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Transmission Service

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Model HTAW and HTAZ Towing Tractor

December 7, 2010192

Appendix B, General Transmission Service

General Information

Transmission IdentificationAll vehicles are equipped with a VehicleCertification Label affixed to the left (driver's)side door lock post. See the stamped code in thespace marked "Trans." and to Figure 1 below forproper transmission identification.

All automatic transmissions are equipped with high temperature resistant seals. This includes thoseseals used on the manual and kickdown levers, the 0-rings and oil pan gasket. Under no conditionsshould older design seals be used on the transmissions, except the regular service replacement of oilpan gasket, which is of special leak prevention design. This should still be used.

Diagnosis and TestingTroubleshooting and the automatic transmission is simplified by using the proven methods ofdiagnosis. One of the most important things to remember is that there is a definite procedure tofollow.

The following procedures are recommended for checking and/or verifying that the variouscomponents are adjusted and operating properly.

Automatic Transmission Tests

Accelerator Linkage and Operation

The linkage must be free and must return to idle when released. See Part 24-60-Carburetor ThrottleLinkage for linkage adjustment and this part for dashpot adjustment.

Kickdown Linkage

Check for wide open accelerator linkage. The accelerator stop must be contacted by the throttlelinkage and there must be a slight amount of movement left in the downshift linkage. Be sure thedownshift linkage return spring is connected and the downshift lever returns to a closed position.

Manual Linkage

Correct manual linkage adjustment is necessary to position the manual valve for proper fluidpressure direction to the different transmission components.

Improperly adjusted manual linkage may cause cross-leakage and subsequent transmission failure.See Linkage Adjustments in Part 17-02, Shift Control Linkage for detailed manual linkage adjustmentprocedures.

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Operation and Maintenance Manual Appendix B, General Transmission Service

December 7, 2010 193

Transmission Fluid Level Check

The automatic transmissions designed to operate with the fluid level between the 'add' and 'full' markon the dipstick, at an operating temperature of 65° C-76° C (150°-170° F) and should be checkedunder these conditions. The operating temperatures may be obtained by driving 24-32 km (15-20 miles)of city type driving with the outside temperature above 10° C (50° F).

If the Transmission is not at an operating temperature of 65°-76° C (150°-170° F) and it becomesnecessary to check the fluid level, the fluid may be checked at room temperature 21 °-35° C (70°-95°F). (Dipstick cool to touch).

Room Temperature Fluid Level Checking Procedures

1. With transmission in Park, 'P' position, engine at curb idle RPM, foot brakes applied, and vehicle on level surface,move transmission selector through each range, allowing time in each range to engage transmission. Return to Park,'P' position, and apply parking brake.

2. Clean all dirt from the transmission fluid dipstick cap before removing the dipstick from the filler tube.

3. Pull the dipstick out of the tube, wipe it clean and push it all the way back in the tube. Be sure it is fully seated.

4. Pull the dipstick out of the filler tube again and check the fluid level. The level should be between the middle andtop holes of the dipstick. If the level is below the middle hole or above the top hole. Add or remove fluid to bring thelevel between the middle hole and the top hole.

5. If it becomes necessary to add fluid to a transmission, be sure to use the correct fluid, as specified on thetransmission dipstick.

6. Install the dipstick, making sure it is fully seated in the tube.

If the transmission fluid level is correctly established at 21 °-35° C (70°-95° F), it will appear between the'Add' and 'Full' mark on the dipstick when the transmission reaches an operating temperature of 65°-70° C (150°-170° F). Do not over-fill or under-fill.

Overfill can cause the fluid to foam and spill out through the transmission vent with resultanttransmission malfunction.

If the transmission fluid level is checked when the fluid is cold, the dipstick could indicate that fluidshould be added. If the fluid is added at this time, an overfill condition could result when the fluidreaches an operating temperature of 65°-76° C (150°-170° F) (Dipstick hot to touch).

Transmission Fluid Condition Check

1. Make the normal fluid check according to the above procedure.

2. Observe color and odor of the fluid. It should be red not-brown, or black. A burnt odor can sometimes indicate thatthere is an overheating condition or clutch disc or band failure.

