughout
full throttle linkage travel.
12 Connect choke rod [3] or remove blocking
fixture.
Manual Transmission Fig. 21
Chrysler Models with 383 or 440 Cu. In.
Eng.
1 Apply a thin film of multi-purpose grease on
both ends of accelerator shaft [1] where it turns in
the bracket, and nylon roller [2] where it contacts the
Ii
NK
335
Fig. 22-Throttle Linkage Adjustment Imperial
MyMopar.com
21-40
TRANSMISSION-TORQUEFLITE.
2 Disconnect choke [3] at carburetor or block
choke valve in’ full open position. Open throttle slight
ly to release fast idle cam, then return carburetor to
curb idle.
3 Loosen cable clamp nut [4], then adjust position
of cable housing ferrule [5] in the clamp so that slack
is removed from cable with carburetor at curb idle.
To rcmove slack from cable move ferrule lI in the
clamp in direction away from carburetor lever.
141 Back off ferrule [5] ¼ inch. This provides ¼
inch cable slack at idle. Tighten cable clamp nut [4].
151 Connect choke rod 13] or remove blocking
fixture.
Automatic Transmission-Imperial Fig. 22
1 Apply a thin huh of multi-purpose greasc On
both ends of accelerator shaft [lj where it turns in the
bracket, and nylon roller 17] where it contacts the
pedal.
2 Disconnect return spring and slotted transmis
sion rod [51 from carburetor lever pin.
3 Disconnect choke 12] at carburetor or block
choke valve in full open position. Open throttle slight
ly to release fast idle Cain, then return carburetor to
curb idle.
14 UoId transmission lever 18] Forward against its
stop rod or lever must not be moved vertically while
holding against stop I and adjust length of transmis
sion rod by means of threaded adjustments [5] at up
per end. The rear end üf slot should contact carburet
or lever pin without exerting any foreyard force.
SI Lengthen rod by one full urn of the adjust
ment I
0 Assemble slotted adjustment [5J to carburetor
lever pin and install washer and retainer pin. Assern
Me transmission lirilcage return spnng in place. To
check transmission linkage freedom of operation,
move slotted adjuster link [5] to full rearward posi
tion, then allow it to return slowly, making sure it
returns to full forward position.
171 Loosen cable clamp nut [4], then adjust position
of cable housing ferrule [3] in the clamp so that all
slack is removed from cable with carburetor at curb
idle. To remove slack from cable, move ferrule [3] in
the clamp in direction away from carburetor lever.
8 F Back off ferrule [3] ¼ inch. This provides ¼
inch cable slack at idle, Tighten cable clamp [41 nut.
101 Route cable so that it does not interfere with
transmission rod throughout it.5 full travel.
110 Connect choke rod 12 or remove blocking
fixture.
HYDRAULIC CONTROL PRESSURE TESTS
Line Pressure and Front Servo
Release Pressure
Line pressure and front servo release pressure tests
must be made in D idrive position with rear wheels
fr-cc to turn. The transm ssion fluid must be at operat
ing terriperature 1160 F to 200’F.
iF Install an engine tachometer, raise vehicle i a
hoist and positioll tachometer so it can be read under
the vehicle
2 Conncct two 0-100 psi pressure gauges, Tool C3202 to pressure take-off points at side of aeculnu
lator and at front servo release Fig. 23.
3 With control iii D drive position, speed up en
gine slightly until transmission shifts into direct.
Front servu release will be pressurised in direct. Re
duce engine speed slowly to 1,000 rpm. Line pressure
at this time 11,000 rpm must be 54-00 psi, and front
servo release pressure must not be more than :3 psi
below line pressure.
4 Disconnect throttle linkage from transmission
throttle lever and move throttle lever gradually to
full throttle position. Line pressure must rise to
a niaximum of 90-00 psi just before or at kickdown
into low gear. Front servo releasc pressure must fol’
low line pressure up to the kickdown point and should
not be more than 8 psi below line pressure.
If line pressure is not 54-00 psi at 1,000 rpm, adjust
pI’essure as outlined on Page 41.
If front servo release prossures are less than pres
sure specified and line pressures are within limits,
there i.c excessive leakage in front clutch and/or front
servo circuits. Always inspect the external transmis
sion throttle lever for looseness on the valve body
shaft when making pressure tests.
Fig. 23-Pressure Test LotaionS
Side of Case
Right
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Lubrication Pressures
The lubrication pressure lest should be made at
same time that Line pressure and front servo release
prcssurcs are tested.
1 Install a tee! fitting between cooler return Iir,e
fitting and fitting hole in transmiss,ori case at rear
TORQIJEFLITE-TRANSMISSION 21-41
OOVtNO
PRESSUPE
REAR SERVO
A? Pt V
p RESSUS C
I
given in the ‘Governor Pressure Chart."
If governor pressures are incorrect at the given
vehicle speeds, the governor valve and/or weights are
probably sticking.
Throttle Pressure
No provisions are made t0 test the throttle pressuro.
Incorrect tllrottte pressure should only be suspected
if part throttle shift speeds are either very delayed
or occur too early in relation to eMcle speeds. In
which case, the throttle linkage should be adjusted
before throttle pressure setting is adjusted. Refer to
?age 42.
GOVERNOR PRESSURE CHART
Fig. 24-Pressure Test Locations
R.ar End of Cosel
left side of the transmission case Fig. 24. Connect a
0-100 psI pressure gauge, Tool C-3292 to the tee’
fitting.
2 At 1.000 enne rpm, with throttle closed and
tnnsmission in direct, the lubrication pressure should
be S-IS psi. Lubrication pressure will be approximate
ly doubled as throttle i.c opened to the maximum line
pressure.
Rear Servo Apply Pressure
Ill Connect a 0-300 psi pressure gauge, Tool C-8293
to apply pressure take-off point at rear servo IFig. 24
2 With transmission control in H Ireverse posi
lion and engine speed set at 1000 rpm, the reverse
servo apply pressure should be 240-280 psi.
Governor Pressure
1 Connect a 0-TOO psi pressure gauge. Tool 0-3292
to governor pressure take-off point, located at lower
left side of extension near the mounting flange irig.
2 Governor pressures should fall within the limits
Fig. 33-Meosoriag Spring Retain., Locotion
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VEHICLE SPEED TO AXLE RATIOS
PRESSURE
Newport
SOD
New Yorker Imperial LtMlTS
2.76-1
3.23-1
3.232.93-i
PSI
19-22
17-19
42-51
36-44
61-OS
70-78
17-19
36-44
61-68
19-22
43-51
71-78
IS
50
75
*The governor pressure should respond smoothly to
changes in mph. and should return tn U to 1½ psi
when the vehicle is stopped. High p?essure at sta
still above 2 psi will prevent the transmission from
downshitting.
HYDRAULIC CONTROL PRESSURE
ADJUSTMENTS
Line Pressure
An incorrect throttle pressure setting will cause in
correct line pressure readings even though line pres
sure adjustment is correct. Always inspect and cor
rect throttle pressure adjustiiieuut before adjusting the
line pressure. Before adjustIng line pressure, measure
distance between the manln I yake vatve in I-low
position and line pressur, ad lusting screw Fly. 25.
This meesurement niust be I
inches; correct by
loosening spring retainer screws and repositioning the
Fig. 26-Line Pressure Adjustment
21-42
TRANSMISSION-TORGUEFLITE.
AIR PRESSURE TESTS
TOOL
KECKOOWN
.VALVE
LOCK
- NUT
ThROTTLE
LEVER
-510
SCREW
MNYS
Fig.
27-ThronEs Pressure Adjustment
Sprin9 retainer. The regulator nlve may cock and
hang up in its bar, if spring rntainer is out of pasi
tion.
If line pressure is not correct, it will be necessary
to remove valve body assembly to perform the ad
justme’it. Rt’fer to Page 46.
The approximate adjustment is 1-5/ l inches.
measured from valve body to inner edge of the adjust
ing nut Fig. 28- However, due to manufacturing tol
erances, the adjustment can be varied to obtain speei
lied line pressure.
The adjusting screw may be turnS with an Allen
wrench, One complete turn of adjusting screw
changes closed throttle line pressure approximately
1% psi. Turning adjusting screw counterclockwise
increases pressure, and clockwise decreases pressure.
Throttle
A "NO DRIVE" condition might einst even With
correct fluid pressure, because of inoperative clutches
or bands. The inoperative units, clutches, bands and
servos can he located through a series of tests by
substituting air pressure for fluid pressure Fig. 28.
The front and rear clutches, ckdown servo, and
low-reverse servo nlay be tasted by appl>ng air pres
sure to their respective passage after valve body assembly had been removed. Refer to Page 46. To make
air pressure tests, proceed as follows
CAUTION: Compressed air supply must be free of all
dirt or moisture. Use
a
pressure of 30 to 300 p.1
Front Clutch
Apply air pressure to front clutch "apply" passage
and listen for a dull ‘‘thud’’ which indicates that rear
clutch is operating. Hold air pressure on for a few
seconds and inspect system for excessive oil leaks.
Rear Clutch
Apply air pressure to rear clutch ‘‘apply’’ passage
and listen for a dull ‘‘thud" which indicates that rear
clutch is operating. Also cheek for excessive oil leaks.
If a dull ‘thu.!" cannot be heard in clutch.., place
finger tips on clutch housing end again apply air
pressure. Movement of piston can be felt as clutch is
applied.
Klckdown Servo
Direct air pressure into front servo ‘apply" pas
sage. Operation of servo is indicated by a lightening
of the front band. Spring tension on servo piston
should release the band.
LFNE ?RE55uRE ro ACCUMUL!
C
FRONT 5!R’0 APPLY
P,OSSIIIe
Throttle pressure cannot be tested accuratcly;
therefore, the adjustment should be measured if a
malfunction is evident.
‘I Remove valve body assembly from transmission
to perform adjustment. Refer to Page 46.
2 Loosen throttle lever stop screw lock nut and
back off approximately five turns Fig. 27.
S; Insert gauge pin of Tool C3763 between the
throttle lever cam and bckdown valve.
141 fly pushing in on the tool, compress kickdown
valve against its spring so throttle valve is completely
bottomed inside the valve body.
151 As force is being exerted to compress spring,
tighten throttte lover stop screw finger tight against
throttle lever tang with throttle lever cam touehing
the tool and the throttle valve bottomed. Be sur, ad
justment is made with spflng fully compressed and
valve bottomed in the valve body.
16 Remove tool and tighten stop screw lock nut
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securely.
Fig. 28-Air Pressure Tests
21-43
-TORQUEFLITE TRANSMISSION
adapter to correspond with number of pinion teeth.
5 Install adapter in pinion housing with pinion
range numbers aligned with 0 o’clock position Fig.
29.
