light FORD MUSTANG 1969 Volume One Chassis

06-02-07
Ford Design Three Speed Transmission

06-02-07

SNAP RINGS

FIG. 15—Input Shaft Gear Disassembled
C1802-
A

REMOVAL
INSTALLATION

C1O25-B

FIG. 76—Replacing Input Shaft

Bearing
chronizer
hub.
Make sure that
the

spring covers
all
insert grooves. Start

the
hub in the
sleeve making sure that

the alignment marks
are
properly
in-

dexed. Position
the
three inserts
in the

hub making sure that
the
small
end is

over
the
spring
and
that
the
shoulder

is
on the
inside
of the hub.
Slide
the

sleeve
and
reverse gear onto
the hub

until
the
detent
is
engaged. Install
the

front insert spring
in the hub to
hold

the inserts against
the hub. Be
sure

the spring humps
of the
rear spring

cover different inserts than
the
front

spring humps (Fig.
20).

BLOCKING RING

SLEEVE
AND

REVERSE GEAR

C1803-
A

FIG. 17—First
and
Reverse Synchronizer Disassembled

INSERT
HUB AND
SLEEVE ALIGNMENT MARKS

SPRING

BLOCKING m$ERTS

RING
INSERT SPRING

C1804-
A

FIG. 18—Second
and
Third Synchronizer Disassembled
4.
Install
one
insert spring (Fig.
18)

into
a
groove
of the
second
and
third

speed synchronizer
hub,
making sure

that
all
three insert slots
are
fully cov-

ered. With
the
alignment marks
on

the
hub and
sleeve aligned, start
the

hub into
the
sleeve. Place
the
three
in-

serts
on top of the
retaining spring

and push
the
assembly together.
In-

stall
the
remaining insert spring
so

that
the
spring ends cover
the
same

slots
as
does
the
other spring.
Do not

stagger
the
springs. Place
a
synchro-

nizer blocking ring
on
each
end of the

synchronizer sleeve.

COUNTERSHAFT GEAR

BEARINGS

1.
Remove
the
dummy shaft, fifty

roller bearings,
and the two
bearing

retainer washers from
the
countershaft

gear (Fig.
21).

2.
Coat
the
bore
in
each
end of the

countershaft gear with grease.

3.
Hold
the
dummy shaft
in the

gear
and
install
the
twenty-live roller

bearings
and a
retainer washer
in
each

end
of the
gear.

4.
Position
the
countershaft gear,

dummy shaft,
and
roller bearings
in

the case.

5.
Place
the
case
in a
vertical posi-

tion. Align
the
gear bore
and the

thrust washers with
the
bores
in the

case
and
install
the
countershaft.

6. Place
the
case
in a
horizontal

position
and
check
the
countershaft

gear
end
play with
a
feeler gauge.
The

end play should
be
within specifica-

tion.
If not
within specification,
re-

place
the
thrust washers.

7.
After establishing
the
correct end

play, install
the
dummy shaft
in the

countershaft gear
and
allow
the
gear

to remain
at the
bottom
of the
case

until
the
output
and
input shafts have

been installed.

GEAR SHIFT LEVER
AND

CONTROL ASSEMBLY

REMOVAL
AND

INSTALLATION—

FLOOR-MOUNTED

1.
Remove
the
four screws attach-

ing
the
lower boot
to the
floor
pan.

2.
Remove
the two
bolts attaching

the gear shift lever
to the
control
as-

sembly.

3.
Remove
the two
piece lock nuts

that connect
the
shift rods
to the con-

trol assembly.

4.
Remove
the
three bolts retaining

the shift control assembly
to the ex-

tension housing. Allow
the
back-up

light switch
to
hang free.procarmanuals.com

06-02-08
Ford Design Three Speed Transmission

06-02-08

FIRST-REVERSE

SELECTOR LEVER

SELECTOR LEVER

SHAFT

SUPPORT BRACKET

SECOND-THIRD

SELECTOR LEVER

C
2053-A

79—Gear Shift Control Assembly Disassembled—3-Speed
5.
Lower the control assembly from

the vehicle and remove the boot.