3. Use an absorbent white paper (Kleenex, etc.) to wipe.the dipstick.: Examine the stain for evidence of solids (specksof any kind) and for antifreeze signs (gum or varnish on dipstick).

If specks are present in the oil or there is evidence of antifreeze, the transmission oil pan must beremoved for further inspection. If fluid contamination or transmission failure is confirmed by furtherevidence of coolant or excessive solids in the oil pan, the transmission must be disassembled andcompletely cleaned and repaired. This includes cleaning the torque converter and transmissioncooling system. It would be a waste of time to perform any further checks before cleaning andrepairing the transmission. During disassembly and assembly, all overhaul checks and adjustments ofclearances and end play must be made.

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High Or Low Fluid Level

A fluid level that is too high will cause the fluid to become aerated. Aerated fluid will cause lowcontrol pressure, and the aerated fluid may be forced out of the vent.

A fluid level that is too low can affect the operation of the transmission. Low level may indicate fluidleaks that could cause transmission damage.

Fluid Level High Before Starting Engine-Ok During Normal Check

1. Check for correct operation of the drainback valve in stator support.

2. Check pump bushing.

3. Replace or repair pump if required.

Transmission Fluid Leakage Checks

Check the speedometer cable connection at the transmission. Replace the rubber seal if necessary (if soequipped).

Leakage at the oil pan gasket often can be stopped by tightening the attaching bolts to the proper torque.If necessary, replace the gasket.

Check the fluid filler tube connection at the transmission case. If leakage is found, install a new 0-ringor tighten the fitting to the specified torque as listed at the end of this part.

Check the fluid lines and fittings between the transmission and the cooler in the radiator tank forlooseness, wear, or damage. If leakage is found, tighten the fitting, or replace the damaged parts.

Check the engine coolant in the radiator. If transmission fluid is present in the coolant, the cooler in theradiator is probably leaking.

The cooler can be further checked for leaks by disconnecting the lines from the cooler fittings andapplying 345-517 kPa (50-75 psi) air pressure to the fittings. Remove the radiator cap to relieve thepressure build up at the exterior of the oil cooler tank. If the cooler is leaking an/or will not hold pressure,the cooler must be replaced. Cooler replacement is described in the Cooling System Section of Group27.

If leakage is found at either the downshift control lever or the manual lever shaft, replace either or bothseals.

Inspect the pipe plug on the left front side of the transmission case. If the plug shows leakage, tightenthe plug to specifications. If leakage continues, replace the plug. Inspect the TV pressure plug on theright rear side of the case.

If the plug shows leakage, coat the threads with Motorcraft Sealing Compound or equivalent andtighten the plug to specification as listed at the end of the appropriate transmission part. If leakagecontinues, replace the plug.

When a converter drain plug leaks, remove the drain plug with a six-point wrench. Coat the threadswith Motorcraft Sealing Compound or equivalent and install the plug. Tighten the drain plug tospecification as listed at the end of this part. Fluid leakage from the converter housing may also becaused by engine oil leaking past the rear main bearing, or from oil galley plugs, or powersteering oil leakage from steering system. Be sure to determine the exact cause of the leakbefore starting repair procedures.

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Oil-soluble aniline or fluorescent dyes premixed at the rate of 1/2 teaspoon of dye powder to 0.23liter (1/2 pint) of transmission fluid have proven helpful in locating the source of 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 must be usedwith the fluorescent dye solution.

Fluid Leakage In Converter Area

In diagnosing and correcting fluid leaks in the front pump and converter area, use the following procedures tolocate the exact cause of the leakage. Leakage at the front of transmission, evidenced by fluid around theconverter housing, may have several sources.

By careful observation, it is possible in many instances to pinpoint the source of the leak before removing thetransmission from the vehicle. Thepaths which the fluid takes to reach the bottom of the converter housing areshown in Figure2.

1. Fluid leaking by the front pump seal lip will tend to move along the drive hub and onto the back ofthe impeller housing. Except in the case of a total seal failure, fluid leakage by the lip of the sealwill be deposited on the inside of the converter housing only, near the outside diameter of thehousing.

2. Fluid leakage by the outside diameter of the seal and front pump body will follow the same pathwhich the leaks by the front pump seal follow.