6 Install retainer and bolt, aith retainer tangs in
adaptec positioning slots. Tap adapter firmly into the
extension housing and tighten Tetamer bolt to 100
inch-pounds.
SPEEDOMETER PINION CHART
TO RQU EFLITE-A727-B
Fig- 29-Speedometer Pinion and Adapter-instulled
teIciner Removed for View
OUTPUT SHAFT DRIVE GEAR-13 TEETH
Tire
tow and Reverse Servo
Direct air pressure into servo "apply" passage.
Operation of servo is indicated by a tightening of the
rear band, Spring tension on servo piston should re
lease the band.
If clutches and servos operate properly no upshift
or erratic shift conditions indicate that malfunction
exists in the control valve body assembly.
Governor
Governor operating failures can generally be diag
nosed by a road test or hydraulic pressure tests. Refer
to Page 40.
SPEEDOMETER PINION
Removal and Installation
Rear axle gear ratio and tire size determines pinion
gear size reqairementa. Refer to Speedometer Pinion
Chart’ for pinion tinge.
1 Remove bolt and retainer securing speedometer
pinion adapter in the extension housing Fig 29
2 With cable housing connected, carefully work
adapter and pinion out of the extension housing.
3 If transmission fluid is found in cable housing,
replace seal in the adapter Fig. SO.
CAUTION: Before installing pinion and adapter .s
seinbly make sure adapter flange and its meting area
on extension housing are perfectly clean. Dirt or sand
will cause mis-alignment resulting in speedometer
piniati gear noise
4 Select pinion range numbers on outside of
Axle Ratios-Number of Pinion
Gear Teeth and Color
Chrysler
Size
2.76:1
27-White
26-Red
3.23E1
32-Black
31-Green
26Red
27-White
31-Green
8.15-15
8.45-15
25-Red
8.25-14
8.55-14
9I-14
32-Black
31-Green
9-iSIS
Imperial
2Sa:1
-
27-White
-
EXTENSION HOUSING YOKE SEAL
Replacement
1 Disconnect propeller shaft at rear universal
joint. Carefully pull shaft yoke out of transmission
extension housing.
CAUTION: Be careful not to scratch or nick grund
surface on sliding splin. yoke during removal and
installation of the shaft assembly.
Imperial Models; Remove bolts attaching Cross and
roller bushing clamps to the transmission yoke. Dis
engage universal joint cross and roller bushings from
transmission yoke and wire shaft out of the way.
Remove bolt from center of transmission yoke, then
slide yoke off the output shaft.
2 Remove the extension housing yoke sea] Fig.
3t1 with Tool C.3985.
3 To install a new seal, position seal in opening of
extension housing and drive it into housing with Tool
C3972 Fig. 32.
TOOL
.RETAlHER
"0’
RrNG
PINdON
BOLT AND
SEAL
WAShER
RETAINER
RING
NNSá2
Fig. 30-Speedometer Drive-Disassembled
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Fig. ST-Removing tsrension Housing Yoke Seal
21-44
TRANSMISSION-TORQUEFLITE
TOOL
Fig 32-installing Extension
Housing Yoke Seal
4 Carefuly guide front universal joint yoke into
extension housing and on the output shaft splines.
Connect propeller shaft to rear axle pinion abaft yoke.
Imperial Model. Slide transmission yoke on the
output shaft. Install retaining bolt and tighten to 100
foot-pounds.
Connect front universal joint to the transmission
yoke. install cross and rollers busbing clamps and re
taining bolts. Tighten bolts to 170 inch-pounds.
EXTENSION HOUSING AND BEARING
Removal
1 Disconnect propeller shaft at rear universal
joint. Carefully pull shaft assembly out of the exten
siom, housing.
lmperi.l Models: Remove bolts attaching cross and
roller bushing clamps to the transmission yoke. Dis
enge universal joint cross and roller bushings from
transmission yoke and wire shaft out of the way.
Remove bolt from center of transmission yoke, then
slide yoke off the output shaft.
2 Remove speedometer pinion and adapter as
seinbly Fig. 29. Drain approximately two quarts of
fluid from the transmission.
3 Remove bolts securing extension housing to the
crossmenlber. Raise transmission slightly with service
jack Tool C-3203A, then remove center crossmembet
and support assembly.
4 Remove the extcnsion housing to transmission
bolts.
Console Shift; Remove two bolts securing gearshift
torque shaft lower bracket to the extension housing.
Swing bracket out of way for extension housing re
moval.
IMPORTANT; In removing or installing the extension
housing step SI, the geershift lever must be in ‘I"
lowl position. This position, the parking lock control
rod rearward so it can be dissagaged or engaged with
the parking lock sprag.
SI Remove two screws, plate and gasket from bot
tom of extension housing mounting pad. Spread large
snap ring from output shaft bearing th Tool C-3301
Fig. 33. With snap ring spread as far as possible,
carefully tap extension housing off output shaft bear
ing. Carefully pull extension housing rearward, to
remove parking lock control rod kiiob past the park
ing sprag. then remove the musing.
Bearhtg Replacement
I Carefully unwind and sllde yoke seal rear stop
ring off the output shaft Fig. 34. Slide yoke seal and
front stop ring off the shaft.
2 Remove output shaft bearing roar snap ring and
remove bearing from the shaft.
3 II removed. install snap ring in front groove on
the output shaft. install a new bearing on the shaft
with ring groove on outer race toward front Fig. 34.
Install the rear snap ring.
4 Carefully unwind and slide yoke seal front stop
ring into place on the shaft. Install seal with seal lips
toward rear Fig. 34, then install rear stop ring on
the shaft.
NOTE; To replace the exteimsion housing bushing,
refer to Page 56.
Installation
1 Place a new extension housing gasket on the
transmission case. Position output shaft bearing re
taming snap ring in the extension housing. Slide ex
tension housing on output shaft guiding parking lock
control rod knob past the parking sprag. While
spreading large snap ring in housing with Tool -3301
SEARING SNAP RFNO
GROOVE
FRONT SNAF
PING
SEAL STOP RINGS
YOKE SRAL
NNII9
Fig. 33_emoving or installing
MyMopar.com Housing
EA
LOCK
SNAP .-PK
RING CONTROL ROD
Extension
Fig
34-Owput Shaft S.oümmg and Yoke Seal
2145
TORQUEFLITE-TRANSMISSION
OOVFNOR SupPOn
ANO MRKPNO GEAR
3 Remove large snap ring from weight end of
governor body, lift out governor weight assembly.
41 Remove snap ring from inside governor weight,
remove inner weight and spring from outer weight.
Figure 36 shows a disassembled view of the governor
assembly.
SI Remove snap ring from behind governor body,
then slide body and support assembly off the output
shaft. If necessary, remove four bolts and separate
governor from the support.
CIecnIn9 and Inspection
The primary cause of governor operating famlure IS
due to a sticking governor valve or weights. Rough
surfaces may bc removed with crocus cloth. Thor
oughly clean all parts in clean colvent and inspect for
free movement before assembly.
Fig. 3S-Go’,ernar Shaft end Weight
Snap Rings
Fig. 33, carefully tap housing Into place, then re
lease snap ring. Make sure snap ring is fully seated in
bearing outer race ring groove.
2 Install the gasket, plate and two screws on bot
tom of extension housing mounting pad.
3 Install and lighten extension housing bolts to 24
foot-pounds.
4 Install center crossmember and rear mount as
semhiy, tighten retaining bolts to 75 foot-pounds.
Lower transrrrissjon, install extension housing to sup
port bolts and tighten to 35 foot-pounds.
Console Shift: Align gearshift torque shaft lower
bracket with the extension housing. Install the two
retaining bolts and tighten securely.
SF Install the speedometer pinion end adapter. Re
fer to Page 43.
6 Carefully guide front universal joint joke into
extension housing and on the output shaft spilnes.
Connect propeller shaft to the rear axle pinion shaft
yoke.
Imperial Models: Slide transmission yoke on the
output shaft. Install retaining bolt and tighten to 00
foot-pounds.
Connect front universal joint to the transmission
yoLe. Install cross and roller bushing clamps and re
taining bolts. Tighten bolts to 170 inch-pounds.
71 Add fluid to transmmiission to bring up to proper
level, Refer to Page 32.
GOVERNOR
ken, oval
II Remove extension housing and output shaft
bearing. Refer to Page 44.
12 Using a screw dm’iver, carefully pry snap ring
from weight end of governor valve shaft Fig. 35.
Slide valve and shaft assembly out of the governor
body.MyMopar.com
Installation
1 Assemble guvernor body to the support if dir
assembled and tighten the bolts finger tight. Make
sure oil passage of governor body aligns with passage
in the support.
12I Position support and governor assembly on Out
put shaft. Align assoniNy so governor valve shaft hole
in governor body aligns with hole in the output shaft,
then slide assembly into place. Install snap ring be
hind governor body Fig. 35. Tighten body to support
bolts to 100 inch-pounds. Bend ends of lock straps
over the bolt heath.
3 Assemblc governor weights and spring, and
secure with snap ring inside large governor weight.
Mace weight assembly in governor body and install
snap ring.
4 Place governor valve on valve shaft. insert the
assembly into body and through governor weights.
Install valve shaft retaining snap ring. Inspect valve
and weight assemubly for free movement after installa
tion.
VALVE
SHAFT
SNAP
RINGS
LVE
INNER
WDGEFT
Fig. 36-Governor
RING
N35R
Assembly-Disassembled
21-46
TRANSMISSION-TORQUEFLITE.
EXTENSION HOUSING
SRAG
SNAP RNO
SHAfl
S?51 NC
5PPFNO
PLUG ANO PIN
CONTh0L
Rob
NNTh
Fig. 37-Parking Lock Compon.ats_.Oisass.mbled
5 Install output shaft bearing and extension hous
ing, refer to Page 44- Connect the propeller shaft.
PARKING LOCK COMPONENTS
Removal
1 Remove the extension housing. See Page 44.
2 To replace the governor support and parking
gear, refer to Page 4,5.
Cd Slldc shaft out of extension housing to remmmove
the parking sprag and spring Fig. 37. Remove snap
ring and slide reaction plug and pin assembly out of
the housing.
4 To replace the parking lock control rod, refer to
Valve Body-Removal and Installation" Page 46.
Installation
1 Position sprag and spring in housing and insert
the shaft Pig. 37. Make sure square lug on sprag is
toward the parking gear, and spring is positioned so it
moves sprag away from the gear.
21 Install reaction plug and pin assembly in the
housing and secure with snap ring.
3 Install extension housing and connect the pro
peller shaft.
VALVE BODY ASSEMBLY AND ACCUMULATOR
PISTON
Removal
1 Raise the vehicle on a hoist.
2 Loosen oil pan bolts, tap pan to break it loose
allowing fluid to drain, then remove the oil pan.
3 Disconnect throttle and gearahift linkage from
levers on the transmission. Loosen clamp bolts and
remove the levers Fig. 15.