6. Remove* the nut from the selec-

tor lever shaft and remove the shaft

from the assembly. Then, llift the se-

lector arm and selector levers out of

the support bracket. Do not lose the

detent spring located between the

first-reverse selector lever and the se-

lector arm (Fig. 19).

7.
Lubricate all mating surfaces

with lithium grease before assembly.

8. Position the detent spring be-

tween the first-reverse selector lever

and the selector arm. Be sure the wide

base of the spring rests against the se-

lector lever. Position the second-third

selector lever against the selector arm

and insert the entire assembly into the

support bracket.

9. Install the selector lever shaft

through the support bracket and selec-

tor lever assembly and install the re-

taining nut.

10.
Slide the control assembly into

the boot and attach the entire assem-

bly to the extension housing. Do not

lose the spacer located inside the as-

sembly. Be sure the back-up light

switch is properly installed.

11.
Install the two bolts securing

the gear shift lever to the shift control

assembly.

12.
Insert a 1/4 inch diameter

alignment pin in the alignment holes

of the control assembly.

13.
Position the shift rods on the

selector levers and install the lock

nuts.

14.
Remove the alignment pin.

15.
Check the operation of the shift

mechanism for smooth cross-over and

adjust as required.

FRONT

REAR

C 1742-A

FIG.
20—First
and
Reverse Speed Synchronizer Insert Spring

Installation

iNEEDLE BEARINGS
(25
EACH
END

\

BEARING

RETAINER ROLL
PIN

. 27—Countershaft Gear Disassembled
BEARING

RETAINER

C1805-
A
ASSEMBLY

1.
Coat the reverse idler gear thrust

surfaces in the case with a thin film of

lubricant and position the two thrust

washers in place.

2.
Position the reverse idler gear

and dummy shaft in place. Align the

gear bore and thrust washers with the

case bores and install the reverse idler

shaft.

3.
Measure the reverse idler gear

end play with a feeler gauge. End play

should be within specification. If the

end play is not within specification,

replace the thrust washers. If the end

play is within limits, leave the reverse

idler gear installed.

4.
Lubricate the output shaft

splines and machined surfaces with

transmission lubricant.procarmanuals.com

06-02-09
Ford Design Three Speed Transmission

06-02-09

PRESS
RAM

OUTPUT SHAFT

SYNCHRONIZER
PRESS
RAM

OUTPUT SHAFT
Tool-T63P7025-A

SYNCHRONIZER

HUB

REMOVAL INSTALLATION c 1718-A

FIG. 22—Removing
and
Installing First
and
Reverse Synchronizer

5.
The
first
and
reverse synchroniz-

er
hub is a
press
fit on the
output

shaft.
To
eliminate
the
possibility
of

damaging
the
sychronizer assembly,

install
the
synchronizer
hub
with
the

teeth
end of the
gear facing toward

the rear
of the
shaft, using
an
arbor

press
as
shown
in Fig. 22. Do not at-

tempt
to
remove
or
install
the hub by

hammering
or
prying.

6. Place
the
blocking ring
on the

tapered machined surface
of the
first

gear.

7.
Slide
the
first gear onto
the out-

put shaft with
the
blocking ring

toward
the
rear
of the
shaft. Rotate

the gear
as
necessary
to
engage
the

three notches
in the
blocking ring with

the synchronizer inserts. Secure
the

first gear with
the
thrust washer
and

snap ring.

8. Slide
the
blocking ring onto
the

tapered machined surface
of the sec-

ond gear. Slide
the
second gear with

blocking ring
and the
second
and
third

gear synchronizer onto
the
mainshaft.

The tapered machined surface
of the

second gear must
be
toward
the
front

of
the
shaft. Make sure that
the

notches
in the
blocking ring engage

the synchronizer inserts. Secure
the

synchronizer with
a
snap ring.

