lock FORD MUSTANG 1969 Volume One Chassis

07-01-06
General Transmission Service

07-01-06

MAKE MARK HERE

BELLOWS INTACT
BELLOWS FAILED

FIG. 9—Checking Vacuum Unit Bellows

tester equipped with a vacuum pump

(Fig. 8). Set the regulator knob so

that the vacuum gauge reads 18 inches

with the end of the vacuum hose

blocked off.

Then connect the vacuum hose to

the transmission vacuum unit. If the

gauge still reads 18 inches, the vacuT

urn unit diaphragm is not leaking. As

the hose is removed from the trans-

mission vacuum unit, hold a finger

over the end of the control rod. When

the hose is removed, the internal

spring of the vacuum unit should push

the control rod outward.

ALTITUDE

COMPENSATING-TYPE

The vacuum diaphragm should be

checked for ruptured or damaged bel-

lows.
Check the diaphragm assembly

as follows:

1.
Remove the diaphragm and

throttle valve rod from the transmis-

sion.

2.
Insert a rod into the diaphragm,

making sure that the rod is buttonec

in the hole. Make a reference mark on

the rod where it enters the diaphragm

hole.

3.
Hold the assembly in such a way

that the end of the rod is resting on

the weighing surface of a scale (Fig.

9).

4.
Gradually press down on the dia-

phragm assembly until the rod is

pressed into the diaphragm body. If

the reference mark on the rod is still
visible with 12 pounds of force regis-

tered on the scale, the bellows are in-

tact. If the mark disappears before 4

pounds of force is exerted, the bellows

have failed and the diaphragm must

be replaced. If the bellows are intact,

then perform various pressure checks.

SHIFT POINT CHECKS

Check the minimum throttle up-

shifts in D. The transmission should

start in first gear, shift to second, and

then shift to third, within the shift

points specified in the specification

section.

While the transmission is in third

gear, depress the accelerator pedal

through the detent (to the floor). The

transmission should shift from third to

second or third to first, depending on

the vehicle speed.

Check the closed throttle downshift

from third to first by coasting down

from about 30 mph in third gear. The

shift should occur within the limits

specified in the specification section.

When the selector lever is at 2, the

transmission can operate only in sec-

ond gear.

With the transmission in third gear

and road speed over 30 mph, the

transmission should shift to second

gear when the selector lever is moved

from D to 2 to 1. The transmission

will downshift from second or third to

first gear when this same manual shift

is made below approximately 25 mph

with a C4 transmission, 30 mph with
D 1791.A

a C6 transmission or 35 mph with an

FMX transmission. This check will

determine if the governor pressure and

shift control valves are functioning

properly.

During the shift point check opera-

tion, if the transmission does not shift

within specifications or certain gear

ratios cannot be obtained, refer to the

Ford Car and Truck Diagnosis Manu-

al to resolve the problem.

AIR PRESSURE CHECKS

A NO DRIVE condition can exist,

even with correct transmission fluid

pressure, because of inoperative

clutches or bands. Erratic shifts could

be caused by a stuck governor valve.

The inoperative units can be located

through a series of checks by subst-

ituting air pressure for the fluid pres-

sure to determine the location of the

malfunction.

To make the air pressure checks,

drain the transmission fluid and re-

move the oil pan and the control valve

body assembly. The inoperative units

can be located by introducing air pres-

sure into the transmission case passa-

ges leading to the clutches, servos, and

governor (Figs. 10, 11 or 12).

HYDRAULIC SYSTEM BENCH

TESTS (FMX TRANSMISSION)

After the transmission has been as-

sembled and is ready for installationprocarmanuals.com

07-01-08
General Transmission Service

07-01-08

3.
Install the bench testing tool on

the transmission.

4.
Remove the
1/8-inch
pipe plug

at the transmission case. Turn the

front pump in a clockwise direction at

75-100 rpm until a regular flow of

transmission fluid leaves the hole in

the transmission case. This operation
bleeds the air from the pump.

5.
Install the pressure gauge (77820

or T57L-77820-A) as shown in Fig.

13.

PRESSURE TESTS

Turn the front pump at 75-100 rpm
and note the gauge readings. The

pressure readings on the bench test

must be within the limits as outlined

in Figure 13, for the engine idle check.

If pressure gauge readings are with-

in limits in all selector lever positions,

install the vacuum diaphragm control

rod unit.

COMMON ADJUSTMENTS AND REPAIRS

TRANSMISSION FLUID DRAIN

AND REFILL

Normal maintenance and lubrica-

tion requirements do not necessitate

periodic automatic transmission fluid

changes.

If a major repair, such as a clutch

band, bearing, etc., is required in the

transmission, it will have to be re-

moved for service. At this time the

converter, transmission cooler and

cooler lines must be thoroughly

flushed to remove any dirt.

When filling a dry transmission and

converter, install five quarts of fluid.

Start the engine, shift the selector

lever as outlined below, and check and

add fluid as necessary.

Following are the procedures for

partial drain and refill due to in-

vehicle repair operation.

C4 TRANSMISSION

1.
On PEA models, disconnect the

fluid filler tube from the transmission

oil pan to drain the fluid.

On PEB and PEE models, loosen

the pan attaching bolts to drain the

fluid from the transmission.

2.
When the fluid has stopped

draining from the transmission, re-

move and thoroughly clean the pan

and the screen. Discard the pan gas-

ket.