3. Fluid that leaks by a front pump-to-case bolt will be deposited on the inside of the converterhousing 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 converterhousing, or it may seep down between the front of the case and converter housing.

5. Fluid leakage from the converter drain plugs will appear at the outside diameter of the converter onthe 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 improperlydiagnosed as transmission front pump sealleaks. The following areas of possibleleakage should also be checked todetermine if engine oil leakage is causingthe problem.

Figure 2 Converter Leakage-Fluid Pat

Leakage at the rocker arm cover (valley cover) may allow oil to flow over the converter housingor seep down between the converter housing and cylinder block, causing oil to be present in or atthe bottom of the converter housing.

a. Oil galley plug leaks will allow oil to flow down the rear face of the block to the bottom ofthe converter housing.

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b. Leakage by the crankshaft seal will work back to the flywheel, and then into the converterhousing.

Fluid leakage from other areas, such as the power steering system forward of the transmission,could cause fluid to be present around the converter housing due to blow back or road draft. Thefollowing procedures should be used to determine the use of the leakage before any repairs aremade.

c. Remove the transmission dipstick and note the color of the fluid. Original factory-fill fluid isdyed red, to aid in determining if leakage is from the engine or transmission. Unless aconsiderable amount of makeup fluid has been added or the fluid has been changed, the colorshould assist in pinpointing the leak. Since road draft may cause leaking power steering fluidto be present on the transmission, this leakage, if present, should be eliminated beforechecking the transmission for fluid leakage.

d. Remove the converter housing cover. Clean off any fluid from the top and bottom of theconverter housing, front of the transmission case, and rear face of the engine and engine oilpan. Clean the converter area by washing with a suitable non-flammable solvent, and blowdry with compressed air.

e. Wash out the converter housing, the front of the flywheel, and the converter drain plugs. Theconverter housing may be washed out using cleaning solvent and a squirt-type oil can. Blowall washed areas dry with compressed air.

f. Start and run engine until the transmission reaches its normal operating temperature. Observethe back of the block and top of the converter housing for evidence of fluid leakage.. Raisethe vehicle on a hoist and run the engine at fast idle, then at engine idle, occasionally shiftingto the drive and reverse ranges to increase pressure within the transmission. Observe the frontof the flywheel; back of the block (in as far as possible), and inside the converter housing andfront of the transmission case. Run the engine until fluid leakage is evident and the probablesource of leakage can be determined.

Converter Leakage Check

If welds on the torque converter indicate leakage, remove the converter and make the followingcheck.

Figure 3 Rotunda Torque Converter Leak Detector Kit-72-0004

Figure 4 Torque Converter Leak Detector Installed

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Assemble a Rotunda 72-0004 Torque Converter Leak Detector (Figure 3) or an equivalent to theconverter as shown in Figure 4. Test the converter for leaks following the directions supplied with thedetector kit.

Engine Idle Speed Check

If the idle speed is too low, the engine will run roughly. An idle speed that is too high will cause thevehicle to creep, have harsh engagements and harsh closed-throttle downshifts.

Check and, if necessary, adjust engine idle speed to specifications shown on the engine decal with theheadlights on, A/C turned off and transmission in drive range, using the procedure given in theappropriate carburetor part in Group 24.

On vehicles equipped with an Exhaust Gas Recirculation (EGR) system, it is important to check thesystem for proper operation and for a possible restricted condition.

Anti-Stall Dashpot Clearance Check

After the engine idle has been properly adjusted, check the ant-stall dashpot clearance. Follow theprocedure given in Group 24 for checking and adjusting this clearance.

Control Pressure TestThere are two methods of performing the control pressure test. One is to perform the test using theengine vacuum. The second method is to use a remote vacuum source such as the one provided in thedistributor tester.

Engine Vacuum Pressure:

When the vacuum diaphragm unit is operating properly and the manual and downshift linkage is adjustedproperly, all the transmission shifts (automatic and kickdown) should occur within the road speedlimits listed in the Ford Truck Performance Specifications book.

If the shifts do not occur within limits, or the transmission slips during shift point, use the followingprocedure to determine whether the engine, transmission, linkage, vacuum diaphragm unit or valve bodyis causing the condition.