9. Coat
the
bore
of the
input shaft

and gear with
a
thin film
of
grease.
A

thick film
of
grease will plug
the lu-

bricant holes
and
prevent lubrication

to
the
bearings. Install
the 15
bearings

(Fig.
15) in the
bore.

10.
If
working
on a RAT
model

transmission, install
the
input gear

and bearing through
the top of the

case
and
through
the
bore
in
front
of

the case.
On RAN
models,
me
input

shaft
is
installed through
the
front
of

the transmission. Install
the
snap ring

in
the
bearing groove.
11.
Position
the
output shaft
as-

sembly
in the
case. Position
the sec-

ond
and
third-speed shift fork
on the

second
and
third-speed synchronizer.

12.
Place
a
detent plug spring
and

a plug
in the
case
(Fig. 9).
Place
the

second
and
third-speed synchronizer
in

the second speed position (toward rear

of transmission). Align
the
fork
and

install
the
second
and
third-speed shift

rail.
It
will
be
necessary
to
depress
the

detent plug
to
enter
the
rail
in the

bore.
Move
the
rail inward until
the

detent plug engages
the
forward notch

(second-speed position).

13.
Secure
the
fork
to the
shaft

with
the set
screw. Move
the
synchro-

nizer
to the
neutral position.

14.
Install
the
interlock plug
in the

case.
If the
second
and
third-speed

shift rail
is in the
neutral position,
the

top
of the
interlock will
be
slightly

lower than
the
surface
of the
first
and

reverse shift rail bore.

15.
Move
the
first
and
reverse
syn-

chronizer forward
to the
first-speed

position. Place
the
first
and
reverse

shift fork
in the
groove
of the
first

and reverse synchronizer. Rotate
the

fork into position
and
install
the
first

and reverse shift rail. Move
the
rail

inward until
the
center notch (neutral)

is aligned with
the
detent bore. Secure

the fork
to the
shaft with
the set

screw.

16.
Install
a new
shift rail expan-

sion plug
in the
front
of the
case.

17.
Hold
the
input shaft
and
block-

ing ring
in
position. Then move
the

output shaft forward
to
seat
the
pilot

in
the
roller bearings
of the
input

gear.

18.
Tap the
input gear bearing into

place
in the
case while holding
the

output shaft
to
prevent
the
roller bear-

ings from dropping. Install
the
front
C1806-A

FIG. 23—Installing Output Shaft

Rear Bearing

bearing retainer
and new
gasket
mak-

ing sure that
the oil
return slot
is at

the bottom
of the
case. Install
and

torque
the
attaching screws
to
specifi-

cation.

19.
Install
the
large snap ring
on

the rear bearing. Place
the
bearing
on

the output shaft with
the
snap ring

end toward
the
rear
of the
shaft. Press

the bearing into place with
the
tool

shown
in Fig. 23.
Secure
the
bearing

to
the
shaft with
a
snap ring.

20.
On
some models, hold
the

speedometer drive gear lock ball
in

the detent
and
slide
the
speedometer

drive gear into place. Secure
the
gear

with
a
snap ring.
On
models equipped

with
the new
design retainer, install

the speedometer drive gear retaining

clip
on the
shaft with
the
lower tang

in
the
retaining hole. Align
the
groove

in
the
gear with
the
clip
and
slide
the

gear forward until
the
upper tang
on

the clip locks
the
gear
(Fig. 9).

21.
Place
the
transmission
in the

vertical position. Working through
the

drain hole
in the
bottom
of the
case,

align
the
bore
of the
countershaft gear

and
the
thrust washers with
the
bore

of
the
case with
a
screwdriver.

22.
Working from
the
rear
of the

case,
push
the
dummy shaft
out of the

countershaft gear with
the
counter-

shaft. Before
the
countershaft
is com-

pletely inserted
in the
bore, make sure

that
the
hole that accommodates
the

roll
pin is
aligned with
the
hole
in the

case.
Drive
the
shaft into place
and in-

stall
the
roll
pin. On all 8
cylinder
ve-

hicles
and
Ford
6
cylinder models,
the

countershaft
is a
press
fit in the
case.

