Fmx auTOmaAar;ric TRANSMISSION DIAGNOSIS AND SERVICE Official Licensed RD ors and oa ice Divisio plications Department Product License #84356800Copyright © 2021, Forel Publishing Company, LLC, Woodbridge, Virginia All Rights Reserved. No part of this book may be used or reproduced in any manner whatsoever without written permission of Forel Publishing Company, LLC. For information write to Forel Publishing Company, LLC, 3999 Peregrine Ridge Ct, Woodbridge, VA 22192 Ford FMX Automatic Transmission Diagnosis, Service, and Training Manual EAN: 978-1-60371-291-0 ISBN: 1-60371-291-7 Forel Publishing Company, LLC 3999 Peregrine Ridge Ct. Woodbridge, VA 22192 Email address: sales@Fore!Publishing.com Website: https://www ForelPublishing.com > Official Licensed Product Ucense PaaSS6R00 This publication contains material that is reproduced and distributed under a license from Ford Motor Company. No further reproduction or distributicn of the Ford Motor Company material is allowed without the express written permission of Ford Motor Company. Note from the Publisher This product was created from the original Ford Motor Company’s publication. Every effort has been made to use the original scanned images, however, due to the condition of the material; some pages have been modified to remove imperfections. Disclaimer every effort was made to ensure the accuracy of this book, no representations or warranties of any kind are made conceming the accuracy, completeness or suitability of the information, either expressed or implied. As a result, the information contained within this book should be used as general information only. The author and Forel Publishing Company, LLC shall have neither liability nor responsibility to any person or entity with respect to any loss or damage caused, or alleged to be caused, directly or indirectly by the information contained in this book. Further, the publisher and author are not engaged in rendering legal or other professional services. If legal, mechanical, electrical, or other expert assistance is required, the services of a competent professional should be sought,FMX AUTOMATIC TRANSMISSION DIAGNOSIS AND SERVICEIMPORTANT SAFETY NOTICE Appropriate service methods and proper repair procedures are essential for the safe, reliable operation of all motor vehicles as well as the personal safety of the individual doing the work. ‘This manual provides general directions for accomplishing service and repair work with tested, effective techniques. Following them will help assure reliability There are numerous variations in procedures, techniques. tools, and parts for servicing vehicles. as well as in the ski Of the individual doing the work, This manual cannot possibly anticipate all such variations and provide advice or cautions as to each. Accordingly, anyone who departs from the instructions provided in this manual must first establish that he compromises neither his personal safety nor the vehicle integrity by his choice of methods, tools or parts. AAs vou read through the procedures, you will come across NOTES. CAUTIONS, and WARNINGS. Each one is there for a specific purpose. NOTES give you added information that will help you to complete a particular procedure CAUTIONS are given to prevent you from making an error that could damage the vehicle. WARNINGS remind you to be especially careful in those areas where carelessness. can cause personal injury The following list contains some general WARNINGS that you should follow when you work on a vehicle Always wear safety glasses for eye protection Use safety stands whenever a procedure requires you to be under the vehicle ‘Be sure that the ignition switch is always in the OFF position, unless otherwise required by the procedure Set the parking brake when working on the vehicte. If yous have an automatic transmission, set it in PARK. Operate the engine only ina well-ventilated area to avoid the danger of carbon monoxide Keep yourself and your clothing away from nevi pars, when the éigine is running, especially the fan and belts. ‘To prevent serious burns, avoid contact with hot metal parts Sich as the radiator. exhaust manifold, tail pipe, eata- lytic converter and mufiter Do not smoke while working on the vehicle. ‘To avoid injuries, always remove rings, watches, loose hanging jewelry, and loose clothing before beginning to work ona vehicle NOTE: The recmmendations and suggestions contained in this publication are made to assist the dealer in improving his dealership parts and/or service department operations, These recommendations and suggestions do not supersede ot ‘override the provisions of the Warranty and Policy Manual and in any cases where there may be a conflict, the provi- tione of the Warranty and Palicy Manval shall govern ‘The descriptions, testing procedures, and specifications in this handbook were in effect atthe time the handbook was approved for printing. Ford Motor Company reserves the right to discontinue models at any time, or change specifica. tions, design or testing procedures without notice and without incurring obligation.TABLE OF CONTENTS INTRODUCTION Page No. AIM OF COURSE . ‘TRANSMISSION ID) DESCRIPTION ...... ee MAIN TRANSMISSION COMPONENTS AND FUNCTIONS ‘TORQUE CONVERTER COMPONENTS AND. FUNCTIONS TORQUE CONVERTER OPERATION ‘ PLANETARY GEARING SYSTEM. HYDRAULIC CONTROL SYSTEM . VALVE BODY OPERATION GOVERNOR OPERATION . DIAGNOSIS GHEGKSHEET «cs saswanssnezscnevees FLUID LEVEL AND APPEARANCE ROAD TEST 3 cs assinnes CLUTCH AND RAND APPLICATION CHARTS IN SHOP TESTS AND ADJUSTMENTS LINKAGE ADJUSTMENTS .... VACUUM SUPPLY TEST CONTROL PRESSURE TESTS . GOVERNOR CHECK STALLTEST ..... FLUIDLEAKAGE ........ COOLER FLOW CHECK . AIR PRESSURE CHECK . TORQUE CONVERTER NOISE AND VIBRATION CONVERTER SPECIAL TOOLS CONVERTER DIAGNOSIS . CONVERTER LEAK TEST CONVERTER INSPECTION AND CLEANING COOLER FLUSHING PROCEDURES DISASSEMBLY AND REASSEMBLY PROCEDURES ‘TRANSMISSION REMOVAL . = DISASSEMBLY OF CASE ........ TRANSMISSION END PLAY CHECK DISASSEMBLY OF COMPONENTS EXTENSION HOUSING ........ FRONTSERVO REARSERVO - CONTROL VALVE BODY . PRESSURE REGULATOR... DOWNSHIFT AND MANUAL LINKAGE FRONT PUMP ... REAR CLUTCH . FRONT CLUTCH PLANET CARRIE] zi PRIMARY SUN GEAR SHAFT OUTPUT SHAFT . i GOVERNOR REASSEMBLY OF CASE ..... TRANSMISSION REINSTALLATION SPECIAL SERVICE TOOLS SPECIFICATIONS ............. ANSWERS'TO SELF-CHECK QUESTIONS CLP TEST .... 19-20 20 syeeae BL 21-22-23, 23 24 24 ere 26-27 27 28 28 30-31-32 7)INTRODUCTION AIM OF COURSE. ‘This course has been prepared to consolidate into a single handy reference book, the details of the Ford FMX three speed automatic transmission in the areas of: © Diagnosing © Testing © Servicing ‘The FMX has been around for many years and is currently being used in full size 1979-80 Ford and Mercury cars, EX- perienced transmission technicians could probably write a book based upon their own knowledge and experiences, However, this course is written so the technician with litle ‘or no knowledge of automatic transmissions ean learn the FMX operations by reading the following sections and studying the diagrams. If possible, the new technician should conduct a tear-down and rebuild of an actual unit, while following the steps provided in this booklet ‘Tho automatic transmission used in the modern automo. bile is a complex mechanism which dependably transmits {driving power trom the engine to the rear axle with a mini mum of attention, It reacts to various external messages and demands from the driver, the engine, the load being, moved and vehicle speed. In response 10 these extemal messages and demands, the valve body directs the flow of hydraulic oil to the proper internal clutches and bands 10. select the correct speed range (Fig. 1). As with any complex mechanism, careful and complete di- agnosis of reported malfunctions is of utmost importance {0 ensure satisfactory repair in the minimum amount of time. A few extra minutes of diagnosis, testing, setting of ‘engine adjustments and road test can save hours of unnec- essary repair time, reduce customer inconvenience and maintain customer goodwill toward both the dealership and the Ford Motor Company. Suggestions on what to look for and how to diagnose re- ported malfunctions in a Ford FMX automatic transmis sion are included with the intent of making it easier for the technician to diagnose and repair the cause of a reported malfunction, Programmed into the course is a series of self-check ques- tions covering various important points. They are designed to allow a self-evaluation of your understanding and com- prehension of the subjects presented, and they are strategi- cally grouped to allow review of the subject just con- cluded, The answers are located inside the rear cover of this course booklet, and include a brief statement on why the answer given is the correct one. In this way the student ‘gets reinforcement when the question has been answered correctly, or guidance when the answer is wrong. eran) Cosa DRIVER'S DEMANDS. Gocco Pree AUTOMATIC SELECTION ancy Enrol Bypariay Eat) Poca Sai Laz FP9-001 ‘ig. 1 = Influences on A TyINTRODUCTION TRANSMISSION IDENTIFICATION All vehicles are equipped with a Vehicle Certification La bel, affixed to the left (driver's) side door lock post. Refer MFD. BY FORD MOTOR CO, INUS.A. DATE: 8/79 GVWR 6538, GAWR. FRONT 3222, REAR 3375 TRANSMISSION cope to the stamped code in the space marked “Trans.” and to Fig. 2 below for proper transmission identification, TRANSMISSION TYPE THIS VEHICLE CONFORMS TO ALL APPLICABLE FEDERAL MOTOR -AUTOMATIC (JATCO) VEHICLE SAFETY STANDARDS IN EFFECT ON THE DATE OF MANU AUTOMATIC (C6) FACTURE SHOWN ABOVE -AUTOMATIC (C3) Foo12/Ro16s 100001 PASSENGER -AUTOMATIC (C4) errno. | __rvee T couoe | Taw | TRaNs. [ARUr [ oso Gera) bo) Ce) “AUTOMATIC (FMX) AUTOMATIC (AQT) Dan6y Fig. 2- Typical Vehicle Certification Label — Transmission Identification IDENTIFICATION TAG The identification tag (Fig. 3) on the FMX transmission is. attached under the lower right hand extension-to-case bot. ‘The tag includes the model prefix and suffix, build date ccode and serial number. ‘The first line on the tag shows the transmission model prefix and suffix. A number appearing after the suffix (Fig. 3) indicates that the internal parts in tho trancmiscion have boon changed aftor initial production startup. For example, a PHB-BA model transmission that has been changed internally would read PHB-DA\., Both transmissions are basically the same, but some service parts in the PHB-BAL transmission are slightly different than the PHR-RA transmission. Therefore, it fe important ‘that the codes on the transmission identification tag be ‘checked when ordering parts or making Inguisies about the transmission. ‘The tag must be kept with the individual transmission it was originally installed on. If the tag was removed during disassembly, reinstall it on the same unit 2642-10) Fig. 3- Identification Tag, 2 DESCRIPTION The FMX is a fully automatic three-speed transmission, capable of providing automatic upshifts and downshifts through the three forward gear ratios. The transmission is alio capable of providing manual selection of first and sec ond gears. It consists essentially of a torque converter. a compound planetary gear train controlled by two bands, two dize clutchas, « one way clutch, and a hydraulic con trol system: “R” Reverse, “N’” Neutral, 2"" Second Gear Manual, anit a Fig. 4 Automatic Transmission Selector In the normal driving range (D), the car starts in low gear, with automatic upshifts to second and high as road speed creases, With the throttle closed, the transmission down- shifts from high to low at about 10 mph. In Second Gear Manual (2), the car is in second gear and there 1s no upshutt or downshitt Manual Low (1) range is designed primarily for engine braking. Starting in this position, the caris in low gear and there is no upshift. If the transmission is in high gear in D and the driver moves the selector lever to 1, a downshift 10 second occurs, and the transmission stays in second down, to about 25 mph. Then it downshifts to law Fig. 5 shows the location of the converter, front pump, clutches, bands, gear train and most of the internal parts, used in the FMX transmission,INTRODUCTION MAIN TRANSMISSION COMPONENTS AND FUNCTIONS Please refer to the key numbers on Figure 5 to identify the transmission main components as follows © TORQUE CONVERTER — Couples the engine to the wansnission planetary gear tran; also provides torque multiplication (equivalent to adaltional gear @ OI PUMP — Provides a constant supply of oil under pressure to operate, lubricate and cool the transmission, @ INPUT SHAFT — Provides deive from the torque converter int the planetary gear train © RAR CIUTCH — Sometimes called the “dirt clutch, it couples the input shaft to the planetary unit sun gear in reverse and high gears FRONT CLUTCH — Couples the input shaft to the front planetary unit ring gear in all three forward gears: first (low), second (intermediate) and high (di rect drive), COMPOUND PLANETARY GEAR SET — Provides three forward speeds, plus reverse, depending on, clutch and band application. REAR BAND — Holds the reverse (rear) planet car~ rier stationary in reverse gear and in selector range 1 (mnanual low) ONE-WAY CLUTCH — Holds the reverse (rear) planet carrier stationary in first gear in D (drive) © REAR SUPPORT-OIL DISTRIBUTOR AND PARK- ING GEAR — Provides oll low passages to and from the governor Als, when engaged with a alionary parking pawl n pak position, holds the uansmission Sarpul iat fom taming @ GOVERNOR — Sends a pressure “road speed” sig- nal to the hydraulic system for upshift and downshift control © ourpur sHAer— transmis power from the plane- tay gear sett the driveshaft ear axle and eat drv- Has wea Also holds year wheels fom traing wen parking gear is engaged with parking pawl in Park se- ectur position © VacUUM DIAPHRAGM — Provides an engine load (ianifold vacuum) signal tothe hydraulic system to control shifting and pressure for clutches and band @® CONTROL VALVE BODY — Directs fluid under pressure to torque converter, band servo, clutches and ‘governor to control transmission operation @ FRONT BAND — Holds planetary unit sun gear sta- tionary in second (intermediate) gear. It is operated by the band servo (Figure 1), AAll of these functions and operating componente will be described in detail in the pages following. Refer back to Figure 5 as you study the book to place each of the compo range jens nto this bret overview ONE-WAY @ Front PUMP © MEN g seaa eo FRONT BAND a Reh @ ourbursuarr © covernon 5 is SES @ puaverany ceanser ToRQUE CONVERTER © ieur rundine) SHAFT FP0-001 Fig. 5 - MX Transmission — TypicalINTRODUCTION TORQUE CONVERTER cover I ASHES ees WASHER 1701-006-7 Fig. 6 - Torque Converter Components COMPONENTS OF THE TORQUE CONVERTER ‘The main components of the converter are: © Converter Cover — encloses the converter atthe enjitié end (front) It ie driven through drive stude at the engine speed. © Impeller — welded to the cover, it encloses the eori- verter atthe rear and drives the hydraulic oil Maid pump ith its support hub. It is the driving member of the converter. Vanes inside its shell set fluid into motion when it rotates. © Turbine — the driven member of the converter. It is set in rotation by fluid from the impeller vanes. The trans- mission input shaft is splined to and driven by the turbine, © Stator — the stationary set of vanes in the converter; tured ta cause spead reduction or torque multipliention © Thrust Washers — allow the members to turn against (one another. FUNCTIONS OF THE TORQUE CONVERTER ‘The converter has four functions: 1, Automatic clutch or coupling. It provides @ omooth transfer of engine torque to the transmission gear train. 