4 Remove E-clip Fig. 38, securIng parking lock
rod to the valve body manual ever.
5 Place a drain pan under transmission, then re
move the ten hex-head valve body to tnnsmission
case bolts. Hold valve body in position while removing
the bolts.
8 While lowering valve body out of transmission
case, disconnect parking lock rod from the lever.
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Fig. 38arking Lock Control Rcd Retaining I-Clip
To remove parking lock rod, pull it forward out of
the case, if necessary. rotate propeller shaft to align
parking gear and sprIg to permit knob on end of
control rod to pass the sprag.
7 Withdraw accumulator piston from transmis.
sion case. Inspect piston for scoring, and rings for
wear or breakage. Repace as required.
B If valve body manual lever shaft seal requires
replacement drive it out of the case with a punch.
9 Drive a new seal into the case with a 15/16 inch
socket and hammer Fig. 39Servicing lbs valve body a.seabIy is outlined or.
Page 53.
Installation
1 If parking lock rod was removed, insert it
through the opening in rear of case with knob posi
tioned against the reaction plug and sprag. Move
front end of rod toward center of transmission while
exerting rearward pressure on the rod to force it past
the sprag. Rotate propeller shaft if necessary.
2 Install accumulator piston in the transmission
case.
3 Position accumulator spring on the valve body.
Fig. 39-InstallIng V.Iv. ao4 Manual Lever
Shaft Seal
.IORQuErLITETRANsMISSION
4 Place the valve body manual lever in LOW posi
lion. Lift valve body into its approximate position,
connect parking lock rod to manual lever and secure
with the E-eip. Position valve body ‘rn the case, install
retaining bolts finger light.
5 With neutral starting switch installed, place
manual valve in the neutral position. Shift valve body
If necessary to center neutral finger over the neutral
switch plunger. Snug bolts down evenly, then tighten
to 100 inch-pounds.
6 Install gearshiff lever and tighten clump bolt.
Check lever shaft for binding in the case by moving
lever through all detent positions, If binding exists,
loosen valve body bolts and re-align.
7 Make sure throttle shaft seal is in place, then
install flat washer, lever and tighten the clamp bolt.
Connect throttle and gearshift linkage and adjust as
required.
8 Install oil pan, using a new gasket. Add trans
mission fluid to bring it up to proper level. Refer to
Page 32.
SERVICE OUT OF VEHICLE
TRANSMISSION AND CONVERTER REMOVAL
The transmission and converter must be removed
suembly; otherwise, the converter drive plate,
pump bushIng, and oil seal will be damaged. The
drive plate will not support a load; therefore, none of
the night of ‘he transmission should be allowed to
rat on the plato during removal.
1 Connect a Remote Control Starter- Switch, Tool
C-763 to starter solenoid and position switch so engine
can be rotated from under the vehicle.
2 Disconnect secondary high tension cable, from
as an
the ignition coil,
3 Remove cover plate from in front of converter
to provide access to converter drain plug and mount
tog bolts.
4 Rotate engine with Remove Control Switch to
21-41
at least one bolt or if transmission case to e.gine
block bolts have been loosened.
7 Disconnect negative ground cable from
battery.
0 Remove the starting motor assembly.
.0 DIsconnect wire from the neutral starting
switch.
10 Disconnect gear-shift rod from the transnUs
sion lever, Remove gear-shift torque shaft from
transmission housing and left side rail,
Console Shift: Remove two bolts securing gaarshift
torque shaft lower bracket to the extension housing
Swing bracket out of the wa, for transmission re
moval, Disconnect gearsl,ift rod from the transmission
lever,
Ill Disconnect throttle rod from belicrank at left
side of transmission bell housing,
12 Disconnect oll cooler lines at transmission and
remove oil filler tube. Disconnect the speedometer
cable,
13 Disconnect propeller shaft at rear Lmiversal
joint, Carefully pull shaft assembly out of the exten
sion housing.
Imperial Models: Remove bolts attaching cross and
roller bushing clamps to the transmission yoke. Dis
engage universal joint cross and roller bushings from
transmission yoke antI wire the shaft out of the way.
Remove bolt from center of transmission yoke, then
slide yoke off the output shaft,
14 Remove rear mount to extension housing bolts.
I Install engine support fixture, Tool C-3487 and
raise engine slightly.
lfl Remove crossmember attaching bolts and re
move the crossmember.
17 Place a transmission service jack under
transmission to support the assembly.
18 Attach a small ‘‘C" clamp to edge of converter
housing to hold converter in place during removal of
the transmission.
bring drain plug to "0 o’clock" position. Drain torque
converter and transmission,
5 Mark converter and drive plate to aid in reas
sembly. The crankshaft flange bolt circle, inner and
outer circle of holes in drive plate, and four tapped
holes in front lace of converter all have one hole
offset so these parts will be installed in original posi
tion. This maintains balance of the engine and con
verter,
6 Rotate engine with Remote Control Switch to
locate two converter to drive plate bolts at ".5 and 7
o’cloclC’ positions. Remove the two bolts, rotate en
gine with switch and remove the other two bolts, Do
not rotate converter or drive plat. by prying with a
screw driver or similar tool as the drive plate might
become distorted. Also, starter should never be en
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gaged
if drive plat. Is not attached to converter with
Fig. 40-RemovIng or Installing Transmission ond
Convener Assembly
21-48
TRANSMISSION-TORQUEFLITE
Fi9. 41 -RemovIng Starter Ring Gear
191 Remove converter housing retaining bolts.
Carefully work transmission rearward off engine
block dowels and disengage converter hub from end
of the crankshaft Fig. 40,
20 Lower transmission jack and remove transmis
sion and converter assembly.
21 To remove converter assembly, remove "C’’
clamp from edge of the housing, then carefully slide
assembly out of the transmission.
STARTER RING GEAR REPLACEMENT
The starter ring gear is mounted directly on outer
diameter of the torque convcrter front cover. With
torque converter removed from vehicle, replacement
of the gear is as follows:
Removal
1 Cut through weld material at rear side of ring
gear with a hack saw or grinding wheel Fig. 41. Be
careful riot to cut or grind into the front cover stamp
2 Scribe a heavy line nn front cover next to front
face of ring gear to aid in locating the new gear.
3 Support converter with the four lug faces rest
ing on blocks of wood. The converter most not rest on
the front cover hub during this operation. Using a
blunt chisel or drift and hammer, tap downward on
ring gear near welded areas to break any remaining
weld material Fig. 41, Tap around ring gear until it
comes off the converter.
4 Smooth off weld areas on the cover with a file.
hi na tic t IC n
Any of the following methods may be used to heat
and expand starter ring gear for installation on the
converter.
Oven: Place ring gear in Oven C-7g4 and set
temperature
at 200 degrees F. Allow ring gear to re.
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main in oven for 15 to 20 minutes.
Boiling Water: Place ring gear in a shallow con
tainer, add water, and heat for approximately eight
minutes after water has come to a boil.
Steam: Place ring gear on a flat surface and direct
a steam flow around gear for approximately two
minutes.
Flame; Place ring gear squarely on a flat surface.
Using a medium size tip, direct a slow flame evenly
around inner rim of the gear- Do not apply flame to
the gear teeth, Place a few drops of water on face of
gear at intervals during heating process.Wben gear is
hot enough to just boil the ‘water, installation of the
gear on torque converter can be made.
t After ring gear is expanded by heating, place
the gear in position on converter front cover. Tap
gear on cover evenly with a plastic or rawhide mallet
until front face of gear is even with scribed line
made during removal on the front cover. Make Sure
gear is even with scribed line around full circum
ference of the front cover,
2 Reweld ring gear to torque converter front cov
er, being careful to place, as nearly as possible, same
amount of weld material in exactly same location as
was used in the original weld. This is necessary in
order to maintain proper balance of the unit, Place
welds alternately on opposite sides of converter to
minimize distortion.
3 The following suggestions are offered as an aid
in making the weld.
a, Do not gas weld.
b. Use a D.C. welder that is set at straight polarity
or an AC. welder If proper electrode is available,
c. Use a Vs inch diameter welding rod, and a weld
ing current of 80 to 125 amps.
Direct the arc at intersection of gear and front
cover from an angle of 45 degrees from rear face of
the gear.
4 Inspect gear teeth and remove all nicks where
metal is raised, weld metal splatter, etc., in order to
ensure quiet starter operation.
TORQUE CONVERTER FLUSHING
In the event that any part has failed in transmission,
the torque converter should be flushed to insure that
fine metal particles are not later transferred back into
the reconditioned transmission.
The converter must be removed from vehicle for
flushing, as converter should never be rotated by the
starter with transmission removed.
1 Place converter in an upright position and pour
two quarts of new clean solvent r kerosene into con
verter through the impeller hub.
2 mm and shake converter so as to swirl solvent
through the internal parts. Turning the turbine and
stator with transmission input and reaction shafts vill
aid in dislodging foreign material,
TORQUEFLITE-TRANSMISSIOFI
21-49
S
Fig. 42-Removing Pump Oil SeoI
3 Position converter in its normal operating posi
tion with drain plug at lowest point. Remove drain
plug and drain the solvent, Rotate turbine and stator,
and shake converter while draining to prevent dirt
particles free settling.
4 Repeat flushing operation at least once, or as
many times as required until solvent or kerosene
drained out i clear5 After flushing, shake and rotate converter sev
eral times with drain plug out to remove any residual
solvent and dirt. Flush any remaining solvent from
converter with two quarts of new transmission
fluid. This will prevent any adverse effect solvent
may havc on the transmission seals, Install drain plug
and tighten to 14 foot-pounds.
Fig, 43-Installing Pvmp Oil Semi!
suitable solvent, then dried by compressed air, Do nol
wip. parts with shop towels. All mating surfaces in
the transmission are accurately machined; therefore,
careful handling of parts must be exercised to avoid
nicks or burrs.
Drive Train End Play
Mcasuring drive train end play before disassembly,
will usually indicate when a thrust washer change
between the reaction shaft support and front clutch
retainer is required, to properly adjust mid play dur
ing assembly except when major parts are replaced.
ii Attach a dial indicator to transmission bell
housing with its plunger seated against end of input
shaft Fig. 44.
PUMP OIL SEAL
Replacement
The pump oil seal can be replaced ithout remov
ing pump and reaction shaft support assembly from
the transmission case.
I Screw seal remover, Tool C-3801 into the seal
Fig. 42. Tighten screw portion of tool to withdraw
the seal
2 To install a new seat, place the seal in opening
of the pump housing lip side facing inward. Using
Tool C-3860, drive the seal into housing until tmñ
bottoms Fig, 43.
DISASSEMBLY__SUB.ASSEMBLY REMOVAL
Prior to removing transmission sub-assembhes, plug
all openings and thoroughly clean exterior of the uoit
preferably by steam. Cleanliness through entire disas
sembly and assembly cannot be over-emi’phasized.