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Engine Vacuum Procedure

Figure 5 Typical Vacuum Test Line Connections

Figure 6 Typical Diaphragm and Control PressureConnecting point

1. Using the appropriate automatic transmission tester, attach the tachometer to the engine and thevacuum gauge to the transmission vacuum line at the manifold vacuum port (Figure 5).

Figure 7 Control Pressure Connecting Point-C-6 TransmissionFigure 8 Testing Transmission Vacuum Unit for Leakage

2. Attach the pressure gauge to the control pressure outlet at the. transmission (Figures 6 and 7).

3. Firmly apply the parking brake and start the engine.

4. Adjust the engine idle speed to the specified rpm, using the carburetor idle adjustment screw. Ifthe engine idle speed cannot be brought within limits, check the throttle and downshift linkage fora binding condition. If linkage is satisfactory, check for vacuum leaks in the transmissiondiaphragm unit (Figure 8) and its connecting tubes and hoses. Check all other vacuum operatedunits (such as the power brake) for vacuum leaks. See Brake-Section Group 12.

5. See the two control pressure diagnostic guides in Figure 9 to show what components are inoperativewhen the control pressure is not within specifications. Do not proceed with the main diagnosis

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guide until you have made any repairs, as required, and the control pressure is within specificationsas listed in the Ford Truck Performance Specifications book.

Vacuum Pump Method

Install the Automatic Transmission Tester. Disconnect and temporarily plug the vacuum line at thevacuum diaphragm unit. Apply both the parking and service brakes. Start the engine and vacuumpump. Set the vacuum at 15 inches, read and record the controlpressure in all positions. Run the engineup to 1000 rpm, and reduce the vacuum to 10 inches. Read and record the control pressure in D, 2 and1. Keep the engine rpm at 1000 and reduce the vacuum to 1 inch. Read and record the control pressurein D, 1, 2 and R.

See the two control pressure diagnostic guides in Figure 9 to show what components are inoperativewhen the control pressure test is not within specifications. Do not proceed with the main diagnosisguide until you have made any repairs, as required, and the control pressure is within specifications aslisted in the Ford Truck Performance Specifications book.

Vacuum Supply Test

The vacuum supply to the vacuum diaphragm unit and the diaphragm itself must be checked. Tocheck the supply, disconnect the vacuum line at the diaphragm unit and connect 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 beingperformed. If the vacuum reading is low, check for a vacuum leak or poor engine vacuum. If the vacuumreading is OK, rapidly accelerate the engine momentarily. The vacuum reading must drop rapidly atacceleration and return immediately upon release of the accelerator. If the vacuum reading does notchange or changes slowly, the transmission vacuum line is plugged, restricted or connected to areservoir supply. Correct as required.

Vacuum Diaphragm Test-On Vehicle

To check the vacuum diaphragm unit, start the vacuum pump and set the regulator knob so that thevacuum gauge reads 18 inches with the end of the vacuum hose blocked. Then connect the vacuum hoseto the diaphragm unit. If the gauge still reads 18 inches, the vacuum diaphragm is not leaking. If thereading does not remain at 18 inches, but drops, the vacuum diaphragm is leaking. Replace the vacuumdiaphragm unit. Also, if automatic transmission fluid is present in the vacuum side of the diaphragm orin the vacuum hose, the diaphragm is leaking and must be replaced.

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Vacuum Diaphragm Tests-Off Vehicle

To check the vacuum unit for diaphragm leakage, remove the unit from the transmission. Use adistributor tester equipped with a vacuum pump (Figure 8). Set the regulator knob until the vacuumgauge reads 18 inches with the end of the vacuum hose blocked off.

Connect the vacuum hose to the manifold vacuum port as shown in Figure 8. If the gauge still reads 18inches, the vacuum unit diaphragm is not leaking. A second leakage check can be made as the hose isremoved from the transmission vacuum unit. Hold a finger over the end of the control rod. When the hoseis removed, the internal spring of the vacuum unit should push the control rod outward. If the vacuumdiaphragm needs replacing, install a new unit that has been released for service. Vacuum diaphragmassembly identification is given at the end of this part.

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Stall TestSee Figure 11.