2. Engine flywheel. It is attached to a thin flex plate be- Wind Ure Crankstuaft sates dha a heavy My wheel, 3. Torque multiplier. When accelerating, it provides addi- tional “‘reduction” to match the engine output torque to the torque needed at the rear axle. 4. Shock absorber. It absorbs the shock of elutch and band ‘engagement to smooth shifting. HyoRAULIc —sraron PUMP SUPPORT wee — HOUSING ‘CONVERTER COVER ~ 1701-006-6 ig. 7 Torque Converter Cutaway Description of Converter Itis a welded assembly mounted behind the engine with flex-plate drive studs and a hub that pilots in the end of the crankshaft The rear hub of the impeller is supported on the “stator support,” which is the fivnt punip bushing of the hydraulic pump assembly. This hub drives the pump whenever the ‘engine 1s running. (Quiput inom the torque converter is through the transmis- sion input shaft. The input shaft will turn from about one- hhalf engine speed to nearly full engine speed, depending ‘on the torque demand of the car. ‘There is no mechanical connection between the impeller and the turbine, which is splined to the transmission input shaft. The converter acts as an automatic clutch with the engine driving the impeller mechanically, the impeller driving the turbine hydraulically and the turbine driving the gear train mechanically There ic no neutral or disen- ‘gaged clutch position in the converter. The only neutral is inthe gear ain RETURN FLOW ‘TURBINE VANES. OPPOSES IMPELLER ‘Tube SHAFT REVERSE FLOW IMPELLER, DRIVING THE TURBINE 8- Torque Converter Fluid FlowINTRODUCTION TORQUE CONVERTER OPERATION IMPELLER PUMPS FLUID ‘The purpose of the impeller is the same as any pump — to put the Had In motion. Inside the mpeller Rousing (Fi. 8), many curved vanes, along with an inner ring, form passages for the fluid to flow through. The rotating im- peller acts very much like a centrifugal pump. Fluid is sup- plied by the hydraulic control system, and flows into the passages between the vanes. When the impeller tas, the vanes accelerate the fluid and centrifugal force pushes the fluid outward so that iti discharged from openings around the inner ring. The curvature of the impeller vanes directs the fluid toward the turbine, and in the same direction as impeller rotation FORCE ON TURDINE ‘The vanes in the turbine are curved apposite to the im- peller, and the impact of the moving fluid on the turbine vanes (Fig. 8) exerts a force that tends to turn the turbine in the same direction as impeller rotation. When this force creates a great enough torque on the transmission input (turbine output) shaft to overcome the resistance to. mo= tion, the turbine begins to rotate. Now the impeller and turbine are acting as a simple fluid coupling. but we have no torque multiplication yet. To get torque multiplication, we must return the fluid from the turbine to the impeller and accelerate the fluid again to in- crease its force on the turbine. REVERSING THE FLOW ‘To get maximum force on the turbine vanes when the moy= Ing uid swikes diem, ue vanes are curved w severse the direction of flow (Fig. 8). Less force would be obtained if the turbine deflected the fluid instead of reversing it. At any stall condition, that is, with the transmission in gear and the engine operating, but the turbine standing still, the uid ie reversed by the turbine vanes and pointed back to the impeller. You can see, that without the stator, any mo- mentum left in the Quid after it leaves the turbine would resist the rotation of the impeller, STATOR EVEHSES FLOW (ONE-WAY CLUTCH LOCKED UP ROTATION FORCE ‘ON STATOR TORQUE MULTIPLICATION FP0-003 Fig. 9- Operation of Stator STATOR AND ONE-WAY CLUTCH ‘The stator reverses the fluid again (Fig. 9) and returns it to ‘the impeller in the direction of impelier rotation. A one- way clutch prevents the force of this fluid from turning the stator opposite the impeller and turbine. As the fluid flows from the stator to the impeller, the im- peller has another opportunity to accelerate the same fhui and it does so. The fluid leaves the impeller with perhaps twice the energy it had the first time, and exerts a greater force on the turbine. VORTEX FLOW We call the flow of fluid through the impeller, to the tur- bine, W die stor, and back Uirough the impeller, the vor- tex flow. At high impeller speed and low turbine speed, the vortex flow velocity is the sum of the impeller produced velocity, plus the velocity of the fluid returning from the turbine and stator. It is vortex flow that gives us torque multiplication, TORQUE MULTIPLICATION By tomue multiplication, we mean that there is more torque on the turbine shaft than the engine is putting out — because the voulca fluid is acceleraed more than once ‘Torque multiplication is obtained at the sacrifice of turbine rotation. Actually, it's no different from mechanical ad- vantage which you get from gearing down, You gain ‘Torque ctiplication takes place anytime the turbine is turning at less than 9/10 impeller speed. At full stall. the FMX converter produces a 2.1 to 1 torque multiplication. As the turbine speed increases in relation to the impeller, torque multiplication decreases. ROTARY FLOW Vortex flow is not the only fluid force trying to turn the turbine, The vortex flow leaving the impeller is not only flowing out of the impeller at high speed, but it is also ro- lating faster than the turbine. As this rotating fluid strikes the slower turning or stationary turbine. it exerts a turning force against the turbine. This is referred to as the rotary ow: COUPLING PHASE When the coupling phase is 1 wched that ic, when the turbine speed is about 9/10 impeller speed — there is no Jonger any wique muliplication. The converter then Is simply transmitting engine torque to the gear train. As the turbine begins to rotate and steadily picks up speed. the vortex flow steauly loses speed because of the increas” ing centrifugal force acting against the flow through the turbine. The rotating impeller produced a centrifugal force in the fluid which caused it to flow from the center out- ward. The same centrifugal force is acting in the rotating turbine, trying to prevent the fluid from flowing inward As the vortex flow slows down, torque multiplication is reduced, 5INTRODUCTION TORQUE CONVERTER OPERATION SELF CHECK QUESTIONS 1. Which element of the torque converter produces torque multiplication? A. Impeller B. Turbine C Stator 2. The torque converter will provide torque multipli- cation at all engine speeds. A. Tue B. False 9 UNITS TURN TOGETHER A FLUID STRIKES BACK A P)\ OF STATOR BLADES ONE-WAY CLUTCH UNLOCKED FLOW DIRECTION ‘CHANGES COUPLING PHASE 20-004 Fig. 10- Operation of One-Way Clutch ONE-WAY CLUTCH UNLOCKS AAs the turbine catches up with the impeller, the angle at which the fluid leaves the turbine is constantly changing (Fig. 10), due to the centrifugal force and to the turbine absorbing more of the energy of the moving fluid. In the ‘coupling phase, the fluid leaving the turbine strikes the backs of the stator vanes. The one-way clutch unlocks then and the impeller, turbine and stator turn together. AUTOMATICALLY ADJUSTS TORQUE Let's discuss some aspects of the converter that we may hhave missed. Since vortex flow speed is governed by the difference between impeller and turbine speed, the torque converter automatically adjusts converter output to drive shaft torque requirements, ‘When the drive shaft torque requirements become greater than the engine output torque. the turhine slows dewn and causes an increase in vortex flow velocity and thereby, an inerease in torque multiplication. This automatic adjust- ‘ment between torque input and output permits the con- verter (0 absorb the shock of sudden ratio changes (gear shifts) in the planetary gearset, especially at the lower road speeds ewe are driving a FMZX Automatic and cruising at 20 mpn im high gear, then suddenly depress the accelerator pedal 10 Jess than a full-throttle downshift position, we hear the en- gine speed increase rapidly, while the road speed will in- crease somewhat slower, In this case, it is not entirely ac- curate to say that the converter is slipping. (There is, of course, some slippage in the converter at all times.) It is ‘more accurate, in this Instance, to say that the torque con- verter has automatically adjusted itself to produce a greater cengine torque multiplication to increase drive shaft speed. ‘Torque maltiplication can occur i the converter only when the turbine rotates at less than 9/10 impeller speed. Whe® the converter is in multiplication, the recirculating vortex flow causes heat to he generated. To keep the fluid from overheating, a constant flow of fluid into and out of, the converter is maintained. The fluid coming out of the converter is foreed through a cooler located in the ri tank PLANETARY GEAR SYSTEM The FMX transmission gear train consists of a compound. planctary (Ravingneaux) gear sct, two friction clutches, two friction bands, and a one-way clutch. The gear ratios, (three forward and one reverse) are obtained by holding and driving the clutches and bands in varying combina- tions. The holding and driving is accomplished by the use of hydraulic pressure PLANETARY GEAR PRINCIPLES ‘The FMX planctary gear set consists of a ring gear, two sun gears (forward and reverse) two sets of planet pinions G long and 3 short) held in a planet carrier, The pinions are positioned in the planet carrier by pinion shafts. A pin- jon may rotate on its own axle or walk around a sun gear. ‘The long and short pinions are in constant mesh with each other. The short pinions are in mesh with the forward sun gear. The Iong pinions are in mesh with the reverse sun 6 inions drive the ring gear ‘gear and the ring gear. The long and subsequently the output shaft. There are three differ- cent gear combinations used in the FMX transmission, re- duction, direct drive, and reverse. (Fig. 11) ano nev ‘SHELL AND REVERSE RING GEAR FP0-005INTRODUCTION PLANETARY GEAR SYSTEM (Cont'd) REDUCTION — FIRST GEAR Gear reduction may be obtained in several ways. One ‘means of obtaining gear reduction is to hold the planet car- rier stationary while driving the forward sun gear elock- wise. The clockwise rotation of the forward sun gears drives the short planet pinions counter-clockwise and the long planet pinions clockwise, With the planet carrier held stationary by the one-way clutch in "Drive" position or by the low and reverse band in manual “Low:* the long planet pinions will turn on their axis, thus driving the ring, ‘gear clockwise, (although not as fast as the forward sun gear), The input torque is increased or multiplied since output speed 1s less than input. This is first gear in the FMX transmission. (Fig. 12) FRONT SIDE VIEW FRONT VIEW P0008 SELF CHECK QUESTIONS 3. In order to get torque increase (gear reduction) from a planetary gear set, two members at the gear set must be locked together. A. True B. False 4. In the FMX transmission the one way clutch drives the pinion carrier in Manual Low A. Tue B. False DIRECT DRIVE Direct drive is accomplished by applying both front and rear clutches, locking two members of the gear set. The forward sun gear is driven by the front clutch and the re- verse sun gear is driven by the rear clutch. Thus the entire gear set is locked up, and the ring gear (output shaft) and the forward sun gear will rotate atthe same speed. (Fig. 14) LooKes Toseriien (iN EFFECT) Fig. 12- Planet Gear Rotation in First Gear REDUCTION — SECOND GEAR Gear reduction can also be obtained by holding the reverse sin gear stationary hy the front hand while the front elite is driving the forward sun gear clockwise, The clockwise rotation of the forward sun gear drives the short planet pin- ions counterclockwise and the long planet pinions clock- ‘wise. The holding of the reverse sun gear stationary forces the long planet pinions to walk clockwise around the re- verse sun gear while driving the ring gear. The output speed of the ring gear is less than the input of the forward sun gear and therefore, gear reduction has occurred. This is the second gear in the FMX Transmission. (Fig. 13) FRONT VIEW SIDE VIEW FC 14 - Planet Gear Rotation REVERSE Reverse is accomplished by applying the rear band and the rear clutch. The planet carrier is held by the rear band while the rear clutch is driving the reverse sun gear clock- wise. By holding the planet carrer stationary the long planet pinions are driven by the reverse sun gear. The long planet pinions reverse the power flow and drive the ring ‘ear counterclockwise. (Fig. 15) iveet Drive an oO 0 ORS = oO, 0. ee SIDE VIEW rorWano FRONT VIEW ‘SIDE VIEW DRIVEN FRONT VIEW SUN GEAR FP0-007 REVERSE FPO-009 Fig. 13- Planet Gear Rotation in Second Gear Fig. 15 - Planet Gear Rotation in ReverseINTRODUCTION HYDRAULIC CONTRCL SYSTEM ‘The hydraulic control system in the FMX transmission consists of four primary components. 1. Pump 2, Cumuvl Valve Body 3. Governor, 4. Pressure Regulator THE OIL PUMP: The transmission has an internal gear pump (Figure 16) which is driven by the flats on the converter impeller hub. ‘The pump operates, then, whenever the engine is operat ing to supply fuid to the rest of the system. {As the pump drive gear ts uriven by the impelier, It causes the internal driven gear to rotate also. Where the gears sep- arate from mesh, a vacuum is created, and here is where FLUID CHAMBERS ‘AL the point of greatest separation, the gears are closely fitted to a crescent in the pump housing. The crescent and the space between the gear teeth form chambers in which the fluid is trapped as the gears turn past the inlet. Beyond the crescent, the gears begin to come together again. Since ive crescem seals due Nuid frum gewing back wo Ue inlet, 1. now must be squeezed out the outlet port and into the system, POSITIVE DISPLACEMENT ‘A pump that has the outlet sealed from the inlet like this is called « positive-displacement or positive-delivery pump. ‘This means that as long as the pump is turning and fluid is supplied w the tnier, the pump wit! deliver ula — te vole ume being in proportion to the drive speed. The pump is ‘designed to deliver more fluid than the transmission needs, tue lorate the pump inlet Atmacpheric pressime in the and excess pwimp delivery is recigralated to sump hy the sump forces fluid into the inlet through the sump screen. pressure regulator valve CRESCENT DRIVE GEAR VACUUM ATMOSPHERIC PRESSURE SUMP [2 INLET (SUCTION) (OIL PAN) MH pressure DRIVEN GEAR FLUID SQUEEZED OUT O1L SUMP. SCREEN OUTLET FPO-010 Fig. 16. 