WhenMyMopar.com
disassembling, each part should be washed In a
Fig. 44-MeasurIng DrIve Train End Play
21.50
TRANSMISSION-TORQUEFLITE
Fig. 47-Transmissian Installed in Repair Stand
TaalOblOId
If repair stand DD-1014 is available, fabricate two
Fig. 45-TransmIssIon Installed in kepoir
Stand
2 Chuck input shaft in and out to obtain end play
reading.
3 Record the indicator reading for reference
when reassembling the transmission, The end play
specifications are .030-084 inch,
Oil Pan
I Place transniission assembly in repair stand.
Tool >3750 ixtth adapter C-3382 Fig. 45.
attaching brackets Fig. 40 and install transmission in
the stand Fig. 47, file out the 7/10 holes if necessary
to obtain bracket alignment. This stand provides
easier disassembly and assembly as transmission can
he rotated as clcsired,
2 Unscrew oil pan bolts and remove the pan and
gasket.
Valve Body Assembly
1 Loosen clamp bolts and remove throttle awl
gearshift levers from the trajismission.
2 Remove the ten hex-head valve cdy to trans.
mission bolts. Remove clip Securing parking lick
rod to valve body manual lever Fig. 8.
3 While lifting valve body out of transmission
case, disconnect parking lock rod from the lever.
Accumulator Piston and Spring
I Lift spring off accumulator piston and withdraw
piston from the case.
RIGHT SIDE BRACKET
5
I
I
-
LEFT
oE
BCK[T
tATLEIAL-STFFL
3/la" THICK
I- i/1 WIDE
5-I 2"
NK
Fig. 4a_.Repair
MyMopar.com
Stand
Locket Dimensions
62
Extension Noosing and Output Shaft Bearing
Before removing extension housing, pull park]a
lock rod forward out of the case, Rotate propeller
shaft if necessary to align parking gear and spng
to permit knob on end of control rod to pass the
sprag.
I Remove speedometer pinion and adapter as
semhly,
2 Remove extension housing to transmission bolts.
3 Remove two screws, platc and gasket from bot
tom of extension housing mounting pad. Spread large
snap ring from output shaft bearing with Tool C
3301A Fig. 33. With snap ring spread as far as pos
sible, carefully tap extension housing off the output
shaft and bearing.
4 Carefully unwind and slide yoke seal rear Stop
ring off the output shaft Fig. 34, Slide yoke seal and
front stop ring off the shaft-
TORQUEFLITE-TRANSMISSION
TRANSMISSION vENl
21.51
Planetary Gear Assemblies. Sun Gear, and
Driving Shell
1 While supporting output shaft and driving shell,
carefully slide assembly forward and out through the
case,
CAUTION: Be very careful not to damage ground
surfeces on output shalt during removal.
Rear Band and Low-Reverse Drum
I Remove low-reverse drum, then loosen rear
hand adjuster, rerliove band strut and then remove
band from the case.
Overrunning Clutch
1 Note position of ovenimning clutch rollers awl
springs before disassembly to assist in reassembly.
2 Carefully sfide out clutch hub and remove the
rollers and springs. If overrunning clutch cam and/or
roller spring retainer are found damaged or worn,
refer to Page 63 for replaeanis’I procedures.
Fig. 48.-Removing Oil Pump and Reaction
Shalt Support Assembly
5 Remove output shaft bearing rear snap ring.
Remove bearing from the shaft, then remove front
snap ring.
Governor and Support
1 Using a screw driver, carefully pry snap ring
from weight end of governor valve shaft Fig. 35i.
Slide valve and shaft assembly out of the governor
body.
2 Remove snap ring from behind governor body,
then slide governor body and support assembly off
the output shaft.
Kickdown Servo
1 Compress ldckdown servo spring by LJsiIlg en
gine valve spring compressor Tool >3422. then re
move snap ring Fig. 49,
2 Remove rod gaidc, springs and piston rod from
the case. Be careful not to damage piston rod or guide
during removal.
3 Insert Tool C484 inside piston and withdraw
piston from the transmission case.
Low and Reverse Servo
I Compress low and reverse servo piston spring
by using engine valve spring compressor Tool C-3422,
then remove snap ring.
Oil Pump and Reaction Shaft Support
l Remove oil pump housingretaining bolts.
2i Tighten front band adjusting screw until band
is tight on thc front clutch retainer. This prevents
clutch retainer from coming out with pump which
mIght cause unnecessary damage to the clutches.
3 Attach Tool C-3752 to the pump touting flange
Fig. 48, thread screws of tool into the flange holes at
9 and 3 ociock locations.
4 Bump outward evenly on the two knocker
weights" to withdraw pump and reaction shaft supa
port assembly from the case.
Front Band and Front Clutch
l} Loosen front band adjuster, remove band strut
and slide hand out of the ease2 Slide front clutch assembly out of the case.
In put Shaft and Rear Clutch
1 Grasp input shaft, and slide input shaft and
rear clutch assembly out of the case,
CAUTION: a. careful not to lose thrust washer locat
.4 between rear end of input shaft and forward end
of ootpot shaft.
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62
Fig. 49-Compressing ickkdown Servo Spring
72
21-52
TRANSMISSION-TORQUEFLITE
flUID FLUtE
SRlNG RETAINER
/
RFOULA1O
VALVE
5RING
T.C.
ONTROL
VALW
SPRI NC
V
,LINE
PRESSURE
ADJUSTME NT
NNZ9
Fig.
SO-Rework
Valve
MANUAL
Body Repair Stand
THROTILt
2 Remove spring reta’mer, spring, and servo pis
ton and plug assembly from the ease,
LEVER
STOP SCREW
REPAIR 5 IANu
NN8O
Fig. S l-Vatve Sody and Control Ass.ntbly
RECONDITION SUB ASSEMBLIES
The following procedures cover disassembly, in
spection, repair, and assembly of each sub-assembly
as removed from transniissiou.
Hell-CoIl inserts are recommended for repairing
damaged, stripped or worn threads in aluminum
parts. Refer to Page 22.
Pre-shed service bushings are available for re
placement for most all bushings in the TorqueFlite
transmission, The two bushings in sun gear are not
seniced because of the low cost of the sun gear as-
MyMopar.com
VER ASSY.
Fig.
sembly. If bushings are found worn or scored, they
should be replaced as outlined in the following recon
ditioning procedures.
The bushing replacement tools listed by ‘SP"
numbers are part of Tool Kit C-8887
NOTE: The bushing in the oil pump has ben re
located In the pump housing thus requiring a new
installisig heed. The new installing head far the Ani-A and B transmission, i. SP-Sl IS.
The use of crocus cloth is permissible where neces
sary, providing it is used carefully. When used on
52-Tronsfee cad Separator Plate
-TORQUEFLITE-TRANSMI$SI0N
21-53
4 Slide regulator valve out of valve body. Slide
torque converter control valve out of valve body.
5 Remove I? transfer ‘late retaining screws.
Carefully lift transfer plate and steel separator plate
assembly off the valve body.
6 Invert transfer plate assembly and remove the
Fig. 53-Steel Ball Locations
valves, usc extreme care to avoid rounding off the
sharp edges, The sharp edge is vitally important to
this type valve. Sharp edges prevent dirt and foreign
matter from getting between the valve and body, thus
reducing possibilities of sticking. When it becomes
necessary to recondition the transmission, and vehicle
has accumulated considerable mileage, install new
seal rings on parts requiring their usage. Coat each
part with Automatic Transmission
Suffix ‘A" during assembly-
Fluid-AQ-ATF
VALVE BODY ASSEMBLY
CAUTlON Never clamp any portion of valve body or
transfer plate in a vise. Any slight distortion of the
aluminum body or transfer plate will result in ‘tick
ing valves, excessive leakage or both. When removing
stiffener plate. Remove remaining screws securing
separator plate to the transfer plate, and carefully lift
off the separator p}ate Fig. 52.
7 Note location of the six steel balls in valve body.
onc of them is larger than other five and is in the
larger chamber Pig. 53. Remove the steel balls.
3 Invert valve body and lay it on a clean cloth or
paper. Remove Eclip and washer from throttle lever
shaft Fig. 54j. Remove any burrs from shaft, then
while holding manual lever detent ball and spring in
their bore with Tool C-3765 or similar tool, slide
manual lever off the throttle shall. Remove the detent
ball and spring.
9 Remove manual valve, carefully slide it out of
valve body with a rotating motion.
10 Remove throttle lever and shaft from the valve
body.
11 Remove shuttle valve cover plate Fig. 54.
Remove li-clip front exposed end of the shuttle valve.
12 Remove throttle lever stop screw assembly
Fig. 55, being careful not to disturb the setting any
more than is necessary.
13 Remove kickdown detent. kickdown valve,
throttle valve spring and the throttle valve Fig- 55.
14 Remove the governor plug end plate Fig. S 5Tip up valve body to allow shuttle valve throttle plug,
spring, shuttle valve, and shift valve governor plugs to
slide out into your hand.
Note longer stem on the 1-2 shift valve plug as a
means for identification.
or Installing valve or plugs, slide them in or out care
fully- Do not use force.
Rework valve body repair stand, Tool 1-3749. by
drilling the 5/10’ diameter hole to ½" and ¼"
deep Fig. 50, The stand can then he used w[th either
the old or new type valve hodlea
Disassembly
1 Place valve bndy a.sserribly on repair stand, Tool
C-3749, Fig. 51. Remove three screws from fluid
filter and lift off the filter.
2 Whilo holding spring retainer firmly against the
spring force, remove the three bracket retaining
screws Fig. 51.
3 Remove the spring retainer, torque converter
control valve spring, and regulator valve spring with
line pressure adjusting screw assembly. Do not alter
setting of line pressure adiusting screw and nut- The
nut has an interferencs thread and does not turn easi
lyonMyMopar.com
the screw
rHROTILE LEVER
STOP SCREW
SHUnt! VALVC
COVER PLATE
Fig. 54-Valve Body Controls Assembled View
21-54
TRAN$MISSION-TORQUEFLITE.
TOROLIE CONVERTER
CONTROL VALVE
MftJmE VALVS
E-CLIP
rHRO,TLE VALVE
REGULATOR VALVE
SPRING P!TAINE
LINE PEESSURE
ADJUSTING SCREW ASS?.
_I-2 SHIFT VALVE
GOVERNOR PLUG
/
2-3 SFtIFT VALVE
OOVSENOR PLUG
OW N
VALVE
KICKoOW1
DETENT
SHUTTLE VALVE
SHUTTLE VALVE.
THROmE PLUG
STOP SCREW ASS?.
GOVERNOR PLUG END PLATE’-
Fig 55-Valve Body-Lever Side OiwssembledI
IS Remove shift valve end plate Fig- 56 and slide
out the two springs and valves.