3.
Place a new gasket on the pan,

and install the pan on the transmis-

sion.

4.
On PEA models, connect the

filler tube to the pan and tighten the

fitting securely.

5.
Add three quarts of fluid to the

transmission through the filler tube.

6. Run the engine at idle speed for

about two minutes, and then run it at

fast idle speed (about 1200 rpm) until

it reaches it's normal operating temp-

erature. Do not race the engine.

7.
Shift the selector lever through

all the positions, place it at P, and

check the fluid level. The fluid level

should be above the ADD mark. If
necessary, add enough fluid io the

transmission to bring the level be-

tween the ADD and FULL marks on

che dipstick. Do not overfill the trans-

mission.

FMX OK C6

TRANSMISSION

1.
Raise the vehicle on a hoist or

jack stands.

2.
Place a drain pan under the

transmission.

3.
Loosen the pan attaching bolts

to drain the fluid from the transmis-

sion.

4.
After the fluid has drained to the

level of the pan flange, remove the

rest of the pan bolts working from the

rear and both sides of the pan to

allow it to drop and drain slowly.

5.
When the fluid has stopped

draining from the transmission, re-

move and thoroughly clean the pan

and the screen. Discard the pan gas-

ket.

6. Place a new gasket on the pan,

and install the pan on the transmis-

sion.

7.
Add three quarts of fluid to the

transmission through the filler tube.

8. Run the engine at idle speed for

about two minutes, and then run it at

fast idle speed (about 1200 rpm) until

it reaches normal operating tempera-

ture.
Do not race the engine.

9. Shift the selector lever through

all the positions, place it at P, and

check the fluid level. The fluid level

should be above the ADD mark. If

necessary, add enough fluid to the

transmission to bring the level be-

tween the ADD and FULL marks on

the dipstick. Do not overfill the trans-

mission.

OIL COOLER TUBE

REMOVAL AND INSTALLATION

When fluid leakage is found at the

oil cooler, the cooler must be re-

placed. Cooler replacement is de-

scribed in the Cooling System Section

of Group 11.
When one or more of the fluid

cooler steel tubes must be replaced,

each replacement tube must be fabri-

cated from the same size steel tubing

as the original line.

Using the old tube as a guide, bend

the new tube as required. Add the

necessary fittings, and install the tube.

After the fittings have been tight-

ened, add fluid as needed, and check

for fluid leaks.

VACUUM DIAPHRAGM

ADJUSTMENT NON-ALTITUDE

COMPENSATING TYPE

The C4 and C6 transmissions are

equipped with an adjustable vacuum

diaphragm assembly. A similar ad-

justable diaphragm has been released

for service with the FMX transmis-

sion. However, the FMX service dia-

phragm is not interchangeable with

that used on C4 and C6 models.

The vacuum diaphragm assembly

has an adjusting screw in the vacuum

hose connecting tube (Fig. 14).

SPRING

SEAT

THIS CLEARANCE CHANGED

BY ADJUSTING SCREW

D1830-A

FIG. 14—Adjustable Vacuum Unit

The inner end of the screw bears

against a plate which in turn bears

against the vacuum diaphragm spring.

All readings slightly high or all

readings slightly low may indicate the

vacuum unit needs adjustment to cor-

rect a particular shift condition.procarmanuals.com

07-01-09

General Transmission Service

07-01-09

For example, on a C4 transmission,

if the pressure at 10 inches of vacuum

was 120 psi and the pressure at 1.0

inch of vacuum was 170 psi, and up-

shifts and downshifts were harsh, a di-

aphragm adjustment to reduce the di-

aphragm assembly spring force would

be required.

If the pressure readings are low, an

adjustment to increase diaphragm

spring force is required.

To increase control pressure, turn

the adjusting screw in clockwise to re-

duce control pressure, back the adjust-

ing screw out by turning it counte-

rclockwise. One complete turn of the

adjusting screw (360 degrees) will

change idle line control pressure ap-

proximately 2-3 psi. After the adjust-

ment is made, install the vacuum line

and make all the pressure checks as

outlined in the Specification Section.

The diaphragm should not be ad-

justed to provide pressure below the

ranges shown in the Specification Sec-

tion in order to change shift feel. To

do so could result in soft or slipping

shift points and damage to the trans-

mission.

ALTITUDE

COMPENSATING TYPE

The altitude—compensating di-

aphragm is provided with an adjust-

ment screw located in the vacuum

connecting tube (Fig. 15). The adjus-

table feature allows control and TV

pressures to be adjusted (within limits)

to correct soft or harsh shift feel.

Control and TV pressures are in-

creased or decreased by turning the

adjusting screw.

Before replacing or adjusting the di-

aphragm, it must first be determined

that the pressure or vacuum is actual-

ly out of specification and that the

cause of the problem is not due to

other items within the transmission or

vacuum connecting lines.

If the tests outlined in the Specifi-
cation Section have been performed

and pressures are within specification

but shift feel is unsatisfactory, or if

the pressure is too high or too low at

10 inches of vacuum, the vacuum di-

aphragm may be adjusted to improve

the shift feel.

If shifts are excessively harsh, the

diaphragm should be adjusted to re-

duce control pressure by backing off

the adjusting screw (counterclock-

wise).
If shift quality is extremely soft,

control pressure should be increased

by turning the adjusting screw inward

(clockwise).