0 Pump Schematic ANOTE ABOUT “FLUID” The oil or fluid used in all automatic transmissions is spe- cial, Automatic transmission fluid is composed of mineral oil and additives. In the transmission, it is used as a com- bination power-transmission medium, hydraulic control fluid, heat transfer medium, bearing-surface lubricant, and ‘gear lubricant, To meet the above requirements, the fluid must pass more than 25 special tests. In all cases, the man- tufacturer’s recommendations should be followed when servicing the transmission fluid. The oil dipstick is stamped with the type fluid required for the transmissionINTRODUCTION HYDRAULIC CONTROL SYSTEM (Cont'd) (All components in the at rest position) Forwaro t CLUTCH evese-mion | NTERNEDINTE stmvO A wom, pevense wen ‘SERVO PLY = rar 73 3HFT VV AND THROTTLE || -y wae samba a AS maron Mae 1 ox [=I ce ben sc ere B00" p= neansimon| || MaDuLATOR 1 use | peat —. f OW SERVO | covenwor ad . MANUAL | = SF all bast pam KICKDOWN | | vacuum! if ay Ne VALVE eget Ls convener 7 = comeusaron r \ : er cons, ressne aa eee — a conerer or mse mutate gy mae Se on sent 2% OL ‘REAR —___________—1 coouer tint ee 2407-2E Fig. 17 - Hydraulic Control SystemINTRODUCTION VALVE BODY OPERATION 1, Manual Valve The transmission manual control valve (Figure 17) is an on-off valve. Its function is to direct control pressure to certain systems to apply the holding members which are involved in starting out in each range, and alse tn furnich control pressure to the valves involved in automatic shift- ing in each range. ‘A mechanical linkage from the shift selector controls the ‘manual valve position. The valve is held or “detented"” in ‘each position by a detent lever and a spring-loaded plunger that falls inte the detent erniawves. 2. Vacuum Throttle Valve: Throttle pressure is produced from control pressure by the throttle valve. Throttle valve movement is controlled by a spring-loaded diaphragm unit. The spring side of the phragm is vented to the engine intake manifold, The uth side is vented to atmosphere through the transmission case. At manifold vacuum values (gauge readings) above approximately 15 inches, the spring force atthe diaphragm. is less than the differential pressure (vacuum and atmo- sphere) force. As manifold vacuum falls below 15 inches, spring force becomes greater than differential pressure force, and the spring exerts a fuive ayainst de throttle valve through the pushrod. The throttle valve admits con- trol pressure to flow into its valley and flow through it to its end face. The throttle valve will balance thrutte pres- sure force acting at the end of the valve, against diaphragm, spring force coming through the pushrod. Throtle pres- sure will, therefore, be proportionate to manifotd vacuum below abut 15 iuthies. Throttle pressure also works at the shift valves to oppose govemnor pressure in the timing of the 1-2 and 2-3 shifts Governor pressure is constant, as we shall see, at any given road speed; while throttle pressure at any given road speed is at the will of the driver. In this arrangement, the driver can cause the shift at any engine crankshaft speed (within design limits) that he desires. 3. Kickdown Valve ‘The kickdown valve allows for full-throttle forced down- shifts. These forced downshifts are caused hy the meve- ment of the kiekdown valve when the accelerator pedal is, pushed all the way to the floor through the downshift de- tent, Then, unrestricted control pressure will flow through the valley of the kickdown valve and be directed to the third passage from the end of the throttle reducing sleeve. This passage allows control pressure to enter into the sleeve and move the throttle reducing valve. This blocks off the reduced throttle pressure that has been acting on the 2-3 shift delay valve and on the 1-2 shift valve. Kickdown control pressure will replace this throttle pressure acting on the 2-3 shift delay valve and also on the 1-2 shift valve, ‘causing a shift from high-to-intermediate or high-to-low, ‘depending on road speed. 10 If the road speed is less than approximately 28 mph, or if the inhibitor valve is still open, the downshift will be from high-to-low. However, if the speed is over approximately 28 mph and the inhibitor valve is closed, the forced down- shift will be into intermediate. 4. Compensator Valve ‘The compensator valve is balanced between spring force and compensator pressure. The compensator valve is as- sembled under spring compression in its wide-open posi- tion, As soon as control pressure flow starts through the ‘compensator valve. it retums to act on a valve face ancl ‘oppose spring force. The compensator valve, therefore, regulates control pressure flowing through it’so that its force equals spring force. At this point, it is sufficient to say that compensator pressure is a predetermined pressure which works with the regulator valve to produce @ control pressure of 56 to 81 psi at curb idle with manifold vacuum above 15." 5. Transition Valve ‘The transition valve controls the flow of apply fluid to the front servo. In D range it blocks front-servo apply pressure until the governor shifts the 1-2 shift valve. In range 2 it Permits a direct flow from the manual valve to the apply side ofthe front servo. 6. Low Servo Modulator Valve Regulates rear servo pressure in manual low to provide a smooth 3-1 or 2-1 engagement at 30-40 MPH. 7, Low Servo Lockout Valve In D range the rear servo is never applied. The rear-servo lockout valve forces the low servo modulator valve up and this valve blocks servo apply pressure in the D range. 8. Inhibitor Valve ‘The inhibitor valve prevents a 2-1 downshift at excessive speeds. It is normally held open by a spring, but is shifted closed by governor pressure to prevent the downshift. It is opened by line pressure plus the spring in manual low to provide a high speed (30-40 MPH) 1-2 shift. 9. 4-2 Accumulator Valve ‘The 2-1 accumulator valve maintains a back pressure on the intermediate servo release to cushion 1-2 shift. 10. Throttle Boost Valve Up to 60 PSI throttle pressure the boost valve is inopera- tive. ‘Throttle pressure passes around and through it Above 60 PSI throttle pressure, the valve begins to regu- late. It opens a control pressure line into the throttle pres- sure passages. Throttle pressure is then balanced against the throttle boost valve springs. This action compensates for the lower rate of vacuum change above 50% throttle opening.INTRODUCTION VALVE BODY OPERATION (Cont'd) ‘11. 2-3 Shift Valve and Throttle Reducing Valve ‘The 2-3 shift valve controls the automatic 2-3 upshift and the 3-2 downshift. The throttle reducing valve reduces throttle pressure or boosted throttle pressure. It provides modulated throttle pressure to the shift valves to delay ‘upsmutts when the engine is under load. ‘SELF CHECK QUESTION: >. The function of the manual valve is to direct the Control pressure to the valves involved in auto- ‘matic shifting in each range. A. True B. False GOVERNOR OPERATION ‘The governor reacts tothe rotational speed of the transmis- sion output shaft as vehicle road speed increases or de- creares. Centrifugal force acting upon the governor weight forces the governor valve(s) outward in relation to output shaft speed. Governor pressure increases as the valve(s) moves outward in relation to road speed. Governor pres sure flows to the 1-2 and 2-3 shift valves, Automatic up- shifts occur when governor pressure hecomes high enough to overcome the combined force of spring tension and throttle prosaure which are acting to keop the shift valve stationary, Governor pressure also flows to the spring end of the com pensator valve and to the compensator cut-back valve. Governor pressure working at the spring end of the com- pensator valve adds its force to compensator spring force through action on the compensator short valve and in creases compensator pressure, and thereby reduces control pressure, Governor pressure at the cut-back valve has no effect on the compensator valve, until the governor pres- sure force is stronger than the control pressure force work ing in the valley of the cut-back valve. The road speed at which this balance of forces occurs depends on throttle opening, becauce control presoure, in part, depends on throttle opening. When the cut-back valve balances, no furmer ner force change occurs on the compensator valve and control pressure depends only on throttle pressure. Control pressure, during a full-throitle acceleration, be- gins to drop as soon as the car starts to move, and drops, sharply until car speed reaches approximately 35 mph. PRESSURE REGULATOR The pressure regulator is a two valve assembly which per- Tons (wv sepanae functions, 1, The Converter Pressure regulator valve acts to maintain and limit operating pressure in the torque converter by allowing controlled flow af excess Mivid to return to sump. 2. The control pressure regulator valve works with the compensator valve to limit control pressure to a prede- termined value. ‘SELF CHECK QUESTIONS 6 In order for a FMX Transmission to make an automatic upsbift, throttle pressure must over- come governor pressure A Ie B.Patse 7. Mechanic “AY says the pressure regulator Valve regulates control pressure. Mechanic ““B'’ says the Converter pressure regulator valve maintains ‘operating pressure in the Converter: ‘A. Mechanic “A” is right B. Mechanic “B* is right C. Both are right D. Neither are right 8. ‘The Compensator valve works with the pressure rogulator valve to maintain control pressure at a predetermined level A. True B. FalseDIAGNOSIS In this section, you'll see how to apply your knowledge of the FMX transmission operation to diagnosing troubles and correcting them by adjustments whenever possible Very often. the simple adiustments you'll make during this procedure will correct the complaint. Where the trouble fon’t fixed by adjustments, the diagnosir guides that are available will help you to locate it. BE SAFETY CONSCIOUS Diagnosis and testing procedures may be potentially haz~ ardous. Before beginning work review the “IMPORTANT SAFETY NOTICE" located on the inside front cover of this booklet and be guided thereby. VERIFY THE COMPLAINT It is essential in trouble-shooting any automatic transmis- sion to know the exact nature and symptoms of the condi- tion, This will help you avoid unnecessary tests. So be sure you know exactly what is bothering the customer before starting a diagnosis procerlire. If necessary, drive the vehi« cle to verify: 1. That a complaint does exist. 2. That the cause is with the transmission and not engine performance or emission control system. Fig, 18 - Diagnosis Check Sheet YR ‘SHOP MANUAL DIAGNOSIS PAGES ‘The Shop Manual, Part 17-01, contains a number of Diag nosis Charts. Locate the chart that is descriptive of the problem as venfied; then simply follow the “Correction Steps” column to diagnose it. One of the most important things to remember about diagnosis and adjustment is that there is a definite procedure to follow. Don’t try to short- cut it. The Shop Manual lists the steps in the order they should be taken (0 cover the likeliest causes of trouble frst, and to eliminate every possibility that doesn’t require ‘opening the transmission before you start taking things part ‘SPECIFICATION BOOKLETS Pressure, shift speed and stall tests require looking up specifications to determine if the transmission is working. right, Be sure you have a specification booklet for the car you are working on. DIAGNOSIS CHECK SHEET As an additional aid in diagnosis, you can use the Auto- ‘natie Transmission Diagnosis Check Sheet (Figure 18). This sheet can be initiated by the service advisor or techni- cian, and should be attached tothe R.O. after diagnosis. It ‘provides spaces to write down the necessary specifications and test results, 80 you'll have a record of them. Also, it will enable you to look over all the results at one time, rather than trying to carry them in your memory and analyze them as you go along. Here is how to use the Diagnosis Check Sheet most cfectively © Urnsity the repair order, and the transmission and engine from the vehicle code plate. You'll need this information to look up specifications, @ Reter to tho Shop Manval or the Diagnosis Whee Circle or mark the checks that are indicated for the verified compli. Look up and fill in any specifications that will be re- quired for the tests you'll be making. @ Perform the tests in appropriate order. Mark “OK” or NOT OK™ o1 dhe actual tot cyuipinent readings om @ Put an “X" in the check-off box to indicate thatthe test was performed. Where the transmission “fails” a test, perform the correc- NOTE: The Diagnosis Check Sheet does nut fave a fort ‘number. You may duplicate as many copies 2s you ‘wish locally, It is reproduced full size on the next page for duplication.AUTOMATIC DIAGNOSIS TRANSMISSIONS CHECK SHEET O H—STALL TEST Speciied Engine RPM Record Acta Range Engine RPM D RO, Trans x Engive Results Signo Crestrfow Remarks 1 1— GOVERNOR TEST cs) Cutback Speed (C3. C4. C6, JATCO) 10° Vacuum MPH 1 B— TRANSMISSION FLUID 0-2" Vacuum, MPH. 1. Level Pressure at MPH (FMX) 2. Condition a Be Oc eNGINE 20. Pst ladle 30. PSI coe OJ—LEAK TEST 0 D—EGR system CHECK THES! ox. OE—LINKAGE CONVERTER AREA Downshift DILPANGASKET eral FILLER TUBESEAL COOLERICONNECTIONS = S$ LEVER SHAFT SEALs ee dey PRESSURE PORT PLUGS EXTENSIONICASE GASKET “roe SHIGA EXTENSION SFAL/MUSHING Gree | ange | shit [Tend | Rese SPEEDOMETER ADAPT! ‘cunt | Spa SERVO.COVERS Minimum | D AIR VENT «above > Tal P D Color Talon: Grae vacuum | D ines Golden Br fm |e OK — YACUUM HOSE ROUTING Demand) ( L—BAND AND SERVO tne vert |B 1 Intermediate Rend Adj ‘wide open . 