16 Remove regnlator valve end plate, Slide regu
lator valve line pressure plug, sleeve, and regulator
valve throttle pressure plug out of valve body.
Cleaning and Inspection
Allow all parts to soalc a few minntes in a suitable
clean solvent. Wash thoroughly and blow dry with
compressed air. Make sure all passages are clean and
free from obstructions,
Inspect manual and throttle valve operating levers
REC1LATOR VMvE THROflLE
PRESSIJ RE flOG
StE EVE
U LA
vAtvE
OP
Lft_’E
PRESSuRE
PLUG
-
S
PtAfl
U
¶‘
!2 SIEE?VALVE
SHifT V’V
Fig. 56-VoW. Body_shift Valve Side
Disass.m bled
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N N4
and shafts for being bent, worn or loose. If a lever is
loose on its shaft, it may be silver soldered only, or
the lever and shaft assembly should be replaced.
CAUTIONt Do not attempt to straighten bent even.
Inspect all mating surfaces for burrs, nicks and
scratches. Mnor blemishes may he removed ‘4th cr0cus cloth, using only a very light pressure. Using
straightedge, Tool C-3335, inspect all mating surfaces
for warpage or distortion, Slight distortion may be
corrected, using a surface plate- Make sure all meter
ing holes in the steel plate are open. Ushig a pen
hght, inspect bores ii, the valve body for scores,
scratches, pits and irregularities.
Inspect all valve springs or distortion and collapsed
coils. Inspect all valves and plugs for burn, nicks and
scores. Small nicks and scores may be removed ith
crocus cloth, providing extreme care is taken not to
round off sharp edges. The sharpness of these edges
is vitally important because it pznents foreign matter
from lodging between the valve and valve body, thus
reducing possibmty of sticking- Inspect all valves and
plugs for freedom of operation in valve body bores.
When bores, valves and plugs are clean and dry, the
valve and plugs should fall freely in the bores. The
valve body bores do not change dimensionally with
use- Therafore, & valve body that we, functioning
properly when vehicle was new, will operate correctly
if it is properly and thoroughly cleaned There is no
need to replac. the valve body unless it is damaged
in handling-
TORQUEFLITE-TRANSMISSION
THROITLE
LiVER
DETENT EALL AND SPR!NG
SHAFT
Fig 57-installing Detent Sell, Spring and
Contro’ Levers
Assembly
I Place separator plate on the transfer plate Vig.
52. Install stiffener plate and retaining screws. Make
sure all bolt holes are ahgned then tighten stiffener
plate screws to 28 inch-pounds,
2 Place l-2 and 2-3 shift valve governor plugs in
their respective bores Fig. 55. Install shuttle valve,
sprIng and shuttle valve throttle plug. Install governor
plug end plate and tighten the five retaining screws to
28 inCh-pounds.
3 Install E-cIip on end of the shuttle valve Fig.
54. Install shuttle valve covcr plate and tighten the
four retaining scre,s to 28 inch-pounds.
14 Install 1-2 and 2-3 shift valves and springs Fig.
56. Install shift valve end plate and tighten the three
retaining screws to 28 inch-pounds.
5 Install regulator valve throttle pressure plug,
sleeve, and the line pressure plug Fig- 56- Install
regulator valve end plate and tighten the Iwo retain
ing screws to 28 inch-pounds.
6 Install throttle valve and spring Fig- 55, Slide
Idckdoi detent on the kickdown valve counterbore
side of detent toward valve, then install assembly in
the valve body.
7 Install throttle lever stop screw Fig. 55, and
tighten lock nut finger tight.
8 Install manual valve in the valve body ‘Fig. So.
9 Install throttle lever and Shaft 00 the valve bedy
Fig. 57. Insert detent spring and ball in its bore in
the valve body. Depress ball and spring with Tool
C-3765 or similar tool and slide manual lever over
throttle shaft so that it engages manual valve and
detent ball. Install retaining washer and E-chp on the
throttle shaft, Fig- 54.
10 Position valve body assembly on the repair
stand.
11 Place the six steel balls iii valve body cham
bersMyMopar.com
with large ball in the large chamber mg- 03-
21-55
12 Position transfer plate assembly on the valve
body. Install the 7 retaining screws, starting at cen
ter and working outward, tighten screws to 28 inchpounds.
13 Install the torque converter valve and regu
lator valve Fig. 55.
14 Position the torque converter valve spring and
regulator valve spring over ends of their respective
valves. Place line pressure adjusting screw assembly
on end of regulator valve spring with long dimension
of nut at right angles to the valve body Fig- 55.
15 Tnstall spring retainer, making sure converter
valve spring is engaged on thc tang and position
squarely in the retainer, Nghten the three retaining
screws to 28 inch-pounds.
Measure and if necessary, align spring retainer 5s
described on Page 41.
16 Install the oil filter and tighten the three re
taining screws to 28 inch’pounds.
lip Attach parking lock control rod to the manual
lever and secure with the E.clip.
After valve body has been serviced and completely
assembled. edjust the throttl, and line preuurn as
outline on page 41- However, If pressure were satis
factory prior to disassembly, use original settings
ACCUMULATOR PISTON AND SPRING
fnspection
Inspect the two seal rings for weal- and make sure
they turn freely in piston grooves. It is not necessary
to remove rings unless condition warrants. Inspect
piston for nicks, burrs, scores and wear. Inspect pis
ton bore in the case for scores or other damage and
piston spring for distortion, Replace parts as required.
NIC IOBA
Fig. SO-Replacing Zxtensien Housing aushing
21-56
IRANSMISSION-TORQUEFLITE
EXTENSION HOUSING BUSHING AND
OIL SEAL
Replacement
I Pry Or drive oil seal out of extension housing
with a long blunt drift. Be sure not to mar oil seal
surface in the housing.
12 Press or drive out bushing with Tool C-3974
F’tg. 58.
31 Slide a new bushing on installing end of Tool
C-3974, Align oil hole in bushing with oil slot in the
housing, then press or drive bushing into place Fig.
58,
4 Position a new seal in opening of extension
housing and drive it into the housing ith Tool C-%972
iFig. 32,
PARKING LOCK SPRAG
Disassembly
1 Slidc shaft out of extension housing to remove
parking sflag and spring Fig. 37. Remove snap ring
and shde reaction plug and pin assembly out of the
housing.
Inspection
Inspect sprag shaft for scores and free movement
in the housing and sprag- Inspect sprag and control
rod springs or distortion and tension. Inspect square
lug on the sprag for broken edges, also lags on the
parking gear for damage. Inspect knob on end of con
trol rod for nicks, burrs and free turning.
To replace the parkiog gear, refer to "Governor
and Support-Disassembly and Assembly,’ rage 50,
Assembly
1 Position sprag and spring in the housmg and
insert the shaft Fig. 37, Make sure square 1u on
sprag is toward parking gear and spring is positioned
so it moves sprag away from the gear.
1 Install reaction plug and pin assembly in the
housing and secure with snap plug.
GOVERNOR AND SUPPORT
Disassembly
1 Remove large snap ring from weight end of
governor body and lift out the weight assembly.
2 Remove snap ring from inside governor weight,
remove inner weight and spring from the outer
weight.
3 II the lugs on parking gear are damaged, re
moved the our bolts and separate support from the
gnvernor body.
Cleaning and Inspection
Figure 30 shows a di.,assembled view of he gov
ernor assembly.
Inspect an parts for burrs and wear, Inspect inner
weight for free movement in the outer weight, and
outer weight for free movement in the governor body,
Inspect valve for free movement in the governor body.
The weights and valve should fall freely in the bores
when clean and dr- Rough surfaces may be removed
with crocus cloth.
Inspect the governor weight spring for distortion.
Inspect the lugs on parking gear for broken edges or
other damage. Thoroughly clean all governor parts in
CASKET
VEwr BAFFLE-
-
SEAL RINGS
REACTION
ShAri SuPPORr-..
‘O*- RING
INNER ROTOE
/
OIL PUMP RODV
OUTER ROTOR
THR0Sr WASHER ISELECTIVEP
BOLTS
62,02 A
Fig. 59-Oil Pump and Reoction SI,.ft Support Disassembled
MyMopar.com
-TORQUEFLITE-TRANSMISSION
TOOL HMIXE
S P-3 5$
REMOvING
HEAD
*RONT PUMP
HOJSNG
I
HOSHNG
=
EOOL HANDLE
P.3549
INSTALLING
HEAD
5P.5Ils
INSTALLATION
fIg.
6247A
60-Replacing Pump BushIng
clean solvent and inspect for free movement before
assembly.
Assembly
1 If the support was separated from governor
body, assemble and tighten the bolts finger tight.
Make sure oil passage of governor body aligns with
passage in the support.
2 Assemble governor weights and spring, and
secure with snap ring inside of large governor weight.
Place weight assembly lii governor body and install
snap ring.
shaft support for nicks and burrs, Inspect pump
rotors for scoring or pitting. With rotors cleaned and
installed in the pump body, place a straightedge
across face of rotors and. pump body. Using a feeler
gauge, Ileasure clearance between straight edge and
face of the rotors. Clearance limits are from .001 to
.0025 inch. Also, with a feeler gauge, measLLre rotor
tip clearance between inner and outer rotor teeth,
Clearance limits are from .005 to Oil inch.
Pump Bushing Replacement
II Place pump housing on a clean smooth surface
with the rotor cavity dowil
2 Place removing head Tool SP-3550 in the bush.
lag, and install handle Tool SP-3549 in the removing
head IFig. 00.
r3 Drive bushing straight down and out of the
bore. Be careful not to cock tool in the bore.
4 Position a new hushing on the installing head
Tool SP-5118.
5 With pump housing on a smooth clean surface
hub end downI. start bushing and installing head in
the bushing bore- Install handle Tool SP-X549 in the
installing head Fig. 60.
6 Drive hushing into housing until tool bottoms In
the pump cavity. Be careful not to cock tool during
installation.
7 Stake hUshing in place by using a blunt punch
or-similar tool Fig. 61- A gentle tap at each stake slot
location will suffice.
a Using a narrow-bFaded knife or similar tool, re
move high points or burrs around the staked arcrn
Fig. GIl, Do not use a file or sinillar tool that wilt
remove more metal than is necessary.
9 Thoroughly clean pump housing before installa
tionReaction Shaft Bushing Replacement
I Assemble remover Tool SF3632, cup Tool S}’
3633, and hex nut Tool SP-ll9l.
OIL PUMP AND REACTION SHAFT SUPPORT
Disassembly
Fiqsre 59 shows the oil pump and reaction shaft
support disassembled,
1 Remove bolts from rear side o reaction shaft
support, remove vent baffle and lift the support off
the pump.
2 Remove rubber seal ring from pump body
flange3 Drive out the oil seal with a blunt punch.