On
6
cylinder models with model

RAN transmissions there
is a
counter-

shaft-to-case clearance
of
0.020 inch

at
the
front bore
and 0.010 at the
rearprocarmanuals.com

06-03-05
Ford Design Four-Speed Transmission

06-03-05

DETAIL
4

FORD
AND
MERCURY

DETAIL
5

COUGAR. FAIRLANE,

FALCON,
MONTEGO,

AND MUSTANG
REVERSE SHIFT

RAIL

C1533-B

FIG. 6—Removing Output Shaft Bearing

3.
Remove
and
discard
the
O-ring

from each
cam and
shaft (Fig.
12).

4.
Dip the new
Orings
in
gear
lu-

bricant
and
install them
on the cam

and shafts.

5.
Slide each cam
and
shaft into
its

respective bore
in the
transmission

case.

6. Secure each shaft lever with
a

flat washer, lock washer
and nut.

GEAR SHIFT CONTROL

ASSEMBLY

1.
Remove
the
four screws attach-

ing
the
lower boot
to the
floor
pan.

2.
Remove the two bolts that secure

the gear shift lever
to
the shift control

assembly.

THIRD AND,

FOURTH

SPEED

SHIFT

FORK

FIRST
AND

REVERSE

SPEED

SHIFT

FORK
3.
Remove
the two
piece lock nuts

that secure
the
shift rods
to the
shift

levers.

4.
Remove
the
three bolts attaching

the control assembly
to the
extension

housing. Lower
the
control assembly

and boot
and
remove
the
control
as-

sembly from
the
boot.

5.
Remove the back-up light switch.

6. Remove
the
outer
nut
from
the

selector lever shaft
and
slide
the
shaft

from
the
control assembly.

7.
Lift
the
outer support bracket,

rubber washer, first-second,
and

third-fourth selector levers
off the as-

sembly (Fig.
13).

8. Remove
the two
bolts retaining

the inner support bracket
to the
back

THIRD
AND
FOURTH

SPEED SYNCHRONIZER

OUTPUT SHAFT MOVED

TO RIGHT SIDE
OF
CASE

C2075-A
C2077-A
Tool-T52T-

C2076-A

FIG. 9—Rotating Reverse

Shift Rail

plate. Lift
the
inner support bracket,

selector arm, and reverse selector lever

from
the
back plate.

9. Lubricate
all
mating surfaces

with lithium grease before assembly.

10.
Position
the
reverse gear selec-

tor lever, selector
arm and the
inner

support bracket
on the
back plate.

The reverse gear selector lever will

have
a
flat spot
on the
top
of
the lever

to distinguish
it
from
the
third-fourth

selector lever. Install the two retaining

bolts finger tight.

11.
Insert
a 1/4
inch gauge
pin

through
the
alignment holes
of the se-

lector levers
and
support brackets.

Line
up the
gauge
pin
perpendicular

to the back plate. Torque the two sup-

port bracket-to-back plate retaining

nuts
to
specification
and
remove
the

gauge
pin.

12.
Position
the
rubber washer,

first-second
and
third-fourth selector

levers
in the
outer support bracket.

Position this assembly against
the

inner support
so
that the selector lever

shaft holes
in the
selector levers
and

support brackets
are
aligned.