2. Reverse Band Adj. ‘Twotter |B 3. Polished, Glazed Band, Drum (CJ) M— DRIVESHAFT. U-JOINTS, ENGINE (Cl _ G—PRESSURE TEST Monitord Ps Vacuum | throwic | Range [Record ] Recon Inet ‘Actual | Spec Tae | Above 2 Engine RPM Cimed | ArRequived | 10 As Required) D. ‘AsRewuired | Below) | Wide Open Results, Fig, 19 - Use this page to copy the Diagnosis Check Sheet for local quantity duplication, MOUNTS (] P— VALVE BODY DIRTY, STICKING (1 Q— INTERNAL LINKAGE O R— VALVE BODY BOLT TORQUE CO S—AIR PRESSURE TEST 0 T— MECHANICAL PARTS 1 U—VERIFY PROBLEM Ol V— VALVE BODY MOUNTING FACES (O W— SPEEDO DRIVEN GEAR (] X— VACUUM TO DIAPHRAGM 1 Y—CHECK DIAPHRAGM FOR LEAKAGE REFER TO DIAGNOSIS WHEEL OR TO CAR DIAGNOSIS MANUAL FOR ACTION TO TAKE ON ANY “NOT OK” CONDITION. FPO BDIAGNOSIS FLUID LEVEL AND APPEARANCE ‘The automatic transmission is designed to operate with the cil level between the ADD and FULL mark on the dip- stick, at an operating temperature of 66°C-77°C (150°F- 170°F), Fluid level should be checked under these tem- peratures. Obtain the operating temperature by driving 2a-32km (15-20 miles) of city driving with the outside temperature above 10°C (50°F), TRANSMISSION AT OPERATING ‘TEMPERATURE — 66°C-77°C (150°F-170°F) 1. With transmission in Park, engine at curb idle rpm, foot brakes applied and vehicle on level surface, move the transmission selector lever through each ‘range Allow time in each range to engage transmission, re- tum to Park, and apply parking brake. Do not turn off the engine during the fluid level check. 2. Clean all dirt from the transmission fluid dipstick eap, before removing the dipstick from the filler tube. 3. Pull the dipstick out of the tube, wipe it clean, and push all the way back into the tube. Be sure itis fully seated. 4, Pull the dipstick out of the tube again and check the fluid level. Fluid level should be between the ADD and: FULL mark. (Fig. 20) Before adding fluid, be sure that the correct type will be used. If in doubt, check the Vehicle Certifeation Label affixed to the left front door lock face panel or door pillar for the Transmission Code. ‘The FMX Automatic Transmission (Code X) use trans- mission fluid meeting Ford Specification ESW-M2C33- F Type F, or equivalent. Cattification is evidenced by the following iagumatin appearing onthe Bud cosines: FORD, Qualification (0, 2P-600110, ESW-M2C33-F. CAUTION: Use of a fluid other than specified above ‘could result in transmission malfunction and/or failure. If necessary, add enough fluid through the filler tube to raise the level to the correct position. Do not overfill the transmission, as this will result in foaming, loss of uid through the vent, and possible transmission malfunction. Install the dipstick, making sure it is fully seated in the tube. Fig. 20— Typical FMX Dipstick 4 HIGH OR LOW FLUID LEVEL A fluid level that i too high will cause the fluid to become ‘erated, Aerated fluid will cause low control pressure, and the aerated fluid may be foreed out the vent A fluid level that is too low can affect the operation ofthe transmission. Low level may indicate fluid leaks that could ‘cause transmission damage FLUID LEVEL HIGH BEFORE STARTING ENGINE — OK DURING NORMAL CHECK FMX 1, Recheck fluid level after 6 hour soak. 2. Cheek for correct indicator. 3. Remove transmission. 4. Inspect components such as pump bushing that would permit converter drainback, ‘Transmission Fluid Condition Check Make the normal fluid level check according to the above procedure, 1, Observe color and odor of the fluid. It should be red not ‘brown or black. Odor ean sometimes indicate that there is a clutch dise or band failure. 2. Use an absorbent white facial tissue to wipe the dip- stick, Examine the stain for evidence of solids (specks of any kind) and for antifreeze signs (gum or varnish on dipstick) 3. If specks are present in the oil or there is evidence of antifreeze, the transmission oil pan must be removed for further inspection. If uid conuamination or trans- ‘mission failure is confirmed by further evidence of ‘coolant or excessive solids in the oil pan, the transmis- sion must be disassembled and completely cleaned and serviced. This includes cleaning the torque converter and transmission cooling system. It would be a waste of time to perform any further checks before cleaning and repairing the transmission. During disassembly and assembly, al overhaul checks and adjustments of clea ances and end play must be made. After the transmis- sion has been serviced, all diagnosis tests and adjust- ‘ments listed in the Diagnosis Guide must be completed to be sure that the problem has been corrected. (1 B— TRANSMISSION FLUID 1, Level 2 Condition ey 5 nose ay FPO-OT Fig. 21 - “B” Section of Check Sheet ‘SELF CHECK QUESTIONS 9, Mechanic “A’ says that nothing but Dexron II automatic tranemission fluid shod he weed in a FMX Mechanic. “*B"” says that a FMX should have Type F. Mechauie A" is sight Mechanic “B”’ is right Both are right Neither “A nor “R™ are right poreDIAGNOSIS ROAD TEST ‘SHIFT POINT CHECKS 1 Check the minimum throttle upshifts in Drive. The transmission should startin first gear, shift to second, and then shift to third, within the shift points given in Ford Car Performance Specifications Book. With transmission in third gear, depress the accelerator pedal through the detent (to the floor). The transmis- sion should shift from third to second or third to first, depending on vehicle speed. Check the closed throttle downshift from third to first by coasting down from about 48 kmh (30 mph in third gear. The shift should occur within the limits given in the Ford Car Performance Specifications Book. When the selector lever is at 2 (Second), transmission can operate only in second gear. With the transmission in third gear and road speed over 48 km/h (30 mph), the transmission should shift to sec- cond gear when the selector lever is moved from Drive to 2 (Second), to 1 (First). The transmission will down- shift from second or third to first gear when this same manval shift is made below approximately 56 kmh (35 mph) with an FMX transmission This check will determine if the governor pressure and shift control valves are functioning properi 0 F— SHIFT TESTS Spm FPO-O11 Fig. 22 “F” Section of Check Sheet shift point cheek operation, if the transmission does not shift within specifications, or certain gear ratios cannot be obtained, verify that the engine is tuned to specification and that the transmission linkages are adjusted correctly, IN SHOP AA shift test can be performed in the shop 10 check shift valve operation, governor circuits, shift delay pressures throttle boost and downshift valve action, Raise the vehicle with an axle or frame hoist so that the rear wheels are clear ofthe floor. Disconnect and plug the vacuum Tine to the vacuum diaphragm unit, Connect hand vacuum pump to the vacuum diaphragm unit CAUTION: Newer exceed 97 km (60 mph speedometer speed. 1. To check the shift valves and governor circuits, apply 18 inches of vacuum to the transmission vacuum dia- phragm unit, Place the transmission in Drive and make 4 minimum throttle 1-2, 2-3 shift test. At the point of shift you will see the speedometer needle make a mo- mentary surge and feel the driveline bump. Ifthe shift points are within specification, the 1-2 and 2-3 shift valves and governor are OK If the shift points are not within specification, perform Governor Check to isolate the problem. NOTE: After each test, move the selector lever to Neu- ‘ral, run the engine at 1000 rpm to cool the transmission. 2, Tp check the shift delay pressures and throwie oost, slecrease the vacuum at the vacuum diaphragm to 0-2 inches, Make a 1-2 shift test. Ifthe shift point raises to specification, the throttle boost and shift delay systems ate functioning. NOTE: after each test, move the selector lever to New- tral, rum the engine at 1000 rpm to cool the transmission, 3. To check downshift valve action, leave the vacuum to the vacuum diaphragm at 0-2 inches. Position the downshift linkage in the wide open throttle position (trough the detent) and repeat the 1-2 shift test. The speed at the shift point should be higher. ROAD TEST RESULTS ‘The cluteh and band application chart, shows which mem- If a slipping condition is detected during the road test, an analysis of the clutch band application chart can help pin- point the defective component. bers are “on'” (applied) in each gear selector position. The following charts (Figs. 23-27) illustrate the use of the clutch and band application chart BAND AND CLUTCH APPLICATION CHART GEAR AND FRONT REAR FRONT REAR ‘ONE-WAY RANGE CLUTCH CLUTCH BAND BAND CLUTCH 1 (MANUAL LOW) ON ‘ON 2 (MANUAL SECOND) ON oN D-LOW GEAR, ON ON D-SECOND GEAR, ON oN D-HIGH GEAR oN ON | REVERSE ‘ON oN Fig. 224 - Application Chart 5DIAGNOSIS ROAD TEST (CONT.) GEAR AND FRONT RANGe etre TWANUALLOW) ON TZ MANUAL SECON) OF LOW GEAR ON ‘D-SECOND GEAR Ov DHIGHGEAR [ow | REVERSE Fig. 23- Front Clutch Application [sexnano 7 rear mange elutes TATA LOH) 2 ANUAL SECOND) LOW GEAR D'SECOND GEAR DHOH GEAR ow AEVERSE ov Fig. 24 Rear Clutch Application GEAR AND Fron RANGE AND [-—aamtactom | INANUAL SECON) on [sion cea SEDOND GEAR ow HIGH GEAR Fig. 25- Front Band Application GEAR AND ONE War RANGE uuren TTWARUAL LO) ZIMANUAL SECOND) LOW GEAR ow O-SECOND GEAR D.MIGHGEAR REVERSE ig26- One-Way Clutch Application GEAR AND wean RANGE BAND TwAWALLOM on MANUAL SECOND) DuGw EAR ©-SECOND GEAR HGH GEAR AEVERSE ou Fig 27 - Rear Band Application 6 BAND AND CLUTCH DIAGNOSIS. FRONT CLUTCH SLIPPING ‘The front clutch is the frontmost clutch on FMX. A sli ping forward clutch is easiest to diagnose: 1 Engagement will probably be soft in all forward ranges. 2. There will be slip or no drive in all forward gears. 3. [only forward clutch is affected, the transmission will be OK in reverse. REAR CLUTCH SLIPPING If the rear clutch slips, the slip or no-drive condition will be noticeable only in high gear and reverse gear. First and second gears will not be involved. FRONT BAND SLIPPING The intermediate band is the front band on all Ford transmissions, Iit slips 1) The transmissions will startin first gear in range 2. 2. There will be no downshift, but slip when the selector is moved to 2 from D range high gear. 3. ‘The transmission will skip second gear in D and shift directly 1-3; or there will be slip or bump on the 1-2 shi. PLANETARY ONE-WAY CLUTCH SLIPPING Ifthe planetary one-way clutch clipe, the trewhle will chew up on a D-range start 1. ‘There wil be slip or no engagement starting up in D. 2. The transmission would start OK in manual 1 or 2 REAR BAND SLIPPING ‘The rearmost band on FMX transmissions is the low- reverse band. Slip indications for the band or cluteh are: I. Slip or no drive in reverse. 2. No engine braking In manual tow range 1) coasting condition, NOTE: THERE WOULD NOT BE SLIP IN D RANGE OR 1 RANGE FIRST GEAR, SINCE THE ONE-WAY CLUTCH WOULD HOLD IN THE DRIVING CONDITION.DIAGNOSIS ROAD TEST (CONT.) CORRECTION OF SLIPPING BAND OR CLUTCH The front band is adjustable internally; and the adjustment often will correct the complaint. The rear band can be ad- justed externally on the FMX. If the band adjustment fails, to correct the complaint. the servo should be air tested for leakage past the piston, A slipping clutch requires overhaul of the transmission; likewise a band with a burnt or disintegrated lining 2048-28 Fig. 28 - Locations of Bands and Clutches ‘SELF CHECK QUESTIONS: 10. A technician road tests a vehicle and finds there is excessive slipping in drive-low gear. He finds all other gear positions operate correctly. Me- chanic “A” says the rear band should be ad- justed. Mechanic “B’ says the front clutch is burnt. ‘A. Mechanic “A” is right B. Mechanic “Bis right C. Both “A” and ““B” are right D. Neither “A” nor “B” is right M.A slipping condition in Drive 2 and Manual 2 with no slipping in any other gear position would Indicate he need for adjustment or repair of the: A. Rear Band B. Front Clutch C. Rear Clutch D. Front Band 12. No Drive, slip, or chatter in Drive high gear and Reverse only would indicate a problem in the: A. Front Cluteh B. Rear Clutch C. Front Band D. Rear Band IN SHOP TESTS AND ADJUSTMENTS ENGINE IDLE SPEED CHECK If the idle speed is too low, the engine will run roughly An ide speed that is too high will cause the vehicle fo ereep, have harsh engagements, and harsh closed throttle downshifts. Cheek and, if necessary, adjust the engine idle speed. ANTI-STALL DASHPOT CLEARANCE CHECK Alter the engine idle speed has been properly adjusted, ‘check the antistall dashpot clearance. Refer to Group 24 for checking and adjusting this clearance. LINKAGE ADJUSTMENTS Kickdown Linkage Check for wide open carburetor and linkage travel at full throttle, The carburetor full throttle stop must be contacted by the throttle linkage and there must be a slight amount of movement left in the downshift linkage. Be sure the down- shift linkage return spring is connected and the downshift lever returns to a closed position. Manual Linkage ‘This is a CRITICAL adjustment. Be sure the “D"* detent in the transmission corresponds exactly with the stop in the steering column or console, Hydraulic leakage atthe man ual valve can cause delay in engagements and/or slipping “hile operating if the linkage is not correctly adjusted. FORD/MERCURY, LINCOLN CONTINENTAL/ CONTINENTAL MARK EQUIPPED WITH FMX. |. Place selector in the D (Drive) position tight against the DID stop. A 3.6 Kilogram (8 pound) weight should be hung on the selector lever to be sure the lever remains against he Drive stop dusing the 2. Loosen the shift rod adjusting bolt at point “*A' (Fig. 29), FORINSTALLATION DENTIMERTION 3112-8 ”DIAGNOSIS LINKAGE ADJUSTMENTS (Cont'd) 3. Shift the transmission into Drive by pushing the col- ‘umn shift rod (7326) downward to the lowest position and pulling up two detents, 4. Make sure that the selector lever has not moved from the D/D stop. Tighten the bolt at point “A”, cated in Specifications 5. Check the transmission operation for all selector lever detent positions. as indi- Gl E—LINKAGE Downshift Manual FPO-O11 Fig. 30 -“E" Section of Check Sheet Throttle and Downshift Linkage ‘Adjusting the throttle linkage is important to be certain the throttle and downshift systems are properly adjusted. The downshift system should come in when the accelerator is pressed through detent, and not before detent. SELF CHECK QUESTION 13, A technician road tests a vehicle and finds the shift points do not take place at the correct speeds. He checked the fluid level before the road test. His next check should be: A. Control Pressure B. Governor Test C. Linkage Adjustment D, Stall Test VACUUM SUPPLY TEST ‘The vacuum supply to the vacuum diaphragm unit and the diaphragm itself must be checked. To check the supply, disconnect the vacuum line at the diaphragm unit and con: rect it to A vacuum gauge. With the engine idling, the gauge must have a steady acceptable vacuum reading for the altitude at which the test is being performed. If the vacuum reading is low; check for a vacuum leak or poor ‘engine vacuum. If the vacuum reading is okay, rapidly ac celerate the engine momentarily. The vacuum evading must drop rapidly at acceleration and return itnmiediately topon release of the aecelerator If the vactinm roading does not change or changes slowly, the transmission vacuum line is plugged, restricted or connected to a reservoir sup- ply. Correct as required. inser the roa and work back and fort hes Slapheng connect tester. DUAL DIAPHRAGM, Fig. 31 - Vacuum Diaphragm Test Schematic 8 VACUUM DIAPHRAGM TEST ‘On Vehicle To check the vacuum diaphragm unit apply 18 inches of vacuum with a hand vacuum pump and hold. If the read- ing dues wot remain at 18 inches, but drops, the vacuum ‘unit diaphragm is leaking. Replace the vacuum diaphragm ‘unit. Also, if automatic transmission fluid is present in the ‘vacuum side of the diaphragm or in the vacuum hose, the diaphragm ir leaking and must be replaced Off Vehicle To check the vacuum unit for diaphragm leakage, remove the unit from the transmission, Apply I8 inches of vacuum, with a hand vacuum pump and hold. If the gauge still reads 18 inches, the vacuum unit diaphragm is not leaking. ‘A second leakage check can be made as the hose is re- moved from the transmission vacuum unit. Hold a finger ‘over the end of the control rod. When the hose is removed, the internal spring of the vacuum unit should push the con- twol rod outward, If the vacuum diaphragm needs replac- ing, install a new unit that has been released for service. ‘Vacuum diaphragm assembly identification is given in Specifications.DIAGNOSIS CONTROL PRESSURE TESTS When the vacuum diaphragm unit is operating properly and the downshift linkage is adjusted properly, all the transmission shifts (automatic and kickdown) should occur within the road speed limits given in the Ford Car Perfor- ‘mance Specification Book If the shifts do not occur within limits, or the transmission slips during shift point, use the following procedure to determine whether the engine, transmission, or valve body. is causing the condition 1. Attach a tachometer to the engine. 