Inspection
Inspect interlocking seal rings Fig. 50 on reaction
shaft support for wear or broken locks, make sure
they turn freely in the grooves. Do not remove rings
unless conditions warrant, Inspect pump body and re
action shaft support bushings for wear or scores, In
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spect
machined surfaces on pump body and reaction
21-51
Fig 6l-Stakin Pemp Bushing
21-58
TRANSMISSION-TORQUEFLITE
threads on the bushing remover.
to Slide a new bushing chamfered end first on
installing head Tool SP-3034, and start them in bore
of the reaction shaft.
7 Support reaction shaft upright on a clean
smooth surface and install handle Tool SP-3540 in the
installing head Fig. 02, Drive bushing into the shaft
until tool bottoms.
8 Thoroughly clean reaction shaft support asseun
hly before installation
u
iPllcq
TOOL M’o[F
,-Ui P-U454
EU ER D
Assembly
I Assemble pump rotors in the pump housing
-
Fig. 9,
Z Install reaction shaft support and position vent
FCTIO
SHk’T uPPORT
C
Fig.
INrgLLArION
t’i47A
42aeplacing Reoction SIIMI Bushing
CAUTION: Do not clamp any part of reection shaft or
support in a yis.
2 With cup held firmly against the reaction shaft,
thread remover into bushing as far as possible by
hand Fig. 62,
2 Using a rench, screw remover into bushing 3 to
4 additional turns to firmly engage threads in the
hushing.
4 Turn hex nut down against the cup to pull
bushing from the reaction shaft. Thoroughly clean
reaction shaft to remove chips made by the remover
threads.
5 lightly grip hushing in a vise or with pliers and
hack tool out of the bushing. Be careful not to damage
baffle over the vent opening. Install retaining bolts
and tighten to 150 inch-pounds.
3 Place a new oil seal in opening of pmnp housing
lip of seal facing inward using Tool C-3g0 drive seal
into housing nntil tool bottoms,
FRONT CLUTCH
Disassembly
Figure 63 shows a disassembled view of the front
clutch assembly
1 Using a screw driver, remove large snap ring
that secures pressure plate in the clutch piston re
tainer- Lift pressure plate arid clutch plates ont of the
retainer,
2 Install compressor, Tool 0-3803 over the piston
spring retainer Fig. 64. Compress springs and re
move snap ring, then slowly release tool until spring
retainer is free of the hub, Removetool, retainer an
springs,
PISTON
SEAL RING
4rNNER
PISTO N
SPRING SETAINER
CLUTCH PLATES
SNAP RING
IS FEECWE I
S
ails
rISTON RETAINER
ASS EM e LV
PISTON SEAL RING
IOUTERI
SPNOScTO}
SNAP RING
DRIVING DISCS
PRESSURE PLATE
MyMopar.com
Fig. 63-Front Clutch Assembly Disassembled
__________________
21-59
*TORQUEFLITE-.TRANSMISSION
PRO NT
EU SHeIG
=
Fig. 64-Removing or Installing Front Clutch Spring
Retainer Snap Ring
aI lnvcrt clutch retainer assembly and bump on a
wood block In remove piston- Remove seals fr-nm pis
ton and clutch retainer huh
Inspection
Inspect facing material on all driving discs, Replace
discs that are charred, glazed or heavily pitted. Discs
should also be replaced if they show evidence of ma
terial flaking off or if the facing material can he
scraped off easily. Inspect driving disc spllnes for
wear or other damage, Inspect steel plate and pres.
sure plate surfaces for hurning, scoring or damaged
driving lugs- Replace if necessary.
Inspect steel plate lug grooves in clutch retainer for
smooth surfaces, plates must travel freely in the
grooves. Inspect band conlarling surface on dutch
retainer for scores- Note ball check in clutch retainer,
make urc ball moves freely. Inspect seal surfaces in
clutch retainer for nicks or deep sa’atches, light
scratches v4ll not interfere with sealing of neoprene
rings. Inspect clutch retainer bushing for wear or
scores.
Inspect inside bore of piston for score marks, if
light, remove with crocus doth- Inspect seal grooves
for nicks and burrs, Inspect neoprene seals for deteri
oration, wear, and hardness, and the piston springs,
retainer and snap ring for distortion.
Front Clutch Retainer Bushing Replacement
1 Lay clutch retainer open end down on a clean
smooth surface and place removing head Tool SP
3029 in the bushing. Install handle Tool SF3549 in
removing
head E1g 65.
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INSTALLATION
Bax 350
Fig. 65-Replacing Front Clutch Retainer Bashing
2 Drive bushing straight down and out of clutch
retainer bore. Be careful not to cock tool ‘in the bore,
3 Lay clutch retainer open end up on a clean
smooth surface. Slide a new bushing on installing
head Tool SF3620, and start them in clutch retainer
bore.
Fig 66-Frong Clutch Piston Return
Springs-Location
21-GO
TRANSMISSION-TORQUEFLITE.
is properly seated in the groove.
2 Install outer seal on the clutch piston, with lip
of seal toward bottom of the clutch retainer. Apply a
coating cf wax type lubricant or Door Ease to outer
edge of seal for easier installation of the piston as
sembly. Place piston assembly in retainer and
carefully seat piston in bottom of the retainer.
3 Place the 10 springs on piston hub exactly as
shown in Figure 66. Position spring retainer and snap
ring on the springs- Compress springs with Tool C3863 Fig. 64, and seat snap ring in the 1mb groove.
Remove compressor toot
4 Lubricate all clutch plates. instali one steel
plate followed by a lined plate until ali plates are
instalied, Install pressure plate and snap ring. Make
sure Snap ring is properly seated.
oj With front clutch complete assembled, insert a
fader gauge between pressure plate and snap ring
Fig. 67, The clearance should be 024 to .123 inch- If
not, install a snap ring of proper thickness to obtain
specified clearancc. Snap u-bigs .rc the same as that
used in rear clutch irid are available in .0O-.O52,
.07.076 end .088-090 rich thickness.
Fig. 67-Meosurlng Front Clutch note Clearnnc.
4 Install handle Tool SF3549 in the installer Fig.
65, Drive bushing into clutch retainer until tool bot
REAR CLUTCH
Disassembly
gare 68 shows a disassembled view of the rear
clutch assembly.
Ii Using a screw driver, remove large snap ring
that secures pressure plate in the clutch retainer. Uft
pressure plate, dutch plates, and Inner pressure plate
out of the retainer.
thins,
5 Thoroughly dean clutch retainer before assem
bly and installation.
Assembly
1 Lubricate and install inner seal on hub of the
clutch retainer. Make sure lip of seal faces down and
P1 SION SPftINO
PRtSSURE
PLATE
DRIVING
DISCS
SNAP EING
155 LSOIVE
PISTON RETAINER
PISTON SEAL
INN ER
CLUTCH
PLATES
SPRING
/
RING
PISTON
PISTON SEAL
OUTER
6251
MyMopar.com
Fig. 68-Rear Clutch Assembly Disassembled
1ORQUEFLITE-TRAHSMISSION
21-61
2 Assemble remover Tool SP’3630, cup Tool SP
3633, and hex nut Tool SP-liOI,
3 With cup held firmly against clutch piston re
TOG’
cicH
IT
ST
‘,srALLArIc.r4
Fig
69-ReplacIng Input Shaft Bushing
2 Carefully piy one end of wave spring ont of its
groove in the clutch reta’mer, then remove wave
spring, spacer ring and clutch piston spring.
3 Invert clutch piston retainer assembly and
bump on a wood block to remove the piston. Remove
seals from the piston.
4 If necessary, remove snap ring and press input
shaft from the dutch piston retainer.
Ins pt#ction
Inspect facing material on all driving discs. Replace
discs that arc charred, glazed or heavily pitted- Discs
should also be replaced if they show evidence of ma
terial flahing off or if facing material can be scraped
off easily. Inspect driving disc spllnes for wear or
other damage. Inspect steel plate and pressure plate
surfaces for burning, scoring or damaged driving
Jugs. Replace if necessafl7.
Inspect steel plate lug grooves in clutch retainer for
smooth surfaces, plates must travel freely in grooves.
Note bali check in the piston, make sure ball moves
freely. Inspect seat surfaces in clutch retainer for
nicks or deep scratches, light scratches will not
interfere with seating of neoprene seals. Inspect neo
prene seals for deterioration, wear, and hardness. In
spect piston spring, wave spring, and spacer for dis
tortion or breakageInspect interlocking seal rings FIg. 60 on input
shaft for wear or broken locks, make sure they turn
freely in the grooves. Do not remove rings unless
conditions warrant. Inspect bushing in the input shaft
for wear or scores, Inspect rear clntch to front clutch
thrust washer for wear. Washer thickness should be
061 to .003 inch, replace if necessary.
Input Shaft Bushing Replacement
1 Clamp input shaft in a vise with soft jaws, being
careful
not to clamp on seal ring lands or journals.
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tainer, thread remover into bushing as far as possible
by hand Fig. 0O
4 Using a wrench, screw remover into bushing 3
to 4 additional turns to firmly engage threads in the
bushing5 Turn hex nut down against cup to pull bushing
from the input shaft,
6 Thoroughly clean input shaft to remove chips
made by removed threads. Make certain small lubri
cation hole next to ball in end of shaft is not plugged
with chips. Be sure no chips are lodged next to the
steel bali.
7 Slide a new bushing on Instaliing head Tool
SF4636, and startthem in born ofthe input shaft.
8 Stand input shaft upright on a clean smooth
surface and install handle Tool SP-3549 in the install
ing head 11g. 69 Drive bushing into shaft until toot
bottoms.
0 Thoroughty clean Input shaft and clutch piston
retainer before assembly and installation.
Assembly
1 11 removed, press input shaft into clutch piston
retainer and install snap ring,
2 Lubricate and instalt inner nd outer seal rings
on the clutch piston. Make sure lip of seals face to
ward head of clutch retainer, and are properW seated
irs the piston grooves.
3 Place piston assembly in retainer and, with a
twisting motion, seat piston rn bottom of the retainer4 Position clutch retainer over piston retainer
spines and support the assembly so clutch retainer
remains in place.
5 Place clutch piston spring and spacer ring on
top of piston in clutch retainer, make sure spring and
Fig. 70-Installing Rear Clutch Spring. Spacer
Ring and Wave Spring
142
TRwwIssIaN-’rogauErLIrE
between .037 to .%0 inch. If aot, Install a snap ring of
proper thickness to obtain specified clearance. Low
limit deannce is desirable. Reer clutch plate clear
ance is very important in obtaining proper clutch op
ration. The clearance cal he adjusted by the use of
various tSickrss outer snap riegs. Snap rings Sr.
available in .060-062, .07.Q76, .Ofl-.090 and
tO&lo9 Inch thickness.