13.
Install
the
selector lever shaft

"~ REVERSE IDLER

GEAR SHAFT

Tool-T64P-7140

C2078-A

FIG. 7—Removing Shift Fork

From Case
FIG. 8—Removing Output

Shaft Assembly
FIG. TO—Removing Reverse Idler

Gear Shaftprocarmanuals.com

06-03-06
Ford Design Four-Speed Transmission
06-03-06

BEARING

7C
SPEEDOMETER

DRIVE GEAR

172

OUTPUT

SHAFT

SEAL

SNAP RING 7Aon

SPEEDOMETER GEAR

DRIVE BALL

353351•S

BLOCKING RING

7107

FIRST AND SECOND

SPEED SYNCHRONIZER

7124

SECOND SPEED GEAR

7102

THIRD AND FOURTH

SPEED SYNCHRONIZER

•7124

SNAP RING - 7109

FIG.
7
7—Output Shaft Disassembled

and torque the retaining nuts to speci-

fication.

14.
Install the back-up light switch

on the control assembly.

15.
Slide the lower boot over the

shift control assembly and attach the

entire assembly to the extension hous-

ing with the three bolts.

16.
Install the two bolts securing

the gear shift lever to the control as-

sembly.

17.
Pull the top lip of the lower

boot over the edges of the floor pan

and secure the upper boot to the lower

boot and floor pan with the four re-

taining screws.

18.
Position the shift rods in the se-

lector levers and install the retainers.

19.
Adjust the shift linkage as out-

lined previously in this section.

20.
Check the operation of the shift
mechanism for smooth

Adjust as required.
cross-over.

INPUT SHAFT BEARING

1.
Remove the snap ring that se-

cures the bearing to the shaft (Fig.

14).

2.
Press the input shaft gear out of

the bearing as shown in Fig. 15.

3.
Press a new bearing onto the

input shaft with the tool shown in Fig.

15.

4.
Secure the bearing with a snap

ring.

SYNCHRONIZERS

1.
Push the synchronizer hub from

each synchronizer sleeve (Fig. 16).

2.
Separate the inserts and insert

springs from the hubs. Do not mix the

parts of the first and second-speed
C1529-C

synchronizer with the third and

fourth-speed synchronizer.

3.
Position the hub in the sleeve,

making sure that the alignment marks

are properly indexed.

4.
Place the three inserts into place

on the hub. Install the insert springs

making sure that the irregular surface

(hump) is seated in one of the inserts.

Do not stagger the springs.

COUNTERSHAFT GEAR

BEARINGS

1.
Remove the dummy
sKo.ft,
two

bearing retainer washers, and the 21

roller bearings (Fig. 17) from each

end of the countershaft gear.

2.
Coat the bore in each end of the

countershaft gear with grease.

3.
Hold the dummy shaft in the

gear and install the 21 roller bearingsprocarmanuals.com

07-01-04
General Transmission Service

07-01-04

taching bolts to the proper torque. If

necessary, replace the gasket.

Check the fluid filler tube connec-

tion at the transmission case or pan.

If leakage is found here, install a new

O-ring or tighten the fitting to the

specified torque.

Check the fluid lines and fittings

between the transmission and the

cooler in the radiator tank for loose-

ness,
wear, or damage. If leakage can-

not be stopped by tightening a fitting,

replace the damaged parts.

Check the engine coolant in the ra-

diator. If transmission fluid is present

in the coolant, the cooler in the radia-

tor is probably leaking.

The cooler can be further checked

for leaks by disconnecting the lines

from the cooler fittings and applying

50-75 psi air pressure to the fittings.

Remove the radiator cap to relieve the

pressure build at the exterior of the oil

cooler tank. If the cooler is leaking

and will not hold this pressure the

cooler must be replaced. Cooler re-

placement is described in the Cooling

System Section of Group 11.

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 case at the

front. If the plug shows leakage, tor-

que the plug to specifications. If tight-

ening does not stop the leaks, replace

the plug. On a C6 transmission, a TV

pressure plug is also provided on the

right rear side of the case.

When converter drain plugs leak,

remove drain plugs with a six-point

wrench. Coat the threads with FoMo-

Co Perfect Seal Sealing Compound or

its equivalent, and install the plugs.

Torque the drain plugs to specifica-

tion. Fluid leakage from the converter

housing may be caused by engine oil

leaking past the rear main bearing or

from oil gallery plugs, or power steer-

ing oil leakage from steering system.