2. Attach a hand Vacuum Pump to the transmission Vac- ‘uum Diaphragm unit 3. Attach a suitable hydraulic pressure gauge similar to ‘Tool TS7L-77820-A to the control pressure outlet on the transmission (Fig. 32) 2041-10 Fig. 37. Location af Pressure Outlet 4, Firmly apply the parking brake. On vehicles equipped with a vacuum brake release, apply the Service brakes. The parking brake will release when the selector is moved to Drive 5. Start the engine. allow it to reach normal operating temperature, 6, Set the engine idle speed w the specified RPM using the idle speed screw. 7. With the engine at idle, apply 15 inches at Vacuum to the Vacuum diaphragm unit. Read and Record the eon twol Pressure in all selector positions (Fig. 33). 8. Adjust engine speed to 1000 RPM and apply 10 inches of Vacuum to Vacuum diaphragm unit. Read and re- cord the Control pressure in D, 2, and Manual Low Se- lector positions. (Fig. 33) (Co G— PRESSURE TEST nnc natwal | Spee Askaquies | 1 1 Bee ‘wae Open Fig. 33 - “G” Section of Check Sheet ‘9, Maintain engine Speed at 1000 RPM and apply 3 or less inches of Vacuum to the Vacuum diaphragm Unit, Read and Reco the Conuyt pressure in D, 2, ‘Manual Low and Reverse. 10, Compare the test results to the specifications in the appropriate Ford Performance Specification Rook ‘The following Charts (Fig. 34-34) shows the possible causes if the Control pressure is not within Specification in each Selector position ‘CONTROL PRESSURE TEST I T T T 1 Pp N Do ¢ R 1 1 L L 1 reoia Fig. 34 - Control Pressure Test Chart, 9DIAGNOSIS CONTROL PRESSURE TESTS (Cont'd) CONTROL PRESSURE TEST pcr ee tow eus hai aa cualae ial mies, Roce eo Pimuiuer wake isa ae recast! vost Siar Pan oe Sees rae i now oo joose sous ces ‘BOOST WALVE(S} | ane Sree ced Froots ig. 348 - Control Pressure Test Chart SELF CHECK QUESTIONS 14, Throttle pressure is produced from control plesure bythe throttle valve. Valve movement is controlled by a Spring loeded vacuum diaphragm unt AA. Throttle pressure is constant at ll speeds B. Throttle pressure is controlled by the driver C. Tire pressure mst uereome BOWPruo pessre for an upslt wo take pace GOVERNOR CHECK ‘The governor can be checked at the same time as the Con trol pressure testis performed. TEST PROCEDURE 1. Release Vacuum at the Vacuum diaphragm, ‘There must be zero inches of Vacuum to the Vacuum diaphragm for this test 2. Place the transmission in Manual 2 with the brakes applied 4. Raise engine KM until maximum control pressure is reached, 4. Slowly release the brakes. 5. Check and record the control pressure at 10 MPH, 20 MPH and at 30 MPH TEST RESULTS 1. There are no exact specifications, however contiol pres sure should decrease at each MPH Step. Control pres- ‘ure should be fower at s MPH than at 20 MPH, and lower at 20 MPH than at 10 MPH. 2. If pressure is lower at each MPH, the governor is O.K. 20 3. If pressure doesn’t decrease at each MPI, repair or replace the governor. Pressure at MPH (FMX) 10. PSI 20__ Pst 30. Psi FPO-O11 Fig, 35 - “1” Section of Check Sheet. |SELF CHECK QUESTIONS 15, Improper governor operation may result in: A. Delayed downshift B. Early upshift points C.BothA&B D. Neither A nor BR 16, A governor test is made on a vehicle, The test results show that control pressuse is the si 10-20-30 MPH. The technician concludes th A. Ihe governors U.K. B. The governor should be repaired or replaced CC. The valve body should be replaced.DIAGNOSIS STALL TEST A stall test should be performed when the complaint is poor “through gear’* acceleration or extreme lack of power at breakaway. TH— STALL TEST Results. FPO-011 Fig, 36- “H” Section of Check Sheet 1. Start the engine to allow it to reach its normal tempera ture. Apply both the parking and service brakes while ‘making tests. 2. The stall testis made in Drive, 2, 1 (Fist) or Reverse at full throttle to check engine performance, converter cluteh operation or installation, and the holding ability ‘of the forward clutch, reverse-high clutch and. low. reverse band and the gear train one-way clutch. Whi ‘making this test, do not hold the throttle open for more than five seconds at atime. 3. After test, move the selector lever to Neutral and run engine at 1000 rpm for about IS seconds to coal the: converter before making the next test. IF THE) EN> GINE SPEED RECORDED BY THE TACHOMETER EXCEEDS THE MAXIMUM LIMITS GIVEN IN SELECTOR] STALLSPEEDS | STALL SPEEDS POSITION | __HIGH (SLIP) LOW TRANSMISSION DONLY | ONE-WAY CLUTCH p.2&1 | FRONT CLUTCH ‘CONVERTER STATOR ONE- CONTROL, D,2,18R WAY CLUTCH OR PRESSURE TEST | PCN REAR CLUTCH IRONLY | ORREVERSE. BAND. Fig. 37 - Stall Test Results Chart SPECIFICATIONS, RELEASE THE ACCELERA- ‘TOR IMMEDIATELY BECAUSE CLUTCH OR BAND SLIPPAGE IS INDICATED. 5. Use the chart (Fig. 37) to determine the stall test results, 6. Failure to reach Stal (low stall speed) can be caused by poor engine performance. Before removing the con- verter for bench testing, be sure engine performance is not the cause of failure to reach stall speed. NOTE: A stall test will only detect a converter one-way clutch that will not lock-up. The only way to determine if the one-way clutch will freewheel, is to perform road test. A one-way clutch that will not freewheel normally results in customer complaints of poor high speed per- formance, inability to reach high speed or extremely poor highway fuel economy. Keep in mind, poor engine perfor- mance, restricted exhaust system or fuel supply problems can yield road test results very similar to a defective ‘converter. SELF CHECK QUESTIONS 17, A stall test is made on a vehicle. The stall speed is low in all gear positions. The technician should: A. Replace the torque converter B. Repair the front clutch CC. Repair the rear clutch . Check for correct engine performance. ‘A stall test is made on a vehicle. The stall speed. is high (slip) in D, 2, 1 and Reverse, The Tech- ‘igian should A. Repair the front clutch B. Repair the front & rear clutches C. Repair the rear band D. Perform a control pressure test A Customer complains that his vehicle will only go 60 MPH at wide open throttle in high gear. Mechanic “A” says the torque converter could be defective. Mechanic ““B" says the exhaust system could be restricted. A. Mechanic “A” is right 1B. Mechanic “B"” is right C. Neither are correct. FLUID LEAKAGE TRANSMISSION FLUID LEAKAGE CHECKS. Check the speedometer cable connection at the transmis- sion. Replace the rubber seal if necessary Leakage at the oil pan gasket often can be stopped by fighiening dre auacting Ul « specifivations, 16 neve sary, replace the gasket, Check the fluid filler tube connection at the transmission case or pan. If leakage is found here, install a new O-ring or tighten the fitting to specifications, ‘Check the fluid lines and fittings between the transmission and the cooler in the radiator tank for looseness, wear, or damage. If leakage cannot be stopped by tightening a fluid line tube nut, replace the damaged parts. When oil is found to be leaking between the case and the cooler line fitting, tighten the fitting to maximum specification. Do not try to stop the oil leak by increasing the torque beyond Specification. 1mis may cause damage To the case threads. If the leak continues, replace the cooler line fitting and tighten to specifications. The same procedure should be followed for oil leaks between the radiator cooler and cooler line fittings. aDIAGNOSIS FLUID LEAKAGE (Cont'd) TRANSMISSION FLUID LEAKAGE CHECKS (Cont'd) ~ 1701-007-10, Fig, 38- Leakage Check Points Check the engine coolant in the radiator. If transmission fluid is present in the coolant, the cooler in the radiator is probably leaking. ‘COOLER LINE FITTING TORQUE SPECIFICATIONS — N-m (FT: LBS). “asmission | Raator | Transmission Fax 1408512) | 2027 (15-20) Fluid Line Nut 724 (128) Fig, 39 - Cooler Line Fitting Torque ‘The cooler can he further checked for leaks by diseonnect= ing the lines from the cooler fittings and applying 345-517 kPa (50-75 psi) air pressure to the fittings. Remove the ra- diator cap to relieve the pressure build up at the exterior of the oil cooler tank. If the cooler is leaking and/or will not hold pressure, the cooler must be replaced. If leakage is found at either the downshift control lever shaft or the manual lever shaft, replace either or both seals Inspect the pipe plug on the left side of the transmission cease at the front. If me plug shows leakage, ugnten the plug to specifications, using Motorcraft sealing compound OJ—Leak Test CHECK THESE FLUID OIL PANGaskeT FILLER TUBESEAL CODLERICONNECTIONS. LEVER SHAFT SEALS EXTENSION(CASE GASKET SPEEDOMETER ADAPTER SERVO COVERS AIRVENT Color Ea ‘Cotes Yellow: Green Golden Brow FPO.011 Power tering Engine Oi Fig. 40 - “J Section of Check Sheet 2 or equivalent on the threads. If tightening does not stop the leaks, replace the plug. When a converter drain plug leaks, remove the drain plug with a sixpoint wrench, Coat the threads with Motoreraft Scaling Compound, or cquivalent, and install plug. Tighten the drain plug to specification. Oil soluble aniline or flu- orescent dyes premixed at the rate ot 1/2 teaspoon ot dye powder to 1/2 pint of transmission fluid have proved help- ful in locating the source of fluid leakage. Such dyes may bbe used to determine whether an engine oil or transmission fluid leak is present, or if the fluid in the oil cooler leaks into the engine coolant system. A black light must be used with the fluorescent dye solution FRONT PUMP SEAL enverer SEAM 1701-07-11 Fig. 41 - Leakage in the Converter area FLUID LEAKAGE IN CONVERTER AREA {In diagnosing and correcting fluid leaks in the front pump and converter area, use the following procedures to locate the exact cause of the leakage. Leakage at the front of transmission, as evidenced by fluid around the converter hhousing, may have several sources. By careful observa- tion, it is possible, in many instances, to pinpoint the source of the leak betore removing the transmission from the vehicle. The paths which the fluid takes to reach the bottom of the converter housing are shown in (Fig. 41), |. Fluid leaking by the tront pump seal lip will tend to move along the drive hub and onto the back of the im- peller housing. Except in the case of a total seal failure, fluid leakage by the lip ofthe seal will be deposited on the inside of the converter housing only, near the out- side diameter of the housing. 2. Fluid leakage by the outside diameter of the seal and front pump body will follow the same path which the, leaks by the font puunp seal Follow. 3 Fluid that Teale hy a front pump tn eace holt will be deposited on the inside of the converter housing only. Fluid will not be deposited on the back of the converter 4. Leakage by the front pump to case gasket may cause fluid to be deposited inside the converter housing, or it may seep down between the front of the ease and con= verter housing. Fluid on the front of the case above the pan gasket on FMX transmission is evidence that the front pump to case gasket or seal could be leaking.DIAGNOSIS FLUID LEAKAGE (Cont'd) FLUID LEAKAGE IN CONVERTER AREA (Contd) 5. Fluid leakage from the converter drain plugs will ap- pear at the outside diameter of the converter on the ‘back face of the flywheel, and in the converter housing only near the flywheel 6. Converter to flywheel stud weld leak, Engine oil Leaks are sometimes improperly diagnosed as transmission front pump seal leaks. ‘The following areus of possible leakage should also be checked to determine if eng ine oi leakage is causing the problem a. Leakage at the rocker arm cover may allow oil to Tow over the converter nousing oF seep «own be- tween the converter housing and cylinder block causing oil to be present in oF atthe bottom of the converter housing b. Oil gallery plug leaks will allow oil to flow down the rear face of the block to the bottom of the eon- verter housing ©. Leakage atthe crankshaft seal will work back fo the flywheel, and then into the converter housing 7. Fluid leakage from other areas, such as the power steer= ing system forward of the transmission, could cause fluid to be present around the converter housing duc to blow back or road draft. The following procedures should be used to dstermine the cause of the leakage before any repairs are made a. Remove the transmission dipstick and note the color of the fd, Original factory fill uid is dyed red a aid in determining if leakage is from the engine 01 transmission. Unless a considerable amount of makeup fluid has been added or the fluid has been changed, the red color should assit in pinpointing the leak. Fluid used in the power steering system has a yellowish green dye. Since road draft may cause leaking power steering fluid 10 be present on the transmission, this leakage, if present, should be climinated before checking the transmission for uid leakage. b. Remove the converter housing cover. Clean off any fluid from the top and bottom of the converter hous ing, front of the transmission ease, and rear face of| the engine and engine oil pan. Clean the converter area by washing with a suitable non-flammable sol- ‘ent, and blow dry with compressed air, Wash out the converter housing, the front of the fly- Wheel, and the converter drain plugs. The converter housing may be washed out using cleaning solvent and a squirt-type oil can. Blow all washed areas dry ‘with compressed ait 4, Start and run the engine until the transmission reaches its normal operating temperature, Observe the back of the block and top ofthe eonverter hous ing for evidence of fluid leakage, Raise the vehicle on a hoist and run the engine at fast idle, then at engine idle, occasionally shifting to the Drive and Reverse ranges to increase pressure within the transmission. Observe the front of the wheel, back of the block (in as far as possible), and inside the converter housing and front of the transmission ease. Run the engine until uid leakage is evident and the probable source of leakage can be determined. [SELF CHECK QUESTION 20: In diagnosis of a transmission fluid leak prob- Jem, the technician finds the uid drips off the converter weld seam. The most likely source of this leak is the: A. Converter drain plug B. Pump Seal C. Pump 10 Case bolt D. Pump gasket SNe EEE ‘TRANSMISSION FLUID COOLER FLOW CHECK ‘The linkage, fluid and control pressure must be within specifications before performing this flow check. Remove the transmission dipstick from the filler tube Place a funnel in the transmission filler ube. Raise the vehicle, remove the cooler return line from its fitting the case. Attach a hose to the cooler return line anc fas- ten the free end of the hose in the funnel installed in the filler tube. 4. Start the engine and set idle speed at 1000 pm with the transmission in Neutra, 4. Observe the fluid flow at the funnel. When the flow is “solid’” (air bleeding has been completed), the flow should be liberal. If there is not a liberal flow at 1000 rpm in Noutal, low pump capacity, main eireuit system leakage, or cooler system restriction is indicated. 