To adjust the vacuum diaphragm to

compensate for harsh shift quality,

first check control pressure in D, 2

and 1 at 10 inches manifold vacuum

and note the pressure reading ob-

tained. Remove the T-fitting from the

vacuum hose and back off the adjust-

ing screw (counterclockwise) by one

full turn. Each full turn will reduce

control pressure by approximately 2

1/2 psi at 10 inches of vacuum. Test

the vehicle for shift feel. If shift quali-

ty is still harsh, a further adjustment

should be made to reduce control

pressure. However, control pressure

should not be reduced below the speci-

fication shown for 10 inches of vacu-

um. If control pressure has been re-

duced to the low limit and shift feel is

still excessively harsh, the clutches and

band should be checked for correct

operation.

To adjust the vacuum diaphragm to

compensate for extremely soft shifts,

record the control pressure reading at

10 inches of vacuum in D, 2 and 1,

then make an initial adjustment of

one full turn inward (clockwise). Test

the vehicle for shift feel and again ad-

just the diaphragm, if necessary. Con-

trol pressure at 10 inches of vacuum

must not exceed the high limit shown

in the Specification Section.

When the necessary adjustments

have been completed and shift feel is

satisfactory, repeat all the tests out-

ADJUSTING

SCREW

PRIMARY

THROTTLE VALVE
DIAPHRAGM

SPRING

D 1639-A

FIG. 15—Altitude Compensating Type Vacuum Diaphragm
lined in the Specification Section. All

tests must be within specifications.

The adjustable vacuum unit must not

be used to allow for adjusting control

or TV pressures that are out of speci-

fications. If these pressures are found

to be out of specifications the cause

must be determined and corrected bef-

ore making any adjustment.

NEUTRAL START SWITCH

ADJUSTMENT AND

REPLACEMENT—COLUMN SHIFT

There are two types of column-

mounted neutral start switches: A and

B.
Type A switch has a parking brake

brake-release vacuum valve. Type B

switches do not have a vacuum valve.

The switches differ in appearance but

not in operation. Both switches are

actuated by a removable steel lever,

which is installed in the shifter tube

within the steering column assembly.

The following procedures outline the

steps necessary to correctly adjust and

replace the neutral start switch.

SWITCH ADJUSTMENT

Neutral Position

1.
With the selector lever held light-

ly against the neutral stop, attempt to

start the engine. If the engine starts

while holding the lever but does not

start when the lever is released, the

shift linkage should be adjusted. If the

engine does not start in either condi-

tion, adjust the switch.

2.
To adjust the switch in neutral,

place the transmission selector lever

against the stop of the neutral detent

position.

3.
Loosen the two retaining screws

that locate the switch on the steering

column (Fig. 16).

4.
With the selector lever against

the neutral stop, rotate the switch

until a start in the neutral position is

obtained. Then, tighten the switch at-

taching screws to 20 in-lbs torque.

5.
With the switch properly adjust-

ed in neutral, place the selector lever

in the 1 position and push the park

reset button (Fig. 16) to the left

(counterclockwise) until it stops. The

park reset must be performed when-

ever the switch has been adjusted.

Park Position

1.
Place the selector lever in the

park position, release the lever and at-

tempt to start. If the engine does not

start, reset the park adjustment.procarmanuals.com

07-01-10
General Transmission Service

07-01-10

2.
To adjust the switch for the park

position, place the transmission selec-

tor lever in 1 and push the park reset

button (Fig. 16) to the left (counter-

clockwise) until it stops.

3.
Check the operation of the

switch in each selector lever position.

The starter should engage in only the

neutral and park positions. Be sure to

perform
the
park reset
if for any rea-

son
the
neutral switch
is
adjusted.

If,
after performing
the
switch
ad-

justments,
the
starter still will
not en-

gage
in the
neutral
or
park positions,

replace
the
switch. Never replace
the

neutral switch until
the
switch adjust-

ments have been made.

SWITCH REPLACEMENT

1.
Disconnect the neutral start

switch wires at the plug connector.

2.
Disconnect the vacuum hoses, if

so equipped.

3.
Remove the two screws securing

the neutral start switch to the steering

column and lift the switch from the

column.

Check the column to be sure the

metal switch actuator is secure to the

shift tube and that it is seated as far

forward against the shift tube bearing

as is possible. Also check for a broken

or damaged actuator. If it is broken

or damaged, replace it as shown in

Figure 17.

4.
Before installing a new switch to

the column, check to see that the red

neutral position gauge inserted in the

neutral pinning hole. If the pin is

missing, align the two holes at the

neutral pinning hole on top of the

switch and install a No. 43 drill or

0.092-0.093 inch gauge pin.

5.
While holding the selector lever

against the stop in the neutral detent
ACTUATOR LEVER INSTALLED

WHEN INSTALLING
THE
ACTUATOR

LEVER
BE
SURE THAT
IT
1$ SEATED

AS
FAR
FORWARD AGAINST
THE
SHIFT

TUBE BEARING
AS IS
POSSIBLE.
FORWARD

D2019-A

FIG. 17—Removing
or
Installing Neutral Start Switch Actuator Lever

position, place the switch on the col-

umn and install the two attaching

screws. Tighten the screws to 20 in-lbs

torque.

6. Remove the gauge pin (or No.

43 drill if used).