Be sure to determine the exact cause

of the leak before repair procedures

are started.

Oil-soluble aniline or fluorescent dyes

premixed at the rate of 1/2 teaspoon

of dye powder to 1/2 pint of transmis-

sion fluid have proved helpful in locat-

ing the source of the fluid leakage.

Such dyes may be 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, how-

ever, must be used with the fluorescent

dye solution.
DISHED OR

FLAT WASHER

" O.D.,
a" STEEL PLATE

5/8"X \W,

DRILL TO SUIT
HEX. HEAD SCREW

3/8"-24 X Vl

HEX. NUT W—
24

WELD

TOGETHER

WING
NUT

>/2"_13
THREAD

CHAIN,
10"
LONG
RUBBER PLUG

1
Vi" DIA. X 2"

LONG Vl"

HOLE THRU

APPROXIMATELY

40 DUROMETER
FLAT WASHER

Vs" O.D.

PLUG

VALVE
STANDARD BOLT

W-13
X 4Vl"

LONG SQUARE

THREAD
END

REMOVE HEAD

AND WELD
TO

WASHER

STANDARD 1/8" FITTING-87971-S FOR

RETAPPED DRAIN PLUG THREADS-USE

1/4" OVERSIZE FITTING-87973-S

D 1067-B
WELD TOGETHER

SECURELY—MUST

NOT LEAK

FIG. 2—Converter Leak Checking Tool

CONVERTER LEAKAGE

CHECK

If there are indications that the

welds on the torque converter are

leaking, the converter will have to be

removed and the following check

made before the unit is replaced.

A leak checking tool (Fig. 2) can be

made from standard parts. The tool

can be used to check all converters.

1.
Install the plug in the converter

(Fig. 3) and expand it by tightening

the wing nut. Attach the safety chains.

2.
Install the air valve in one of the

drain plug holes.

3.
Introduce air pressure into the

converter. Check the pressure with a

tire gauge and adjust it to 20 psi.

4.
Place the converter in a tank of

water. Observe the weld areas for

bubbles. If no bubbles are observed, it

may be assumed that the welds are

not leaking.

ENGINE IDLE SPEED CHECK

Check and, if necessary, adjust the

engine idle speed, using the procedure

given in Group 10.

If the idle speed is too low, the en-

gine will run roughly. An idle speed

that is too high will cause the vehicle

to creep, have harsh engagements and

harsh closed-throttle downshifts.
ANTI-STALL DASHPOT

CLEARANCE CHECK

After the engine idle speed has been

properly adjusted, check the anti-stall

dashpot clearance. Follow the proce-

dure given in Group 10 for checking

and adjusting this clearance.

MANUAL LINKAGE CHECKS

Correct manual linkage adjustment

is necessary to position the manual

valve for proper fluid pressure direc-

tion to the different transmission com-

ponents. Improperly adjusted manual

Tire Pressure Gauge

D1921-A

FIG. 3—Converter Leak Checking

Tool 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

07-02-04
C4 Automatic Transmission

07-02-04

The transmission consists essentially

of a torque converter, planetary gear

train, two multiple disc clutches, a
one-way clutch and a hydraulic con-

trol system (Fig. 3).

The only adjustments on the trans-
mission proper are the intermediate

and low-reverse bands.

TRANSMISSION

MANUAL LEVER
2 IN-VEHICLE ADJUSTMENTS
AND
REPAIRS

CONTROL LINKAGE ADJUSTMENTS

The transmission control linkage

adjustments should be performed in

the order in which they appear in this

section of the manual.

THROTTLE AND DOWNSHIFT

LINKAGE ADJUSTMENTS

Adjusting the throttle linkage is im-

portant to be certain the throttle and

kickdown systems are properly adjust-

ed. The kickdown system should come

in when the accelerator is pressed

through detent, and not before detent.

Refer to Group 10 for detailed

throttle and downshift linkage adjust-

ment procedures.