5. To separate transmission trouble from cooler system trouble, observe the flow at the transmission case con- verter-out fitting, 2BDIAGNOSIS AIR PRESSURE CHECKS A\NO DRIVE condition can exist, even with the correct transmission fluid pressure, because of inoperative clutches, tr bands, Erratic shifts could be caused by a stuck gover nor valve. The inoperative units can be located through a series of checks by substituting air pressure for the fluid pressure to determine the location ofthe malfunction When the selector lever is at 2, a NO DRIVE condition may be caused by an inoperative forward clutch, A NO DRIVE canditinn at Drive may he eased by an inopera- tive forward clutch or one-way clutch. When there is no rive in 1, the difficulty could be caused by improper fune tioning of the forward clutch or low-reverse band and the ‘one-way clutch. Failure to drive in reverse range could be ‘caused by a malfunction of the reverse-high clutch or low- reverse band or clutch. ‘When you have a slip problem but do not know whether it is in the valve body or in the hydraulic system beyond the valve body, the air pressure tests can be very valuable. ‘Tu make the air pressure checks, loosen the oil pan bolts and lower one edge of the oil pan to drain the transmission fluid, Remove the fluid pan and the control vaive body as: sembly. The inoperative units can be located by introdue= ing air pressure into the transmission case passages lead- ing to the clutches, servos and governor. FRONT CLUTCH Apply air pressure to the transmission case forward clutch, or front clutch passages. A dull thud can be heard when the clutch piston ie applied. If no noise it hoard, place the fingertips on the input shell (forward clutch cylinder — FMX) and again apply air pressure 10 the forward or front clutch passage. Movement of the piston can be felt as the clutch is applied. REAR CLUTCH Apply air pressure to the reverse — high clutch. A dull thud indicates that the reverse — high or rear clutch piston has moved to the applied position. If no noise is heard, place the fingertips on the clutch drum and again apply air pressure to detect movement of the piston, FRONT SERVO Hold the air nozzle in the tront servo apply tube or the in- termediate servo apply passages. Operation of the servo is indicated by movement of the servo piston stem on FMX ‘models. Continue to apply air pressure to the servo apply tube or passage, and introduce air pressure into the front release tube or the intermediate servo release pressure. ‘The front or intermediate should release the hand! against the apply pressure. 2349-14) Fig. 42 - Case Fluid Passage Hole Identification REAR SERVO Apply. air pressure to the low-reverse or rear servo apply passage. On FMX transmissions, movement of the servo picton ctem indicates correct operation, GOVERNOR Apply air pressure to the control pressure to governor pa sage, and listen for sharp clicking or whistling noise. The noise indicate governar valve movement. TEST RESULTS Ifthe servos do no operate, disassemble, clean and inspect them to locate the source of the trouble, 1 air pressure applied to either of the clutch passages tails to operate a clutch or operates both clutches as once, remove and, with air pressure, check the fluid passages in the case and front pump to detect obstructions. TORQUE CONVERTER DIAGNOSIS NOISE AND VIBRATION PROBLEMS. DIAGNOSIS 1, Must tique converter vibrativ probleis car be detected by running the engine at 2000-2200 RPM with the transmission in neutral, 2. If the Vibration is the most pronounced under this test condition, proceed to an inspection on the hoist 4 Fig. 43 - Converter Inspection CoverDIAGNOSIS TORQUE CONVERTER DIAGNOSIS NOISE AND VIBRATION PROBLEMS (Cont'd) ISRERT ON HOIST Flex Plate attaching bolte improperly torqued. . Starter King Gear — Loose or Damaged Flex Plate — Damaged or Cracked Missing Balance Weights — Missing Weights leave ‘Weld Math, If'no obvious defect is found. remove the converter for bench testing and perform flywheel checks FLEX-PLATE RUNOUT FLEX-PLATE INSPECTION = nUNoUT SCRACKS, DAMAGE TOOL 420 ‘+ BOLT TORQUE missing, damaged, rug plate — Fig. 44- Flex-Plate Inspection 1. Mount a dial indicator with the pointer on the ring gear close to the teeth, Hold the flex-plate in or our so that crankshaft end play won't appear as runout . Set the indicator to zero and by hand crank the engine fone full revolution. IF total indicator runout exceeds .010 inch, replace the flex-plate and ring gear accembly FLEX-PLATE INSPECTION 1. Check flex-plate for cracks or damage. 2. Check for proper torque of bolts to crankshaft. NOTE: Torque from engine to engine. Refer to the Shop Manual or Specifications Booklet. INSPECTION OF HUBS w “a REMOVING SCORING FROM PUMP DRIVE HUB Lair cRocus CLOTH (Garr #600) 1701-09-12 Fig. 45 — Comerter Inspection and Repair INSPECTION 1. Check the pilot hub for burrs or nicks, Clean up as required with a stone or sandpaper. Check drive studs for tightness and stud shoulders for burts or raised surtaces. Clean up burrs with a stone, If pump drive hub appeais scored, check with tie tip of fingernail. It may not be as deep as it appears. REPAIR/REPLACEMENT ‘© Remove light scoring of the drive hub with light crocus lout © If the hub is deeply sented ar drive stirs are loose replace the converter. © Incase of drive hub scoring, replace the pump main seal ‘and check the bushing for damage. Replace as required, SPECIAL TOOLS USAGE Fig. 46- Torque Converter Special Tools The converter testing tool package consists of: © Gauge post tool © Guide © Stator race holding tool These tools are used along with a torque wrench and dial indicator for the following converter checks: 1. Stator end play 2. Stator to impeller interference 3. Turbine interference 4, One-way clutch Tests 1, 2, 3 relate ro nolse problems, Test 4 relates 10 ven- cle performance on the road test and stall test ‘The converter is reusable if it passes all these checks. However, it should be cleaned if contaminated by clutch or bband material in the oil 2%DIAGNOSIS TORQUE CONVERTER DIAGNOSIS NOISE AND VIBRATION PROBLEMS (Cont'd) 2879-18 Fig. 47- Checking Stator End Play End Play Check 1, Insert Tool T76L-7902-D or equivalent into the con- verter pump drive hub until t bottoms. 2. Expand the sleeve in the turbine spline by tightening the threaded inner post, until the too is securely locked into the spline. 3. Attach a dial indicator tothe tool. Position the indicator button on the converter pump drive hub, and set the dial face at 0 (zero) 44. Lit the toot upward as tar as t will go and not the indicator reading. The indicator reading isthe wal end play which the turbine and stator share. Replace the converter unt if the total end play exceeds the limits Indicated in Specifications. 5. Loosen the threaded inner post to free the tool and then remove the tool from the converter. NOTE: Maximum end play is .050 ineh. Afi i higher, replace the converter. ‘STATOR-TO-IMPELLER INTERFERENCE TEST 1922-18 Fig, 48 - Checking Stator-to-Impeller Interference 26 ‘Test Procedure 1, Place the oil pump and stator support assembly face-up ‘on the bench. 2, Install the converter onto the stator support splines: 3, While holding the pump, turn the converter counterclockwise. Conclusions © If the converter turns freely, itis okay. A slight rubbing noise is acceptable, © Binding or loud scraping indicates interference; replace the converter, TURBINE INTERFERENCE TEST 1003 14, Fig. 49 - Checking Turbine Interference Test Procedure 1. Place the converter on the bench with the drive hub up. 2, Install the pump and stator support assembly. 3. Insert the input shat to engage the turbine hub splines. 4 Hold the pump and converter, and turn the shaft back and forth, Conclusions © If the turbine turns freely, it is okay. A slight rubbing noise is acceptable. © Binding or loud scraping indicates interference Replace the converter: SELF CHECK QUESTION 21. During diagnosis of a Vibration problem, the technician determines the vibration is being ‘caused by the torque converter. Mechanic “ says the torque converter could have thrown a weight. Mechanic “B" says the flexplate could be cracked or have excessive runout A. Mechanic A’ is right R. Mechanic “A is right C. Both are right D. Neither are rightDIAGNOSIS TORQUE CONVERTER DIAGNOSIS POOR VEHICLE PERFORMANCE OR FAILS STALL TEST '50-- Checking Converter One-Way Clutch Converter One-Way Clutch Check LL Insert the one-way clutch holding tool (Fig. 50) in one. of the grooves in the stator thrust washer, 2. Insert the one-way clutch torquing Tool (T76L-7902-€ for equivalent for FMX, Automatic transmissions) in the converter pump drive hub so as to engage the one- ‘way clutch inner race. 3. Adach a torque wrench to the one-way clutch tighten- 2908-28, ing tool, With the one-way clutch holding tool held sta- nary, tara the twique winch counter lockwise. The converter one-way clutch should lock up and hold a 13 N:m (10-ft-lbs) force. The converter one-way clutch should rotate freely in a clockwise direction. Try the clutch for lockup and hold in at least five different loca- tions around the converter If the clutch fails to lock up and hold a 13 Nem (10 ft-lbs) torque, replace the converter unit, CONVERTER LEAK TEST D2894-1A, Fig. 51 - Converter Leak Test When diagnosis indicates possible converter leakage, the assembly can he leak tested hy pressnrizing and immersion in water. Using the torque converter leak check kit, Rotunda 72-0004 1, Assemble the pressurization fixture by selecting the rubber plug that fits the I.D. of the torque converter hub and assembling it to the retainer as shown. Turn the nut finger tight 2. Insert the fixture into the hub of the torque converter as shown. Arrange the cables in the fixture plate, two ca bles at 180° or three cables at 120°, to align with the mounting pattern of the converter being tested. Fasten the attaching plates to the torque converter using the 6 ‘nuts or screws with which the converter was mounted. Jusea the cable ends in the attaching plates as shown, Leave the wing nuts loose, allowing approximately .25 in. (6mm) clearance between the wing nuts and the attaching plates, With an end wrench, tighten the plug compressing nut until the plug is tight enough for the fixture to lift the ‘weight of the torque converter. Tighten the cable wing nuts finger tight. Pressurize the torque converter through the pressuriza- tion valve, with a tire valve chuck until the relief valve ‘opens (70 PSI). Immerse the torque converter and fixture in a tub of water. Look for air bubbles, particularly in weld areas and around the converter drain plug. If there are air bubbles, note the place they are coming from. Look to sce if there are any other places that are leaking, No Unlttes snoeis the-wourorter is mata avuve uf leek Remove the torque converter from the water, RE: LEASE THE PRESSURE by depressing the stem of the pressurization valve before loosening the fixture. DO NOT REMOVE THE VALVE CORE. With an end wrench, loosen the plug compressing nut When the plug is loose in the torque converter hub, un- fasten the cables and attaching plates and remove the fixture CAUTION: Secure cables before applying pressure. Release pressure before loosening cables. nDIAGNOSIS CONVERTER INSPECTION AND CLEANING CONVERTER AND OIL COOLER When intemal wear or damage has occurred in the trans mission, metal particles, clutch plate material, or band material may have been carried into the converter and oil cooler. These contaminants are a major cause of recurring transmission troubles and MUST be removed from the sys- tem before the transmission is put back into service ‘Whenever a transmission has been disassembled to replace worn or damaged parts or because the valve body sticks from foreign material, the converter and oil cooler MUST be cleaned by using a mechanically agitated cleaner, such as the Rotunda 14-0028 or equivalent. Under NO circum- stances should an attempt be made to clean converters oF oilcoolers by hand agitation with solvent. 1701-009-20 Fig. $2- Draining Converter When draining the oil from the converter, the technican should catch it in a pan and inspect it for contaminants. ‘Type of Action Contaminant Clutch or band Clean converter and cooler and material reuse. Sludge from Clean converter and cooler and overheating of reuse. transmission oil Thrust washer failure particles (bronze, steel, aluminum) Clean converter and verify converter malfunction by interference and end-play tests. Replace converter and flush cooler. TORQUE CONVERTER CLEANING Fig. 53 - Cleaning the Converter 28 ‘The Rotunda 14-0028 cleaner (or equivalent) flushes the converter and/or cooler and lines with a special solvent. ‘The converter is agitated on the machine during flushing, © This may be done before or after the converter tests, depending on how the oil looks, © To svoid contaminating the solvent. the converter should be fully drained of its dirty oil: © Always perform cleaning of converter and cooler if a clutch or band has failed. COOLER FLUSHING PROCEDURES To RESERVOIR ae PRESSURE CONNEGHIO Fig, 1 Fushing the Cooker and Lines Wont the ransmision dhs been contminted by aay (ype Of failure, the cooler and tines must be Tushed! ‘The converter cleaning machine is used. PROCEDURE 1, Connect solvent hoses to the cooler lines at the trans- mission fittings 2. Attach one solvent hose to the cleaner pressure connec- tion. Let the other empty into the reservoir. 