7.
Connect the switch wires to the

plug connector and check for a start

in the neutral position. The starter

should engage with the selector lever

against the neutral stop. If not, loosen

the attaching screws and move the

switch just enough to engage the start-

er. Tighten the screws to 20 in-lbs tor-

que.

8. With the switch properly adjust-
ed in neutral, push the park reset but-

ton (Fig. 16) to the left (counterclock-

wise) until it stops. The park reset

must be performed whenever the

switch has been adjusted or replaced.

9. To adjust the switch for the park

position, place the transmission selec-

tor lever in 1 and push the park reset

button (Fig. 16) to the left (counter-

clockwise) until it stops.

10.
Connect the vacuum hoses to

the switch, if so equipped.

11.
Check the operation of the

switch in each selector lever position.

The starter should engage in only the

neutral and park detent positions.

NEUTRAL SWITCH-TYPE
A

(USED
ON
VEHICLES WITH VACUUM

OPFRATED PARKING BRAKE)
NEUTRAL SWITCH-TYPIE
B

(USED
ON
VEHICLES WITHOUT VACUUM

OPERATED PARKING BRAKE)

ATTACHING

FIG.
16—Ad
justing Neutral Switch—Column Shift
D2018-Aprocarmanuals.com

07-01-12
General Transmission Service

07-01-12

the transmission,
any
metal particles

or clutch plate
or
band material that

may have been carried into
the
cooler

should
be
removed from
the
system
by

flushing
the
cooler
and
lines before

the transmission
is put
back into serv-

ice.
In no
case should
an
automatic

transmission having
a
clutch
or
band

failure
or
other internal trouble result-

ing
in
fluid contamination,
be put

back into service without first flushing

the transmission
oil
cooler.

To flush
the oil
cooler, follow
the

instruct!
on >
provided with
the
Rotun-

da Automatic Transmission Torque

Converter
and
Cooler Cleaner
LRE-

60081.

INSPECTION

TURBINE
AND
STATOR
END

PLAY CHECK

A special tool
(Fig. 19)
must
be

used
to
check
the
condition
of the

converter. This special tool
is
used
to

check
the
turbine
and
stator
end
play

and
the
operation
of the
one-way
sta-

tor clutch.

CRUISE-O-MATIC

Too/-T58L-7902-A

C-4 AND C-6 TRANSMISSION

Tool-T59P.7902.Bor 7937-B

ON C-4 AND C-6 TRANSMISSION

Tool-T64L-7902-A
D
1499-E

FIG. 19—Converter Checking Tool

1.
Insert
the
tool (Fig.
19)
into
the

converter pump drive
hub
until
it
bot-

toms.

2.
Install
the
guide over
the con-

verter pump drive
hub.
3.
Expand
the
split fiber bushing
in

the turbine spline
by
tightening
the

adjusting
nut.
Tighten
the
adjusting

nut until
the
tool
is
securely locked

into
the
spline.

4.
Attach
a
dial indicator
to the

tool (Fig.
20 or
21). Position
the
indi-

cator button
on a
converter pump

drive
hub, and set the
dial face
at 0

(zero).

5.
Lift
the
tool upward
as far as it

will
go and
note
the
indicator reading.

The indicator reading
is the
total
end

play which
the
turbine
and
stator

share.
If the
total
end
play exceeds

the limits specified
in
Part 7-5, replace

the converter unit.

6. Loosen
the
adjusting
nut to
free

the split bushing,
and
then remove
the

tool from
the
converter.

STATOR ONE-WAY CLUTCH

CHECK

1.
Install
the
stator outer race hold-

ing tool
in one of the
four holes
pro-

vided
in the
stator (Fig.
20 or 21).

2.
Insert
the
tool
in the
converter

pump drive hub.
As the
tool enters
the

converter,
the
pins will engage
the sta-

tor clutch inner race spline.

3.
Place
a
torque wrench
on the

tool (Fig.
20 or
21).
The
tool (and
sta-

tor inner race) should turn freely

clockwise (from
the
pump drive
hub

inside
the
converter).
It
should lock
up

and hold
a 10
ft-lb pull when
the

wrench
is
turned counterclockwise.

Try
the
clutch
for
lockup
and
hold
in

at least five different locations around

the converter.
On
the
C4
or C6
Auto-

matics,
the
metal ring holding
the

locking tool will have
to be
held
by

hand during this check.

4.
If the
clutch fails
to
lock
up and

hold
a 10
ft-lb torque, replace
the

converter unit.

STATOR
TO
IMPELLER

INTERFERENCE CHECK

1.
Position
the
front pump assem-

bly
on a
bench with
the
spline
end of

the stator shaft pointing
up
(Fig.
22).

2.
Mount
a
converter
on the
pump

so that
the
splines
on the
one-way

clutch inner race engage
the
mating

splines
of the
stator support,
and the

converter
hub
engages
the
pump drive

gear.

3.
While holding
the
pump station-

ary, try
to
rotate the converter counter-

clockwise.
The
converter should
ro-

tate freely without
any
signs
of
inter-

ference
or
scraping within
the
convert-

er assembly.
4.
If
there
is an
indication
of
scrap-

ing,
the
trailing edges
of the
stator

blades
may be
interfering with
the

leading edges
of the
impeller blades.

In such cases, replace
the
converter.

STATOR
TO
TURBINE

INTERFERENCE CHECK

1.
Position
the
converter
on the

bench front side down.