PLANETARY GEAR ASSEMBLIES, SUN GEAR
AND DRIVING SHELL
Measure end play of planetary gear assemblies, sun
gear and driving shell before removing these parts
from the output shaft, With the assembly in an up
right position, push rear annulus gear support down’
-*ard op the output shaft. bisest a fetor gasge be
tween rear amiuins gear support hub and shoulder on
the output shaft ng 72. The clearance should be
.01.0 to .039 inch. If ctearaane exceeds specifinatlons,
replace thrust washers aud/ornecessaty parts.
Fig. 7 I-Measuring Rear Clutch Plate Clearance
spacer ring are positioned in retainer recess. Stan
one end of wave spring in the retainer groove Fig.
70, then progressively push or tap spring into place
making sure it Is hilly seated in the groove.
6 lnstat inner resure plate hi clutch retaer
with mised pothon of plate resting on the spring.
7 Lubricate all clutch plates, install one lined
plate followed by a steel plate until sil plates are
installed. Install outer pressure plate and snap rug.
8 Measure rear clutch plate clearance by having
an asssistant press downward finnly on the outer
pressure plate, then insert a fetTer gauge between
plate and snap ring Fig IL. The clearance should be
REAR AtM-vaus GU,R
REAP PLANETARY
GEAR ASStMSLY
NX297
72-Measuring En Play of Planetary Gear
FIg.
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Assenthly, Sun Gear oitd Driving Shell
Disassembly
1 Remove thrust -washer from forward end of the
output shaft Fig- 73.
2 Remove selective snap ring from forward end of
output shaft, then slide front plimetary assembly off
the shaft
3 Slide front airnulus gear off the planetary gear
set Fig. 73, Remove thrust washer from rear side of
the planetary gear set.
4 Slide sun gear, driving shell and rear plane
tar’ assembly off the output shaft16 Uft sun gear and driiimg shell ott rear plane
tary gear assembly. Remove thnist washer from in
side the driving shell. Remove snap ring and steel
washer from sun gear rear side of thi’dug shcll and
slide sun gear out of the shelL Remove front snap ring
from the sun gear if necessary. Note that front end of
sun gear is longer than tue rear.
6 Remove thrust washer from forward side of
rear planetary gear assembly, remove planetary gear
set and thrust plate from the rear annulus gear.
Inspection
Inspect bearing surfaces on output shaft for nicks,
burr,, scores or other damage. Light scratches, sniall
nicks or burrs can be removed with crocus cloth or a
fine stone. Inspect speedometer drive gear for any
nicks or burrs, and remove with a sharp edge stone.
Make sure all oil passages in the shalt are open and
clean.
Inspect bushings in sun gear for wear or scores,
repinee sun gear azaembI if btsbings sre damaged.
Inspect all thrust washers for wear and scores, replace
if damaged or worn below spedfication& Inspect
thrust faces of 0lanetary gear carriers for wear, scores
or other damage, replace as required. Inspect plane
tary gear carrier for cracks arid pinions for broken or
TORQUEFLITE-TRANSMISSION 21-63
SNAP RFNG
4
FRONT
PLANETARY GEAR
ASSEMBLY
FRONT
ANNOLtJS CLAP
ASSEMBLY
THRLJ5T
WASHER
DRIVNG 5Ha
REAR
PLANETARY CAP
IF RUST WPSHER
ASSEMBLT
IS! ELLI
THRUST
/
WASHER
SUN GEAR
Ti{kUS7 WASHER
REAR AFINULUS
GEAR AS5EMSLY
SNAP PING
0
SNAP RING
IFRPUSr PLATE
¶HuSt WASHF
OUTPUT SHAFT
LOW AND REVP$a DRUM
N I4AA
Fig 73-Planetary Gear Assemblies, Sun Gear, Driving Shell.
Low-Reverse Drum and Output Shaft
worn gear teeth and for broken pinion shaft lock pins.
Inspect annulus gear and driving gear teeth br dam
age. Replace distorted lock rings.
Assembly
Refer to Figure 73 for parts reference.
I Install rear annulus gear on the output shaft.
Apply a thin coat of grease on thrust plate, place it on
the shaft and in the annulus geir making sure teeth
are over the shaft splines.
2 PositIon rear planetary gear assembly in rear
annulus gear Place thrust washer on front side of the
planetary gear assembly.
3 Install snap ring in front groove of sun gear
long end of gear. Insert sun gear through front side
of driving shell, install rear steel washer and snap
OVERRUNNING CLUTCH
Inspection
Inspect clutch rollers for smooth round surfaces,
they must be free of flat spots %nd chipped edges.
Inspect roller contacting surfaces in the cam and race
for brinelling. Inspect roller springs for distortion,
wear or other damage. Inspect cam set screw for
tightness. If loose, tighten and restake case around
the screw,
Overrunning Clutch Can, Replacement
If overrunning clutch cam and/or roller spring re
tainer are found damaged, replace cam and spring
retainer in the following manner:
1 Remove set screw from case below the clutch
cam.
4 Carefully slide driving shell and sun gear as
sembly on the output shaft, engaging sun gear teeth
with rear planetary pinion teeth. Place thrust washer
inside front of the dricirig shell.
5 Place thrust washer on rear hub of front plane
thy gear set, then slide assembly into front annulus
0 Carefully work front planetary and annulus
gear assembly on the output shaft, meshing planetary
pinions with the sun gear teeth.
7 With all components properly positioned, install
selective snap ring on front end of the output shaft
Re-measure end play of the assembly. The clearance
can be adjustS by the use of various thickness snap
rings. Snip ring, are aveilable in .041-052, .OS5-S59
and .062-066
Inch tt,lcIcness.
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flg 71-a.n,avlng Ovefninnlng Clinch Cam
21-64
TRANSMISSION-TORQUEFLITE-
Fig. 75-irtstalling Output Shaft Support
Fig. 77-Overrunning Clutch Corn Slake Locations
2 Remove four bolts securing output shaft sup
port to rear of the transmission case. Insert a punch
through the bolt holes and drive can from the case
Fig- 74;, Alternate the punch from one bolt hole to
another so cam will he driven evenly from the case.
shown in Figure 70, tighten nut on tool to seat cam
into the case, Make sure cam is firmly bottomed, then
install cam retaining Se!. screw, Stake case around set
screw to prevent it coming loose.
7 Remove cam installing tool, Install and tighten
support retaining screws to 140 inch-pounds. Stake
case around the cam in six places with a hlunt chisel
Fig. 77;.
IMPORTANT: ‘The output shift support must be in
the case ‘0 install th. ovurrunnlng clutch cam.
If the support required replacement, drIve It rear
ward out of the case with a wood block and hammer.
To install, screw two C-3288 pliot studs into he case
Fig. IS, then drive support firmly into the case with
wood block and hammer.
3 Clean ail burrs and chips from cam area in the
case.
KWKDOWN SERVO AND BAND
Inspection
Figure 78 shows a disassembled view of the kickdown servo assembly The large outer spring shown in
Figure 78
4 Place spring retainer on the cam, making sure
retainer lugs snap firmly into notches on the cam.
5 Position cam in the case with cam serrations
aligncd with those in the case. Tap cam evenly into
the case as far as possible with a Soft mallet.
0 Install Tool C.3863 and Adapter SP-124 as
a
not used
In transmissions with
SEAL
NO
S::.E!NO
P*STON* kOL
LIE
SEAL ilNiGi :2:
NO
SN?i: RNG
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Flu. 76-Installing Overrunning Clutch Corn
‘HI
Perormance’ engines.
Inspect piston and guide seal rings for wear, and
make sure they turn freely in the grooves. it is not
necessary to remove seal rings unless conditions war
rant. Inspect piston for nicks, burrs, scores and wear
and piston bore in the case for scores or other dam
age. Inspect fit of guide on piston rod and piston
spring for distortion.
Inspect band llning for wear and bond of lining to
band and lining for black burn marks, glazing, non-
Fig. 78-Kickdown Servo
Disosaernbled
!
TORQUZFLITE-TRANSMISSION
21-65
Im: !iC.
i’?!C. iii,*r
Fig. 79-Law arid Reverse Servo Disassembled
uniform wear pattern and flaking, If lining is worn so
grooves are not visible at ends or any portion of hand,
replace the band, Inspect band for distortion or
cracked ends,
LOW-REVERSE SERVO AND BAND
Disassembly
U Remove snap ring from piston and remove the
piston plug and spring Fig. 70.
Inspection
Inspect seal for deterioration, wear and hardness
and piston and piston plug for nicks, burrs, scores and
wear; piston plug must operate freely in the piston.
Inspect piston bore in the case for scores or other
damage and springs for distortion. Inspect band lining
for wear and hood of lining to the band. If lining is
worn so grooves are not visible at ends or any portion
of band, replace the band. Inspect band for distortion
or cracked ends.
Assembly
I Lubricate and insert piston ping and spring in
the piston, and secure with snap ring.
ASSEMBLY-SUB-ASSEMBLY INSTALLATION
The assembly procedures given here include instal
lation of sub-assemblies in the transmission case and
adjusting drive train end play. Do not use force to
assemble mating parts. If parts do not assemble free
ly, investigate cause, and correct the trouble before
proceeding with assembly procedures. Mways use
new gaskets during assembly operations.
Fig. 80-Overrunning Clutch, Law and Reverse
Band Link
then install snap ring.
3 Position rear hand in the case, install short
strut, then connect long link and anchor to the band
Fig, 81. Screw in band adjuster just enough to hold
strut in place. Be sure long link and anchor assembly
is installed, as shown in Figure 80 to provide a run
ning clearance for the low and reverse drum. Install
the low-reverse drum.
Kickdown Servo
I Carefully push servo piston into the case bore.
Install p’uton rod, two springs and the guide Fig. 78.
ADJUMINO SCREW AND LOCXNUT
IMPORTANT: Use only Automatic Transmission Fluid
AO-ATF Suffix A" to lubricate transmission ports
during assembly,
Overrunning Clutch
1 With transmission case in an uptight position,
insert clutci, race Inside the cam. Install overrunning
clutch rollers and springs exactly as shown in Figure
80.
Low-Reverse Servo and Band
I Carefully work servo piston assembly into the
case with a twisting motion, mace spring, retainer
and snap ring over the piston Fig. 79.
2 Compress low and reverse servo piston spring
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engine valve spring compressor Tool C-3422,
by using
a72 I
Fig. ST-’taw-Reve,se Band and Linkage
21-66
TRAI4SMISSION-TORQUZFLITE
‘Flit transmission u"d with "Hl-P.riorrnence’ en
;ines, in. only one small innar spring In th, kickdown servo.
2 Compress k’tckdown servo springs by using en
gine valve spring compressor Tool 3422, then install
snap ring
Planetary Gear Assemblies, Sun Gear and
Driving Shell
1 VThile supporting asseuthly in the case. insert
output sbaft through the rear support. Carefully work
assembly rearward engaging rear planetary carrier
luga into the low-reverse drum slots.