3. Turn the control switch t0 OFF and plug the cleaner power cord into a 110-volt supply. 4. Operate the cleaner with the switch on PUMP until the return is clear, IMPORTANT: Do not use the CYCLE position for cooler cleaning, since the cooler may be damaged from high pressure. 5. Disconnect the pressure hose from the cooler and blow ut the system with compressed air. Do not use more than 50 psi 6. Disconnect the return hose and attach the cooler lines to the transmission during installation,DIAGNOSIS SELF CHECK QUESTIONS 22. During the overhaul of a trans jon, the converter is drained. The fluid from the converter is found 10 ‘be contaminated with clutch material. What action must be taken? ‘A. None, this is normal and will not harm the repaired transmission, B. Clean the converter with parts cleaner by hand. C. Clean the converter with a converter cleaner and flush the cooler lines. D. Blow out the cooler lines with air, 23. The overhaul being done in the above question is a low mileage repeat failure. Something may have been overlooked at the time of the first repair. Mechanic “A” says the transmission cooler system should have been flow checked. Mechanic“"B” says the converter and cooler may not have been cleaned properly. A. Mechanic “? B. Mechanic “B” C. Both are right. D. Neither are correct is right. is right. DISASSEMBLY AND REASSEMBLY PROCEDURES TRANSMISSION REMOVAL Drive the vehicle on a hoist, but do not raise at this time, Remove the two upper bolts and lockwashers which attach the converter housing to the engine. . Raise the vehicle. Before removing any of the subassemblies, thor- oughly clean the outside of the transmission to_pre= vent dirt from entering the mechanical parts Place the drain pan under the transmission fuid pat Starting at the rear of the pan and working toward the front, luosei the attaching bolts and allow the fluid to drain. Finally remove all of the pan attaching bolts except two at the front, to allow the fluid to further drain, With fluid drained, install two bolts on the rear side of the pan to temporarily hold it in place. NOTE: If the same fluid is to be used again in the transmission after the band adjustment, filter the fluid through a 100 mesh screen as it drains from the transmission. Reuse the fluid only if it is in good condition. Remove the converter drain plug access cover from the lower end of the converter housing. Remove: the converter-to-lywheel attaching nuts. Place ‘2 wrench on the crankshaft pulley attaching bolt to tum the converter to gain access to the nuts. With the wrench on the crankshaft pulley attaching bolt, turn the converter to gain access to the converter drain plug, and remove the plug. Place a drain pan under the converter to catch the fluid. After the fluid hhas been drained, reinstall the plug. Disconnect the driveshaft trom the rear companion flange (marking it to assure correct assembly). Slide the shaft rearward from the transmission. Position a B. M4. 15. seal installation tool in the extension housing to pre- vent fluid leakage. Disconnect the vacuum hoses from the vacuum dia- phragm unit and the tube from the extension housing clip. Install the converter housing front plate to hold the Converter in place when the transmission is removed. Under no conditions should the converter be left ‘attached to the engine when the transmission is Temoved. This could damage the input shaft, converter and pump. . Disconnect the starter cables from the starter and re- ‘move the starter, Disconnect the oil cooler lines from the transmission. isconnect the downshift linkage from the transmission Disconnect the selector rod or cable from the trans- mission manual lever. Disconnect the speedometer cable from the extension housing. Disconnect the exhaust inlet pipes at the exhaust manifolds. Support the transmission on a transmission jack. Secure the transmission to the jack with safety chain. Remove the two engine rear support to transmission bolts. Remove the two crossmember to frame side rail ‘attaching bolts and nuts. Raise the transmission slightly to take the weight off the crossmember. Remove the rear support fo crossmemiber bolt and nut and remove the crossmember. Lower the transmission slightly and disconnect the fluid filler tube Remove the remaining converter housing to engine attaching bolts, Move the transmission and converter assembly to the rear and down to remove it. »DISASSEMBLY AND REASSEMBLY PROCEDURES DISASSEMBLY OF CASE 1. After the transmission has been removed from the vebi- cle, remove the torque converter and converter housing, Then place the assembly in the transmission holder shown in Fig. 55. (el Fig. 58- Transmission Mounted in Holding Fixture Typical 2. Remove the transmission pan, gasket, and filter retainer clip. 3, Rotate the filter counterclockwise to disengage the rear clip, Lift the filter from the ease. 4. Remove the spring retainer from the pressure regulator Maintain constant pressure on the spring seat area of the retainer as itis removed to prevent distort on OF the spring seat and the sudden release of the springs. 5. Remove the pressure regulator springs, valve stop and guide but do not remove the valves. If working with the transmission upside-down be careful not to drop the valve stop or spring guide into the case Remove the small compensator pressure tube from the pressure regulator and the control valve body. Remove the main pressure oil tube first, by gently prying up the end that connects to the main control valve assembly, then, remove the other end of the tube from the pressure regulator. Be sure to remove the tube in this manner, Failure to do so, could kink or bend the tube causing excessive transmission internal leakage. Loosen the front and rear servo band adjusting screws five tums. Loosen the front servo attaching bolts three to five turns, but do not remove completely. 9, Remove the vacuum diaphragm unit and push rod with Snap-on tool $8696-A, or equivalent, (Fig. 56), 10, Remove the control valve body attaching bolts. Align the levers to permit removal of the valve body. Then lift the valve body clear of the transmission case. Pull the body off the servo tubes and remove from the 30 Fig. 56- Removing or Installing Vacuum Diaphragm — FMX Transmission. IL, Remove the regulator from the case. Keep the control pressure valve and the converter pressure regulator valve in the pressure regulator to avoid damage to the valves. 12, Remove the front servo apply and release tubes by ‘twisting and pulling at the same time. Remove the front servo attaching bolts. Hold the front servo strut ‘vith the fingers, and lift the servo assembly from the 13. Remove the rear servo attaching bolts. Hold the ac- ‘uating and anchor struts with the fingers, and lift the setvo from the case. The bolt towards the center of the transmission has a dowel pin end and is one of three bolts holding the center support in position, UySS-1s Fig, §7- Typical Hydraulic Control System ‘TRANSMISSION END PLAY CHECK 1, Remove one of the front pump attaching bolts. Mount the dial indicator support Tool 4201-C or equivalent in the front pump bolt hele. Mount a dial indicaten vn the support so that the contact rests on the end of the tur- bine shaft. 2. Install the extension housing seal replacer ‘Tool No. ‘TOIL_-7657-B on the output shaft to provide support for the shaftDISASSEMBLY AND REASSEMBLY PROCEDURES TRANSMISSION END PLAY CHECK (Contd) 3. Pry the front clutch cylinder tothe rear of the transmis- sion with a large screwdriver. Set the dial indicator at zero while maintaining a slight pressure on the screwdriver. 4. Remove the screwdriver and pry the units toward the front of the transmission by inserting the screwdeiver emmeen the large Internal gear and. wie wransmission case (Fig. 58) Fig. 58 - End Play Check 5. Record the indicator reading for use during transmis sion assembly. Esnd play should be U.UIV 10 0.029 inch (minimum end play is preferred). If end play is not within specifications, 2 new selective thrust washer must be used when the transmission is assembles. NOTE: Thrust washers must be measured with 2 micrometer to determine thickness. Available thicknesses arc: 061-.063, .067-.069 074-076 081-,083, 6. Remove the indicator support, and then remove the seal replacer from the output shaft. SELF CHECK QUESTIONS 24. Transmission fluid that is to be used again should be filtered through a 100-mesh screen before installing it in the transmission. A. True B. False 25. A technician is checking end play on a FMX transmission. He finds the end play is 0.040 inch. What action is required when the trans- mission is assembled? ‘A, The selective thrust washer must be replaced ‘with a thinner one, B. The selective thrust washer must be replaced. with a thicker one. C. None, end play is within specification D. None, end play is not important. DISASSEMBLY OF CASE (Cont'd) 14, Remove the remaining front pump attaching bolts. ‘Then remove the front pump and gasket. If necessary, tap the screw bosses with a soft faced hammer 10 loosen the pump from the case 15. Remove the lubrication tube Fig. 59 from the case. Remove the five transmission to extension housing lls. A vacuuin abe clip is setained winler the upper right hand bolt, and the transmission identification tag is attached under the head of one of the lower screws. ‘These bolis also attach the rear support to the case. LUBRICATION TUBE bs re Fig. 59 - Location of ubricaton tube 16. Slide the housing off the output shaft and remove the gackst, When removing the extension housing, hold the output shaft and rear support inward to prevent the needle bearing and race from dropping out of location 17 Remove the output shaft, rear support and governor as an assembly (Fig. 60). To facilitate output shaft re- ‘sraval, insert a screwdriver between the output shaft ring gear and pinion carrier and pry the output shaft rearward. Be careful not to bend the pressure tubes between the rear support and case as the rear support is removed. REAR — 7 = Pht af =) jp SSsemouy Asstuacy 6a arpa cman ee Fig. 60 - Rear Support and Output Shaft 18, Remove the selective thrust washer from the rear of the pinion carrier and remove the pinion carrier. (In- cludes rear brake drum and one way clutch.) 19. Remove the primary sun gear rear thrust bearing from inside the pinion carrier. aDISASSEMBLY AND REASSEMBLY PROCEDURES DISASSEMBLY OF CASE (Cont'd) 20. Note the rear band position for reference in assembly. ‘The end of the band away from the adjusting screw has a depression (dimple) in the center of the boss. Squeeze the ends of the rear band together, tilt the band to the rear, and remove the rear band from the 21. Remove the two remaining center support outer bolts ‘mounted externally (one each side) from the transmis- FRONT 8aN0 wneur HAeT pis710 61 - Removing or Installing Input Shaft and Clutch 22, Exert enough pressure on the end of the input shaft to hold the clutch units together. Then remove the center support and the front and rear clutch assemblies as & unit (Fig. 61), and place the assembly in a holding device similar to Fig. 62. 23. ‘To remove the front band, position the band ends each, side of the case webbing and spiral it out of the case. 24, If the transmission case bushing is to be replaced, press the bushing out of the case with transmission ‘bushing set T64L-7003-A shown in Fig. 63. root-rodtonaa rook-reaLretoas 1745-10] Fig. 63 - Replacing Transmission Case Bushing, INSPECTION Inspect the case for cracks and stripped threads. Inspect the gasket surfaces and mating surfaces for burrs. Check the vent for obstructions, and check all fluid passages for cobstructions and leakage (Fig. 42). Inspect the case bushing for scores. Check all parking linkage parts for wear or damage. fa taansmission case thread is damaged, service kits may bbe purchased from local jobbers. To repair a damaged thread, the following procedures should be carefully followed 1. Drill out the damaged threads using the same drill size as the thread OD. For example, use a $/16 inch drill for 25/16 I8 thread, 2, Select the proper special tap and tap the drilled hole. ‘The tap is marked for the size of the thread being re paired, Thus, the special tap marked 5/16 18 will not cout the same’ thread as a standard 5/16 18 tap. It does ccut a thread large enough to accommodate the insert, and after the insert is installed the original thread size (5/16 18) is restored, 3. Select the proper coil inserting tool. These tools are ‘marked with the thread size being repaired, Place the insert on the tool and adjust the sleeve to the Jength of the insert being used. Press the insert against the face of the tapped hole, Turn the wol cluckwise amd wind the insert into the hole until the insert is 1/2 turn below the face: 4, Working through the insert, bend the insert tang straight up and down until it breaks off at the notch 5. Improperly installed inserts can be removed with the fextractar tool. Place the extractor tool in the insert so that the blade rests against the top coil 1/4 to 1/2 tum away from the end of the coil. Tap the tool sharply with a hammer so that the blade cuts into the insert. Exert downward pressure on the tool and turn it counter clockwise until the insert is removed,DISASSEMBLY AND REASSEMBLY PROCEDURE INSPECTION (Conti) TOOL — 1175AC TOOL—TSOT-100-A 1927-28 Fig. 64 - Removing Extension Housing Seal DISASSEMBLY OF COMPONENTS During the repair of the subassemblies, certain general in- structions which apply to all units of the transmission must be followed. These instructions are given here to avoid un- necessary repetition. Handle all transmission parts carefully to avoid nicking or bburring the bearing or mating surfaces. ‘Clean the parts with suitable solvent and use moisture-free air to dry off all parts and clean out fluid passages. ‘The composition clutch plates, control valve body-to- sereen gasket, bands and synthetic seals should not be cleaned in a vapor degreacer or with any type of detergent solution. To clean these parts, wipe them off with a lint free cloth. New clutch plates or bands should be soaked in the specified transmission fluid for fifteen minutes before being assembled. Lubricate all internal parts of the transmission with tris! mission fluid before assembly. Do not use any other lubri- ants except on gaskets and thrust washers which may be coated with petroleum jelly to facilitate assembly. Always install new gaskets when assembling parts of the transmission. Tighten all bolts and screws to the recommended torque. EXTENSION HOUSING Disassembly 1. Carefully remove the seal with the tools shown in Fig. 64. 