2.
Install
a
front pump assembly
to

engage
the
mating splines
of
the
stator

support
and
stator,
and
pump drive

gear lugs.

3.
Install
the
input shaft, engaging

the splines with
the
turbine
hub (Fig.

23).

4.
While holding
the
pump station-

ary, attempt
to
rotate
the
turbine with

the input shaft.
The
turbine should
ro-

tate freely
in
both directions without

any signs
of
interference
or
scraping

noise.

5.
If
interference exists,
the
stator

front thrust washer
may be
worn,
al-

lowing
the
stator
to hit the
turbine.
In

such cases,
the
converter must
be re-

placed.

The converter crankshaft pilot

should
be
checked
for
nicks
or dam-

aged surfaces that could cause inter-

ference when installing
the
converter

into
the
crankshaft. Check
the con-

verter front pump drive
hub for
nicks

or sharp edges that would damage
the

pump seal.

OUTPUT SHAFT
AND

PRIMARY
SUN
GEAR SHAFT

(FMX TRANSMISSION)

1.
Inspect
the
thrust surfaces
and

journals
for
scores. Inspect
the
inter-

nal gear
for
broken
or
worn teeth.

2.
Inspect
the
aluminum sleeve
for

scores
or
leakage. Inspect
the
ring

grooves
for
burrs.

3.
Inspect
the
keyway
and
drive

ball pocket
for
wear,
and
inspect
the

splines
for
burrs, twist
or
wear.

4.
Inspect
the
output shaft sleeve

for alignment with
the
governor drive

ball (Fig.
24).

5.
Inspect
the
external parking gear

teeth
for
damage
and the
speedometer

drive gear teeth
for
burrs.

6.
If
either
the
output shaft
or
ring

gear
has
been replaced, place
the as-

sembled unit with
the
gear face down

on
the
bench, push
the
shaft down-

ward,
and
check
the
clearance
be-

tween
the top of the
snap ring
and its

groove
(Fig. 25).
If
this clearance
ex-

ceeds 0.002 inch, replace
the
snap ring

with
a
thicker ring
to
reduce
the
clear-

ance
to
less than 0.002 inch. Selectiveprocarmanuals.com

07-02-08
C4 Automatic Transmission

07-02-08

8. Install the outer downshift lever

and attaching nut, and torque the nut

to specification. Install the downshift

linkage rod to the downshift lever.

9. Install the switch wires. Connect

the wire multiple connector. Check

the operation of the switch in each de-

tent position. The engine should start

only with the transmission selector

lever in N (neutral) and P (park).

SELECTOR LEVER

REPLACEMENT—CONSOLE SHIFT

FORD-METEOR

1.
Raise the vehicle and disconnect

the link assembly from the selector

lever arm (Fig. 6).

2.
Lower the vehicle. Remove the

four screws and plates securing the se-

lector lever handle to the lever. Re-

move the handle and detent control.

3.
Remove the two screws from the

rear of the console top panel. Pull the

panel back to unhook it from the

front of the console and remove the

panel.

4.
Disconnect the neutral start

switch wires at the plug connector.

Disconnect the bulb socket from the

quadrant.

5.
Remove the four bolts that at-

tach the selector lever housing to the

floor pan and remove the selector

lever and housing.

6. Position the new selector lever

and housing assembly on the floor pan

and install the attaching bolts.

7.
Connect the bulb socket to the

quadrant and the neutral start switch

wires to the plug connector.

8. Raise the vehicle and secure the

link assembly to the selector lever arm

with the bushing, insulator, flat wash-

er and cotter pin (Fig. 6). Lower the

vehicle.

9. Place the console top panel on

the console and install the retaining

screws.

10.
Position the selector lever de-

tr*rtt control and handle on the selector

lever and secure with the four plates

and attaching screws.

FAIRLANE-MONTEGO

1.
Raise the vehicle on a hoist or

jack stands.

2.
Remove the retainer that secures

the manual linkage rod to the lower

end of the manual lever (Fig. 7).

3.
Remove the flat washer and two

insulator washers and disconnect the

rod from the arm.

4.
Working from inside of the vehi-

cle,
remove the selector lever handle

attaching screw. Lift the handle off

the selector lever.
DETENT PAWL

LOCK NUT

DETENT PAWL

ADJUSTMENT SCREW

DETENT PLATE

D 1644-A

FIG. 72—Typical Selector Lever Detent Pawl Adjustment

5.
Remove the console trim panel

from the top of the console. Remove

the console retaining screws and re-

move the console.

6. Remove the cover and dial indi-

cator as an assembly.

7.
Remove the four screws that se-

cure the selector lever retainer to the

selector lever housing. Lift the retainer

from the housing.

8. Disconnect the neutral start

switch wires at the plug connector.

Disconnect the bulb socket from the

selector lever housing.

9. Remove the three bolts that se-

cure the selector lever control housing

to the console. Lift the selector lever

housing from the console.

10.
Remove the selector lever to

housing attaching nut. Remove the

lever from the housing.

11.
Install the selector lever in the

housing and install the attaching nut.

Torque the nut to 20 to 25 ft-31bs.

12.
Install the selector lever handle.

13.
Position the selector lever as

shown in Figure 12. With a feeler

gauge, check the clearance between

the detent pawl and plate. The clear-

ance should be 0.005 to 0.010 inch. If

necessary adjust the height of the de-

tent pawl as shown in Figure 12.