CAUTION, Be very careful not to damage gnund sur
faces on output shaft dunng installation.
Front and Rear Clutch Assemblies
The front and rear clutches, front band, oil pump
and reaction shaft support are more easily installed
with transmission in an upright position.
If transmission repair stand 00-1014 was not avail
able to support transmission, an alternate method is
outlined in Steps land 2,
I Cut a 3¼ inch diameter hole in a bench, in the
end of a srruali ill drum or a large wooden box strong
enough to support transmission. Cut or file notches at
the edge of the 3½ inch hole so output shaft support
will fit and lay flat in the hole.
2 Carefully insert output shaft into the hole to
support the transmission upright, with its weight rest
ing on flange of the output shaft support.
3 Apply a coat of grease on the input to output
shaft thrust washer Fig. 73, and install the washer
On front end of the output shaft.
4 Align front clutch plate inner sp!ines. and place
assembly in position on the rear clutch, Make sure
front clutch plate splines are fully engaged on the
rear clutch splines,
5 Align rear clutch plate inner splines, grasp in
put shaft and lower the two clutch assemblies into the
transmission case.
6 Carefully work clutch assemblies in a circular
PtUG-_
STRUT
ANCHOR
LEVER
LEVER
$kAPr
/
ADlLSTFNG
sCREW
AND
LOCKNUT
Fig. 82-Kickdown Rand and Linkage Disassembled
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Fig. 83.-Installing Pump and Reaction Shaft
Suppwt Assembly
motion to engage rear clutch splines over splines of
the front anulus gear. Make sure front clutch drive
lugs are fully engaged in slots in the driving shell.
Front Band
F’igure 82 shows disassembled view of the kick.
down band assembly.
I Slide the band over front clutch assembly.
2 Install the band stmt, screw in adjuster just
enough to hold strut and anchor in place.
Oil Pump and Reaction Shaft Scsppofl
If difficulty was encountered in removing the oil
pump assembly due to an exceptionally tight fit in tbe
case, it may be necessary to expand the case with
heat during pump installation. Using a suitable heat
lamp, heat the ease in area of the pump for a few
minutes prior to installing pump and reaction shaft
support assembly.
If drive train end play was not within specifications
.036-004 inch when measured on Page 49, replace
the thrust washer on reaction shaft support hub with
one of proper thickness Fig. 59.
The following selective thrust washers are av5ilabler
Thickness
Color
Green
.001-003 inch
Red
.084-086 inch
Yellow
.102-. ‘04 inch
1 Screw two pilot studs, Tool C-3288 in oil pump
opening in the case Fig. 83, Install a new gasket over
the pilot studs.
2 Place a new rubber seal ring in the groove on
outer flange of pump housing. Make sure seal ring is
not twisted. Coat seal ring with grease for easy instal.
lation.
.TORQUEFLITE_TRANSMISSION
3 Install pump assembly ri the case, tap it lightly
with a soft mallet if necessary. Place the deflector
over vent opening and install tour pump body bolts.
Remove pilot studs, install remaining bolts and snug
all bolt’s down evenly.
Rotate input and output shafts to see if any binding
exits, then tighten bolts to Th0 inch-pounds. Check
shafts again for free rotation,
Governor and Support
ii Position support and governor body assembly
on the output shaft. Align assembly so governor valve
shaft hole in gOVernor body aligns with hole in the
output shaft, then slide assembly into place. install
snap ring behind the governor body. Tighten housing
to support bolts to 100 inch-pounds. Bend ends of lock
straps against the bolt heads,
12 Place governor valve on valve shaft, insert the
assembly into the body and through governor weights.
Install valve shaft retaining snap ring.
Output Shaft Bearing and Extension Housing
I Install a snap ring in the innermost groove on
-the output .haft. Install bearing on the shaft with its
outer race ring groove toward the front Fig. 34.
Press or tap bearing tight against front snap ring,
then insl.al I rear snap ring.
121 Carefully uowind and slide yoke seal front stop
ring into place on the shaft, Install seal with seal lips
toward rear, then install rear stop ring on tbe shaft.
3 Place a new extension housing gasket on the
transmission case. Position output shaft bearing re
taining snap ring in the extension housing. Spread
snap ring as far as possible Fig. 33, then carefully
tap extension housing into place. Meks sure snap ring
is fully seated in the bearing grove.
14 Install gasket, plate and two screws on bottom
of extension housing mounting pad.
Install and tighten extension housing bolts to 24
root-pounds.
IMPORTANT: Measure drive train end play as de
scribed on Pegs 49. Correct if necessary.
Imperial Models: Shde transmission yoke on the
output shalt. Install retaining bolt and tighten to 100
foot- 1ijunds,
Vatve Body Assembly and Accun,ulator
21-61
Place valve body in its approximate position in the
case, conoect parking lock rod to the manual lever
and secure with the F-clip. Align valve body in the
case, install retaioing bolts finger tight.
5 With neutral starting switch installed, place
manual valve in the neutral position. Shift valve body
if necessary to center the neutral finger over the neu
tral switch plunger. Snug bolts down evenly, then
tighten to 100 inch-pounds.
0 Install gearshift lever and tighteo clamp bolt.
Check lever shaft for binding in the case by moving
lever through all detent positions. if binding exists,
loosen valve body bolts and re-align.
7 Make sure throttle shaft seal is in place, then
install flat washer, lever and tighten the clamp bolt.
Connect throttle and gearshift linkage and adjust as
reQuired.
8 Adjust the kickdown, and low-reverse bands as
described on Page 38.
91 Install oil pan, using a new gasket. Add trails
mission fluid to bring it up to proper level, Refer to
Page 32
TRANSMISSION AND CONVERTER
INSTALLATION
The transmission and converter nest be Installed
as an assembly; otherwise, the converter drive plate,
pump bushIng and oil
5..’
will be damaged. The
drive plate will ict support a load; therefore. tone of
the weight of the transmission should be allowed to
rest on the plate during installation.
I Rotate pump rotors with Tool C-3881 until the
two small holes in handle of Tool are vertical Fig. 24.
2 Carefully slide converter assembly over the ‘In
put shalt and reaction shaft. Make sure converter im
peller shaft slots are also vertical and fully engage the
Piston
l Clean mating surfaces and inspect for burrs on
both the transmission case and valve body steel plate.
2 Install accumulator piston in transmission case
and place piston spring on the accumulator piston.
3 Insert parking lock rod through opening in rear
of case with knob positioned against the reaction
plug and sprag. Move front end of rod toward cen
ter of transmission while exerting rearward pressure
on rod to force it past the sprag rotate output shaft
if necessary.
11 Place valve body maoual lever in LOW position.
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AUG NMENT
HOLES
VRTICAL
61locA
Fig. 84-Aligning Pump Rotors
21-68 TRANSMISSION-TORQUEFLITZ
Fig.
85-Measuring
Convener for Full Engogemejn
Ba Transmission
front pump inner rotor rugs.
Inspect for full engagement by placing a straight
edge on race of the case Fig. 35. The surface of
converter front cover lug should be at least ½ inch to
rear of straightedge when converter is pushed all way
into the transmission,
3 Attach a small "C" clamp to edge of converter
housing to hold converter in place during fransntLs
ston installation.
4 Inspect converter drive plate for distortion or
cracks and replace if necessary.
5 Coat converter hub hole in crankshaft with
wheel bearing lubricant. Place transmission and con
verter assembly On a service jack and position assem
bly under vehicle for Installation. Raise or tilt as
necessary until transmission is aligned with the
engine.
6 Rotate converter so mark on converter made
during rertioval will align with mark on drive plate.
The offset holes in plate are located next to the ½
inch hole in tho inner circle of the plate. A stamped V
mark identifies offset hole in the converter front cov
er Fig. 88, Carefully work transmission forward over
enne block dowels with converter hub entering the
crankshaft opening.
7 After transmission is in position, install con
verter housing bolts and tighten 25 to 30 foot-pounds,
8 Install two lower drive plate to converter bolts
and tighten to 270 inch pounds,
0 Install starting motor and connect battery
ground cable.
10 Rotate engine with Remote Control Switch and
install the other two drive plate to converter bolts.
Tighten bolts to 270 inch-pounds.
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11 Install crosamember and tighten attaching
Fig. 8-Convener and Drive Plot. Markings
bolts securely. Lower transmission so extension hous.
lug Is aligned and rests on rear mount, Install bolts
and tighten to 35 foot pounds.
12 Install gearshift torque shaft and connect
gear-shift rod to the transmission lever.
Console Shift: Align gearshift torque shaft lower
bracket th the extension housing. Install the two
retaining bolts and tighten securely, Connect gearshift rod to the transmission lever.
US Clean and relubricate front universal joint
sliding yoke spllnes as outlined in Group "0",
Carefully guide shding yoke into extension housing
and on the output shaft splinos. Then connect Propel
ler shaft to the rear axle pinion shaft yoke.
Imperial Model,; Slide transmission yoke on the
output shaft, Install retaining bolt and tighten to ba
foot-pounds,
Connect front universal joint to the transmission
yoke. Install cross and rollers bushing clamps and re
taining bolts, Tighten bolts to 170 inch-pounds.
14 Connect oil cooler lines to the transmission
Install the oil filler tube. Connect the speedometer
cable15 Connect throttle rod to hellerank at left side of
transmission bell housing.
10 Connect wire to the, neutral starting switch,
17 Install cover plate in front of the converter
assembly.
18 Refill transmission with Automatic Thansmis
sion Fluid, AQ-ATF Suffix "A".
To completely adjust thrat+l. linkage, g.arshift
linkage and neutral starting switch. refer to Pages
36, 37 arid 38.
SPECIFICATIONS
21-69
SPECIFICATIONS
ENGINE DISPLACEMENT CU. IN.
383, 440
Trans. Models
A-745
3 Speed
Lubricant
Capacity
Type
2.55
1.49
1.00
Gear Type
Gear Ratio
First
Second
Third
Fourth
Reverse
Downspeed Speed Limits
4th to 3rd
3rd to 2nd
2nd to 1st
TRANSMISSION MODEL
TYPE
TORQUE CONVERTER
Diameter
OIL CAPACITY-TRANSMISSION
AND TORQUE CONVERTER
COOLING METHOD
LUBRICATION
CLUTCHES
Number of Front Clutch Plates
Number of Front Clutch Discs
Number of Rear Clutch Plates
Number of Rear Clutch Discs
GEAR RATIOS
1-Low
2-Second
D-Drive
R-Reverse
N-Neutral
PUMP
Type
End Clearance Rotor
DRIVE TRAIN END PLAY
CLUTCH PLATE CLEARANCE
Front Clutch
Rear Clutch
38