2. Remove the bushing as shown in Fig. 65. Use the bush- ing remover carefully so that the spline seal is not damaged. Inspection 1. Inspect the hiousing for cracks. Inspect the gasket sur- face for burrs or warpage. 2. Inspect the bushing for scores or wear 3, Inspect the rear seal for hardness, cracks, or wear. If the seal shows wear or deterioration, replace the sea. 4, Inspect the seal counterbore and remove all burrs and seores with crocus cloth, EXTENSION HOUSING TOOL—T77L-7697-D Fig. 65 - Removing Extension Housing Bushing ‘Assembly 1. When installing @ new bushing, use the special tool shown in Fig. 66, BUSHING ‘T7TL-7697-C 4 EXTENSION HOUSING FPOo18 Fig. 66- Installing Extension Housing Bushing 2. Before installing a new seal, inspect the sealing surface of the U-joint yoke for scores. If scores are found, re- place the yoke. 3. Inspect the counterbore of the housing for burrs, Polish off all burrs with crocus cloth, 4, Install the seal into the housing with the tool shown in Fig, 67. The seal should be firmly seated in the bore. 3BDISASSEMBLY AND REASSEMBLY PROCEDURES EXTENSION HOUSING (Cont'd) Fig. 67- Installing Extension Housing Seal FRONT SERVO Disassembly 1. Remove the servo piston retsiner snap ring. ‘The servo piston is spring-loaded. Apply pressure to the piston ‘when removing the snap ring. 2. Remove the servo piston retainer, servo piston, and the refurn piston from the servo brady. It may be necensty to tap the piston stem lightly witha soft-faced hammer to separate the piston retainer from the servo body TOOL-T61L-7657-8 3. Remove all the seal rings, and remove the spring from the servo body. 4, Remove the actuating lever shaft and actuating lever. ‘The shaft is retained in the body by serrations on one fend of the shaft. These serrations cause a press fit at that end. To remove the shaft, press on the end opposite the serrations, digg uy | f. 0235628 Fig. 68 - Front Servo Disassembled Inspection 1. Inspect the servo body for eracks and the piston bore and the servo pistons stem for scores (Fig, 68). Check tuia passages for obstructions 2, Inspect the actuating lever for free movement and wear. If necessary to replace the actuating lever or shaft, re~ move the retaining pin and push the shaft out of the bracket 4 Inspect the adjusting serew threads and the threads in the lever. 4, Check the servo spring and servo band strut for distortion. ou 5. Inspect the servo band lining for excessive wear and bonding to the metal. The band should be replaced if severely worn. 6. Inspect the band ends for cracks and check the band for distonion. Assembly 1, Install the actuating lever and shaft, if previously removed. 2. Lubricate all parts of the front servo with transmission fluid to facilitate assembly,DISASSEMBLY AND REASSEMBLY PROCEDURES FRONT SERVO (Cont'd) 3. Install the inner and outer O-rings on the piston re- tainer. Install a new O-ring on the return piston and on the servo piston (Fig. 68). Fig. 69 shows correct piston details FRUNT SEHVU CUNPUNENTS IDENTIFICATION FUX AUTOMATIC TRANSMISSION Tin: im. Moet Uage [Retainer | Paton a |e TPIT pam Pa (ALL) [TPTTIBEA D27641F Fig. 69 - Front Servo Component Identification 4. Position the servo piston release spring in the servo body. ‘5. Install the servo piston, retainer, and return piston i the servo body as an assembly. 6. Compress the assembly into the body, and secure it with the snap ring. Make sure the snap ring. is fully seated in the groove, 7. Install the adjusting screw and locknut in the aetuating lever if they were previously removed. REAR SERVO Disassembly 1, Remove the servo actuating lever shaft retaining pin with a 3mm (1/8 inch) punch. Remove the shatt and actuating lever. 2. Press down on the servo spring retainer, and remove the snap ring. Release the pressure on the retainer slowly to prevent the spring from flying 0 3. Remove the retainer and servo spring (Fig. 70). 4, Force the piston out of the servo body with air pres- sure, Hold gue Ira! over die piston w prevent daniage: 5. Remove the piston seal ring. Inspection 1. Inspect the servo body for cracks, and the piston bore and servo piston for scores (Fig. 70). Check fluid pas- sages for obstructions, 2. Check the servo lever for wear. 3. Check the piston return spring for distortion and servo band strut for wear, 4, Inspect the servo band lining for excessive wear and bonding to metal. The band should be replaced if se- verely worn ‘5. Inspect the band and the struts for distortion. Inspect, the band ends for cracks. 6, Check the servo body to case mating surface for burrs Cheek the accumulator piston and the check valve for freedom of movement. Check the actuating lever socket for scores. 7. Replace damaged seals, Assembly 1, Install a new seal ring on the servo piston. 2,-Install the piston in the servo body (Fig. 70). Lubricate the parts to facilitate assembly. .- Anstall the servo spring with the small coiled end against the servo piston. 4, Install the spring retainer. Compress the spring with a C-clamp. Then install the snap ring. The snap ring mut be fully ceated in the groove, 5. Install the actuating lever, with the socket in the lever bearing on the piston stem. 6. Install the actuating lever shaft, aligning the retaining pin holes, and install the pin. 7. Cheek the acmating lover for free movement 70 Rear Scr w DisassembleDISASSEMBLY AND REASSEMBLY PROCEDURES CONTROL VALVE BODY During the disassembly of the control valve assembly, avoid damage ta valve parts and keep the valve parts clean Place the valve assembly on a clean shop towel while per- forming the disassembly operation. Do not separate the upper and lower valve bodies and cover until after the valves have been removed. Disassembly 1, Remove the manual valve (Fig. 71). 2. Remove the throttle valve body and the separator plate. Be careful not to lose the check ball when re- ‘moving the separator plate from the valve body. Re- ‘move the throttle valve and plug. 3. Remove one serew attaching the separator plate tothe lower valve body. Remove the upper body front plate. The plate is springdoaded. Apply pressure to the plate while removing the attaching serews. 4, Remove the compensator sleeve and plug, and re= move the compensator valve springs. Remove the ‘compensator valve. ‘5. Remove the throttle boost short valve and sleeve. Re- ‘move the throttle boost valve spring and valve. 6. Remove the downshift valve and spring. 7, Remove the upper valve body rear plate. 8, Remove the compensator cut back valve. 9. Remove the lower body side plate (Fig. 71). The plate is spring-loaded. Apply pressure to the plate while re- moving the attaching serews. 10. Remove the 1-2 shift valve and spring. Remove the inhibitor valve and spring 11, Remove the two screws attaching the separator plate to the cover. Remove the lower body end plate. The ‘end plate is spring-loaded, Apply pressure to the plate ‘hile removing the attaching serews. 12, Remove the low servo lockout valve, low servo modu- lator valve, and spring. 13, Remove the 2-3 delay and throttle reducing valve sleeve, the throttle reducing valve, spring, and the 2-3 shift delay valve. The reducing valve sleeve is lightly staked! in the valve hody hore. To remove the sleeve use a blunt instrument against the end of the 2-3 shift valve and push the sleeve from its bore. Remove the 2-3 shift valve spring, spring retainer, and valve. 14, Remove the transition valve spring and valve. 15, Remove the plate (Fig. 71) from the valve body cover. 16, Remove the check ball spring and check ball. 17, Remove the 1-2 shift accumulator valve spring re- tainer from the cover. Remove the spring, 1-2 shift ac- cumulator value and 1-2 shift accumulator lockout valve. 18, Remove the through bolts and screws. Then, separate the bodies. Remove the separator plates from the valve bodies and cover. Be careful not to lose the check balls, Inspection 1, Thoroughly ele nicks or burrs. and inspect all valves and bores for 2. Inspect the bores for heavy seratches or gouges. 3. If a particular valve was difficult to remove, check that shuttle valve in particular and remove any burrs or nicks, 4. Polish the valve bore lightly with 400-600 grit, wet or dry sandpaper or No. 600 crocus cloth rolled loosely. Turn the cloth in the direction of unrolling within the bore, ‘5. Only very minimal pressure should be used to prevent “Rounding-out™ the bore ‘6, Simallet dr deeper bores can be polished by wrapping the shop paper around a wooden dowel or plastic barrel ball point pen. Assembly 1. Dip all parts in fresh transmission fluid to ease assem- bly. Arrange all parts in their correct positions (Fig. 71), Rotate the valves and plugs when inserting them in ‘thelr bores, to avold shearing of soft body castings. 2. Place the check ball in the upper body as shown in Fig. 72, Then, position the separator plate on the body. 3. Position the lower body on the upper body, and start Int da not tighten the attaching screws, 4, Position the cover and separator plate on the lower body. Start the four through bolts. 5. Align the separator with the upper and lower valve body attaching bolt holes. Install and tighten the four valve body bolts to specication. Excessive tightening oof these bolts may distort the valve bodies, causing valves or plugs to stick. 6. Install the check ball and spring in the cover. Install the plate,DISASSEMBLY AND REASSEMBLY PROCEDURES SIOEPLATE— 7700 ‘TWROTTLE poosT SHORT === ° WAMUAL VALVE 70380 ‘TWHOTTLE Boost VALE le in son ——— RE ORC Fig. 71 Control Valve Body DisassembledAssembly (Cont'd) DISASSEMBLY AND REASSEMBLY PROCEDURES CONTROL VALVE BODY (Cont'd) 10, a Fig. 72- Cheek Valve Locations Insert the 1-2 shift accumulator lockout valve, 1-2 shift accumulator valve, and spring in the cover. In- stall the valve spring retainer. Install the transition valve and spring in the lower body. Install the 2-3 shift valve spring retainer and spring Install the 2-3 shift delay valve, spring, and throttle reducing valve in tho sloove. Slide the assembly into position in the lower body. Do not restake the sleeve, Install the low servo lockout valve spring. Install the low servo modulator and low servo lockout valves. In- stall the lower body end plate, Install the inhibitor valve epring and valve in the Tower body, Install the 1-2 shift valve spring and valve, Install the lower body side plate. . Install the compensator cutback valve in the upper body: Install the upper body rear plate |. Install the downshift valve and spring in the body. Install the throttle boost valve and spring. Install the throttle boost short valve and sleeve. 16. Install the compensator valve, inner and outer com- ppensator springs, and the compensator sleeve and plug. 17, Position the front plate. Apply pressure to the plate while installing the two attaching screws. 18. Install the throttle valve, plug, and check ball in the throttle valve body. Position the separator on the up- per body and install the throttle valve body. Install the three attaching screws. 19. Install four screws attaching the cover to the lower body, two screws attaching the separator plate to the ‘upper body, and one screw attaching the separator plate to lower body. Tighten the cover and body serews to specification. 20. Install the manual valve. PRESSURE REGULATOR Disassembly 1. Remove the valves from the regulator boy 2. Remour the regulator havly caver attaching serews, and remove the cover (Fig. 73) 3. Remove the separator plate. 4, Wash all parts thoroughly in clean solvent and blow dry ‘with moisture free compressed ait. Inspection 1. Inspect the regulator body and cover mating surface for burrs. 2. Check all fluid passages for obstructions. 3 Inspect the control pressure and converter pressure valves and bores for burs and scores. Remove ll burs catefully with crocus cloth 4, Check free movement of the valves in their bores. The valves should fall freely into the bores when both the valve and bore are dry 5. Inspect the valve springs and spacers for distortion Assembly 1. Position the separator plate on the regulator cover. 2. Position the mgulntor caver and separator plate on the regulator body, and install the attaching screws. Tighten the screws to specification. 3. Insert the valves in the pressure regulator body (Fig 2).DISASSEMBLY AND REASSEMBLY PROCEDURES PRESSURE REGULATOR (Cont'd) = ia Phil Lath Di965-26. Fig. 73- Pressure Regulator Disassembled DOWNSHIFT AND MANUAL LINKAGE Disassembly 1. Remove the outer downshift lever shaft nut and lock- ‘washer. Then remove the outer downshift lever. 2. Remove the inner downshift lever and shaft assetibl. Remove the downshift shaft seal from the counterbore in the manual lever shaft, 3. Remove the cotter pin from the parking pawl toggle operating rod and remove the clip from the toggle lift lever pin. Remove the parking pawl operating rod and toggle lift lever assembly. 4. Rotate the manual shaft until the detent lever clears the detent plunger. Then remove the detent plunger and spring. Do not allow the detent plunger to fly out of the 5. Remove the manual lever shaft nut, and remove the detent lever. Kemove the outer manual lever and shaft from the transmission case. 6. Tap the toggle lever sharply toward the rear of the case to remove the plug and pin 7. Rersove the pawl pin by working the pew! beck and forth. Remove the pawl and toggle lever assembly, and then disassemble, 8. Remove the manual shaft seal and case vent tube Ingpection 1, Check all parts for wear and replace as necessary. 2. Check pawl return spring, detent spring ancl toggle operating lever rod assembly for distortion, Assembly 1, Coat the outer diameter of a new manual shaft seal with sealer, then install the seal in the case with a driver. 2, Install the vent tube in the transmission case. 3. Assemble the link to the pawl with the paw! link pin, land paw! return spring. Assemble the toggle lever 10 the link with the toggle link pin. Position the paw! re- ‘umn spring over the toggle link pin, and secure in place with the retainer and the small retainer clip (Fig. 74). Install the assembly in the transmission case by install- ing the pawl pin and the toggle lever pins. Press in he retaining plug tightly against the toggle lever pin. In- stall the torsion lever assembly. Position the spring on the torsion lever with a screwdriver. Make certain that SS BEA sonar ema ey rooms venoms "eae Fig, = Trannnsion Cane Gontra Clakage »