14.
Remove the handle from the se-

lector lever.

15.
Position the selector lever hous-

ing in the console and install the three

attaching bolts. Do not tighten the at-

taching bolts at this time.

16.
Connect the bulb socket to the

selector lever housing and the neutral

start switch wires to the plug connec-

tor.

17.
Position the selector lever re-

tainer to the selector lever housing.

Install the four attaching screws.

18.
Install the cover and dial indi-

cator.
19.
Place the console in position

and install the retaining bolts. Tighten

the selector lever housing attaching

bolts.

20.
Position the console trim panel

and secure it with the attaching

screws.

21.
Install the handle and the but-

ton on the selector lever. Secure the

handle with the set screw.

22.
Secure the manual linkage rod

to the arm with two insulating wash-

ers,
a flat washer and a retainer (Fig.

7).

23.
Adjust the linkage as required.

J r the vehicle.

MUSTANG

1.
Raise the vehicle and remove the

manual lever control rod attaching nut

(Fig. 8).

2.
Lower the vehicle, remove the se-

lector lever handle attaching screw.

3.
Remove the dial housing attach-

ing screws and the housing.

4.
Remove the two pointer back-up

shield attaching screws and remove

the shield.

5.
Disconnect the dial indicator

light.

6. Remove the selector housing and

lever assembly attaching bolts. Re-

move the selector lever and housing.

7.
Remove the selector lever to

housing attaching nut. Remove the

lever from the housing.

8. Install the selector lever in the

housing and install the attaching nut.

Torque the nut to 20 to 25 ft-lbs.

9. Install the selector lever handle.

10.
Position the selector lever as

shown in Figure 12. With a feeler

gauge check the clearance between the

detent pawl and plate. The clearance

should be 0.005 to 0.010 inch. If nec-

essary adjust the height of the detent

pawl as shown in Figure 12.procarmanuals.com

07-02-09
C4 Automatic Transmission

07-02-09

11.
Remove the handle from the se-

lector lever.

12.
Install the selector housing and

lever assembly as shown in Figure 8.

Torque the attaching bolts 4-6 ft-lbs.

13.
Connect the dial indicator light.

14.
Install the pointer back-up

shield on the housing and lever assem-

bly.

15.
Install the dial housing and

tighten the attaching screws.

16.
Install the selector lever handle

and tighten the attaching screw.

17.
Position the selector lever in the

D position.

18.
Raise the vehicle. Install the

transmission manual lever rod to the

selector lever. Adjust the manual link-

age.

19.
Lower the vehicle and check the

transmission operation in each selo:c-

tor lever detent position.

BAND ADJUSTMENT

INTERMEDIATE BAND

1.
Clean all the dirt from the band

adjusting screw area. Remove and dis-

card the locknut.

2.
Install a new locknut on the ad-

justing screw. With the tool shown in

Fig. 13, tighten the adjusting screw

until the tool handle clicks. The tool is

a pre-set torque wrench which clicks

and overruns when the torque on the

adjusting screw reaches 10 ft-lbs.

I D1854-A

FIG. 13—Adjusting Intermediate

Band

Tool-T59P-77370-B

D1855-A

FIG. 14—Adjusting Low-Reverse

Band
3.
Back off the adjusting screw ex-

actly 1 3/4 turns.

4.
Hold the adjusting screw from

turning and torque the lock nut to

specification.

LOW-REVERSE BAND

1.
Clean all the dirt from the band

adjusting screw area. Remove and dis-

card the locknut.

2.
Install a new locknut on the ad-

justing screw with the tools shown in

Fig. 14, tighten the adjusting screw

until the tool handle clicks. The tool is

a pre-set torque wrench which clicks

and overruns when the torque on the

adjusting screw reaches 10 ft-lbs.

3.
Back off the adjusting screw ex-

actly 3 full turns.

4.
Hold the adjusting screw from

turning and torque the lock nut to

specification.

OIL PAN AND CONTROL

VALVE BODY REPLACEMENT

1.
Raise the vehicle so the trans-

mission oil pan is accessible.

2.
Drain the transmission fluid.

If the same fluid is to be used

again, filter the fluid through a 100

mesh screen. Re-use the fluid only if it

is in good condition.

3.
Remove the transmission fluid

pan attaching bolts, pan and gasket.

4.
Remove the valve body-to-case

attaching bolts (Fig. 25). Remove the

valve body from the case and the

transmission inner control levers.

5.
Refer to the Major Repair Oper-

ation for control valve body repair op-

eration.

6. Thoroughly clean and remove all

the gasket material from the pan and

the pan mounting face of the case. In-

stall the valve body to the case, engag-

ing the transmission inner control le-

vers with the valve body manual and

downshift valves.

7.
Install the eight valve body to

case attaching bolts. Torque the bolts

to specification. Operate the external

manual and downshift levers to check

for proper travel of the valve body

manual and downshift valves.

8. Place a new gasket on the pan.

Install the pan and attaching bolts.

Torque the bolts to specification. In-

stall the fluid filler tube if it was re-

moved. Torque the attaching nut to

specifications.

9. Lower the vehicle and fill the

transmission with fluid. Check the

transmission pan area for fluid leak-

age.
INTERMEDIATE SERVO

REPLACEMENT

1.
Raise the vehicle and remove the

four servo cover-to-case attaching

bolts.