MANUAL LINKAGE

ADJUSTMENTS

Column Shift

1.
Place the selector lever in the D

position tight against the D stop.

2.
Loosen the shift rod adjusting

nut at point A (Fig. 4 or 5).

3.
Shift the manual lever at the

transmission into the D detent posi-

tion, third from the rear.

4.
Make sure that the selector lever

has not moved from the D stop; then,

tighten the nut at point A to 10-20 ft-

lbs.

5.
Check the transmission operation

for all selector lever detent positions.

Console Shift

1.
Position the transmission selec-

tor lever in D position.

2.
Raise the vehicle and loosen the

manual lever shift rod retaining nut

(Fig. 6, 7 or 8). Move the transmis-

sion manual lever to the D position,

fourth detent position from the back

of the transmission.

3.
With the transmission selector

lever and manual lever in the D posi-

tions,
torque the attaching nut 10 to

20 ft-lbs.

4.
Check the operation of the trans-

mission in each selector lever position.

NEUTRAL START SWITCH

ADJUSTMENT—CONSOLE SHIFT

On vehicles equipped with a

column-mounted neutral start switch,

refer to Part 7-1, Section 2, for the

adjustment procedures.

FORD-METEOR

1.
With the manual linkage proper-
COLUMN SHIFT LEVER

D2020-A

FIG.
4—Manual
Linkage—Column Shift—Ford
and
Meteor

"COLUMN

SHIFT LEVER

POINT
A

SHIFT
ROD

D2021-A

FIG.
5—Typical
Manual Linkage—Column
Shift—Fairlane,

Falcon
and
Montego

ly adjusted, check the starter en-

gagement circuit in all positions. The

circuit must be open in all drive posi-

tions and closed only in park and neu-

tral.

2.
Remove the four screws and

plates securing the selector lever

handle to the lever. Remove the

handle and detent control.

3.
Remove 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.
Loosen the two combination

starter neutral and back-up light

switch attaching screws (Fig. 9).

5.
Move the selector lever back and
forth until the gauge pin (No. 43 drill)

can be fully inserted into the gauge

pin holes (Fig. 9).

6. Place the transmission selector

lever firmly against the stop of the

neutral detent position.

7.
Slide the combination starter

neutral and back-up light switch for-

ward or rearward as required, until

the switch lever contacts the selector

lever actuator. If an adjustment can

not be made by rotating the switch,

loosen the actuator lever attaching

bolt and adjust the lever (Fig. 9).

8. Tighten the neutral start switch

attaching screws. If the actuator lever

was adjusted, tighten the actuator

lever bolt to 6-10 ft-lbs.procarmanuals.com

07-02-06
C4 Automatic Transmission

07-02-06

PLUG-7256
•HANDLE-7217

BUTTON-7C439

DIAL HOUSING

ASSEMBLY-7E034

POINTER BACK-UP

SHIELD

ENGAGE FLATS OF STUD IN SLOT OF

ROD BEFORE APPLYING TORQUE

D2022-A

FIG. 8—Manual Linkage—Console Shift—Mustang

ACTUATOR LEVER ATTACHING BOLT

D1812-A

FIG. 9—Neutral Start Switch Adjustments—Console Shift—Ford-Meteor

9. Turn the ignition key to the

ACC position and place the selector

lever in the reverse position and check

the operation of the back-up lights.

Turn the key off.
10.
Place the console top panel on

the console and install the retaining

screws.

11.
Position the selector lever de-

tent control and handle on the selector
lever and secure with the four plates

and attaching screws.

FAIRLANE-MONTEGO

1.
With the manual linkage proper-

ly adjusted, check the starter en-

gagement circuit in all positions. The

circuit must be open in all drive posi-

tions and closed only in park and neu-

tral.

Gauge Pin

(No.43 Drill)

NEUTRAL START

SWITCH

Dl759-A

70—Neutral Start Switch

Adjustments—Console Shift—

Fairlane-Montegoprocarmanuals.com