2.
Remove the servo cover, gasket,

piston, and piston return spring. Re-

move the piston from the cover (Fig.

45).

3.
Remove the piston seals and

cover gasket.

4.
Install new piston seals on the

piston. Lubricate the piston seals with

clean transmission fluid. Install the

servo piston in the cover.

5.
Install the piston retvrn spring in

the case. Place a new gasicet on the

cover. Install the piston and cover into

the transmissic se. Use two 5/16

18 x 1 1/4 bolts, 180 degrees apart to

position the cover against the case.

6. Install the two servo cover at-

taching bolts. Remove the two 1 1/4

inch bolts and install two attaching

bolts.
Torque the bolts to specifica-

tion.

7.
Adjust the intermediate band.

Lower the vehicle and check the trans-

mission fluid level.

8. If the band can not be adjusted

properly, the struts are not in posi-

tion. Remove the pan and valve body.

Install the struts, valve body, pan, and

adjust the band. Refill the transmis-

sion with fluid.

LOW-REVERSE SERVO

PISTON REPLACEMENT

1.
Raise the vehicle on a hoist.

2.
Loosen the reverse band adjust-

ing screw lock nut. Tighten the reverse

band adjusting screw to 10 ft-lbs tor-

que.
(Tightening the screw will insure

that the band strut will be held against

the case by the band, preventing it

from falling down when the reverse

servo piston assembly is removed).

3.
Remove the four servo cover to

case attaching bolts. Remove the iden-

tification tag and vent tube retaining

clip.
Remove the servo cover and s»»^

from the case.

4.
Remove the servo piston from

the case. The piston seal cannot be re-

placed, without replacing the piston.

The seal is bonded to the piston.

5. To remove the piston from the

stem, insert a small screw driver in the

hole of the piston (Fig. 44). Remove

the piston attaching nut.

6. Position the accumulator spring

and spacer (Fig. 43) on the piston

stem. Make sure the crowned side of

the spring is facing toward the rod.

Install.a new piston on the piston re-

taining shaft. Install the attaching nut.

Torque the nut to specification.procarmanuals.com

07-02-13
C4 Automatic Transmission

07-02-13

4.
With the dial indicator contact-

ing the end of the input shaft, set the

indicator at zero (Fig. 27).

5.
Insert a screwdriver behind the

input shell (Fig. 27). Move the input

shell and the front part of the gear

train forward.

6. Record the dial indicator read-

ing. The end play should be 0.008 to

0.042 inch. If the end play is not with-

in specification, the selective thrust

washers (Fig. 28) must be replaced as

required. The selective thrust washers

can be replaced individually to obtain

the specified end play.

7.
Remove the dial indicator and

remove the input shaft from the front

pump stator support (Fig. 29).

REMOVAL OF CASE

AND EXTENSION

HOUSING PARTS

1.
Rotate the holding fixture to put

the transmission in a vertical position

with the converter housing up.

•?*

GEAR TRAIN

END PLAY

LIMITS

0.008-0.042

Tool-4201-C

D1864-A

FIG. 27—Checking End Play
TER HOUSING

D 1590-A

FIG. 29—Removing or Installing

Input Shaft

D1867-A

FIG. 30—Removing Front Pump

INTERMEDIATE BAND CLEARANCE

HOLE IN CASE

D1868-A

FIG. 31—Position of Intermediate

Band for Removal or Installation

SELECTIVE THRUST WASHERS

(FOR END-PLAY CORRECTION)

FRONT PUMP

STATOR SUPPORT
THRUST WASHER NO. 1

0.053-0.0575 Red

0.070-0.074 Green

0.087-0.091 Natural

0.104-0.108 Block

0.121-0.125 Yellow

NYLON SELECTIVE

"'THRUST WASHER

NO.
1

EI\
Jtth.
THRUST WASHER NO. 2

No.
Stamped Metal

Washer Thrust Washer

5 0.109-0.107

4 0.092-0.090

3 0.075-0.073

2 0.058-0.056

1 0.043-0.041

Metal Thrust

Washers are Same

SELECTIVE THRUST WASHER NO. 2

D 1865-C
2.
Remove the five converter

housing-to-case attaching bolts (Fig.

29).
Remove the converter housing

from the transmission case.

3.
Remove the seven front pump at-

INNER DOWNSHIFT

LEVER

INPUT SHELL

D1869-A

FIG. 32—
Lifting
Input Shell

and Gear Train

FORWARD

PART
OF

GEAR TRAIN

THRUST

WASHER

NO. 6

D1870-A

FIG. 33—Removing or Installing

Forward Part of Gear Train

FORWARD GEAR TRAIN ASSEMBLY

FIG. 28—Selective Thrust Washer Locations
Holding Fixture Tool—77530-A D1871-A

FIG. 34— Forward Part of Gear

Train Positioned in Holding Fixtureprocarmanuals.com

07-02-14
C4 Automatic Transmission

07-02-14

FORWARD CLUTCH
FORWARD CLUTCH FRONT PLANET CARRIER INPU^ SHELL

HUB AND

RING GEAR
SUN GEAR

REVERSE-HIGH CLUTCH
THRUST WASHER

NO.
5

FIG. 35—Forward Part of Gear Train Disassembled
D1872-A

taching bolts. Remove the front pump

by inserting a screwdriver behind the

input shell (Fig. 30). Move the input

shell forward until the front pump seal

is above the edge of the case.

Remove the front pump and gasket

from the case. If the selective thrust

washer No. 1 did not come out with

the front pump, remove it from the

top of the reverse-high clutch.

4.
Remove the intermediate and

low-reverse band adjusting screws

from the case. Rotate the intermediate

band to align the band ends with the

clearance hole in the case (Fig. 31).

Remove the intermediate band from

the case.

5.
Using a screwdriver between the

input shell and rear planet carrier

(Fig. 32), lift the input shell upward

and remove the forward part of the

gear train as an assembly (Fig. 33).

6. Place the forward part of the

gear train in the holding fixture shown

in Fig. 34.
7.
From the gear train in the hold-

ing fixture, remove the reverse-high

clutch and drum from the forward

clutch (Fig. 35).

8. If thrust washer No. 2 (Fig. 28)

did not come out with the front pump,

remove the thrust washer from the

forward clutch cylinder. Remove the

forward clutch from the forward

clutch hub and ring gear (Fig. 35).

9. If thrust washer No. 3 (Fig. 35)

did not come out with the forward

clutch, remove the thrust washer from

the forward clutch hub.

10.
Remove the forward clutch hub

and ring gear from the front planet

carrier (Fig. 35).

11.
Remove thrust washer No. 4

and the front planet carrier from the

input shell.

12.
Remove the input shell, sun

gear and thrust washer No. 5 from the

holding fixture.

13.
From inside the transmission

case (Fig. 33) remove thrust washer
No.
6 from the top of the reverse

planet carrier.

14.
Remove the reverse planet car-

rier and thrust washer No. 7 from the

reverse ring gear and hub (Fig. 36).

15.
Move the output shaft forward

and with the tool shown in Fig. 37 re-

move the reverse ring gear hub-

to-output shaft retaining ring.

16.
Remove the reverse ring gear

and hub from the output shaft. Re-

move thrust washer No. 8 from the

low and reverse drum.

17.
Remove the low-reverse band

from the case (Fig. 38).

18.
Remove the low-reverse drum

from the one-way clutch inner race

(Fig. 36).

19.
Remove the one-way clutch

inner race by rotating the race clock-

wise as it is removed.

20.
Remove the 12 one-way clutch

rollers, springs and the spring retainer

from the outer race (Fig. 36). Do not

lose or damage any of the 12 springs

REVERSE PLANET CARRIER
THRUST WASHER NO. 8
THRUST WASHER NO. 9

SPRING RETAINER

INNER RACE

THRUST WASHER NO. 6
LOW AND REVERSE DRUM
ONE-WAY

CLUTCH

SPRINGS (12)

AND ROLLERS (12)
OUTER RACE

D1394-A

FIG. 36—Lower Part of Gear Train Disassembledprocarmanuals.com

07-02-15

C4 Automatic Transmission

07-02-15

GOVERNOR DISTRIBUTOR

REVERSE RING GEAR

HUB RETAINING RING

D 2044-A

FIG.
37—Removing
or
Installing

Reverse
Ring Gear
Hub
Retaining

Ring

I®

LOW-RE'VERSE BAND

D1873-A

FIG.
38—Removing
or
Installing

Low-Reverse
Band

OUTPUT SHAFT

GOVERNOR

DISTRIBUTOR

SLEEVE

D1875-A

FIG.
39—Removing
or
Installing

Output
Shaft
and
Governor

Distributor
LOCK RING

D1876-A

FIG.
40—Removing
or
Installing

Governor
Distributor Snap Ring

or rollers.
The
outer race
of the one-

way clutch cannot
be
removed worn

the case until
the
extension housing,

output shaft
and
governor distributor

sleeve
are
removed.

21.
Remove
the
transmission from

the holding fixture. Position
the
trans-

mission
on the
bench
in a
vertical
po-

sition with
the
extension housing
up.

Remove
the
four extension housing-

to-case attaching bolts. Remove
the

extension housing
and
gasket from
the

case.

22.
Pull outward
on the
output

shaft
and
remove
the
output shaft
and

governor distributor assembly from

the governor distributor sleeve
(Fig.

39).

23.
Remove
the
governor distribu-

tor lock ring from
the
output shaft

(Fig.
40).
Remove
the
governor
dis-

tributor from
the
output shaft.
24.
Remove
the
four distributor

sleeve-to-case attaching bolts. Remove

the distributor sleeve from
the
case.

Do
not
bend
or
distort
the
fluid tubes

as
the
tubes
are
removed from
the

case with
the
distributor sleeve.

25.
Remove
the
parking pawl
re-

turn spring, pawl,
and
pawl retaining

pin from
the
case (Fig.
41).

26.
Remove
the
parking gear
and

thrust washer
No. 10
from
the
case.

27.
Remove
the six
one-way clutch

outer race-to-case attaching bolts with

the tool sh^'vn
in
Fig. 42.
As the
bolts

are removed, hold
the
outer race
lo-

cated inside
the
case
in
position.
Re-

move
the
outer race
and
thrust washer

No.
9
from
the
case (Fig.
36).

Too/-

T65P.7B456-8

D1879-A

FIG.
42—Removing One-Way

Clutch
Outer Race

Attaching
Bolts

PARKING GEAR

i^ffif
THRUST WASHER NO. 10 ^*t^

$
D1399-A

FIG.
41—Parking
Pawl,
Return Spring Retaining
Pin and
Gearprocarmanuals.com