Start the engine to allow it to reach normal operating temperature. Apply both the parking and servicebrakes while stepping on the accelerator to reach the specified rpm for the stall test.

The stall test is made in D (DRIVE), 1 (FIRST) or R (REVERSE) at full throttle to check engineperformance, converter clutch operation or installation, and the holding ability of the forward clutch,reverse-high clutch and low-reverse band or low-reverse clutch, and the gear train one-way clutch.

Figure 10, deleted

Figure 11 Stall Diagnosis Test

Caution

Do not hold the throttle open for more than five seconds at a time while making this test.

After the test, move the selector to N (NEUTRAL) and run engine at 1000 rpm for about 15 secondsto cool the converter before making the next test. If the engine speed recorded by the tachometerexceeds the maximum limits listed in the Ford Truck Performance Specifications book, release theaccelerator immediately because the clutch or band slippage is indicated.

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Governor Check

The governor can be checked at the same time as the Control Pressure Test is performed and in thesame manner.

Raise the vehicle with an axle or frame hoist so that the rear wheels are clear of the floor. Disconnectand plug the vacuum line to the vacuum diaphragm unit. Connect the line from the distributor tester tothe vacuum diaphragm unit. Install the Automatic Transmission Tester.

Place the transmission in manual 2, no load on the engine and apply 10 inches of vacuum to thevacuum diaphragm unit. Increase the speed slowly and watch the speedometer. Check the mph at whichthe control pressure cutback occurs. It should occur between 16-32 km (10-20 mph).

Decrease the vacuum at the vacuum diaphragm to 0.2 inches. Repeat the check. Control pressurecutback should occur between 24-40 km (15-25 mph).

The governor is good if the cutback occurs within these specifications. If the cutback does not occurwithin specifications, check shift speeds to verify that it is the governor and not a stuck cutbackvalve, then repair or replace the governor.

Transmission Fluid Cooler Flow Check

The linkage, fluid level and control pressure must be within specifications before performing thisflow check. Remove the transmission dipstick from the filler tube.

Place a funnel in the transmission filler tube. Raise the vehicle, remove the cooler return line from itsfitting in the case. Attach a hose to the cooler return line and fasten the free end of the hose in thefunnel installed in the filler tube.

Start the engine and set idle speed at 1000 rpm with the transmission in neutral.

Observe the fluid flow at the funnel. When the flow is "solid" (air bleeding has been completed), theflow should be liberal. If there is not a liberal flow at 1000 rpm in neutral, low pump capacity, maincircuit system leakage, or cooler system restriction is indicated.

To separate transmission trouble from cooler system trouble, observe the flow at the transmissioncase converter-out fitting.

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Shift Point Checks

Road TestCheck the minimum throttle upshifts in D (DRIVE). The transmission should start in first gear, shift tosecond, and then shift to third, within the shift points listed in the Ford Truck PerformanceSpecifications book.

With the transmission 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 48 km (30 mph)in third gear. The shift should occur within the limits listed in the Specifications.

When the selector lever is at 2 (SECOND), the transmission can operate only in second gear.

With the transmission in third gear and road speed over 48km (30 mph) the transmission should shiftto second gear when the selector lever is moved from D (DRIVE) to 2 (SECOND) to 1 (FIRST). Thischeck will determine if the governor pressure and shift control valves are functioning properly.

The transmission will downshift from second or third to first gear when this same manual shift is madebelow approximately 48 km (30 mph) with a C-6 transmission.

Shift TestA shift test can be performed to 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 of the floor. Disconnectand plug the vacuum line to the vacuum diaphragm unit. Connect the line from the distributor testervacuum pump to the vacuum diaphragm unit.

1. To check the shift valves and governor circuits, apply 18 inches of vacuum to the transmissionvacuum diaphragm unit. Place the transmission in Drive and make a minimum throttle 1-2 and 2-3shift test. At the point of shift you will see the speedometer needle make a momentary surge andfeel the driveline bump. If the shift points are within specifications, the 1-2 and 2-3 shift valves andgovernor are OK. If the shift points are not within specifications, perform a "Governor Check" toisolate the problem.

Note: After each test, move the selector lever to neutral and run the engine at 1000 rpmto cool the transmission.

2. To check the shift delay pressures and throttle boost, decrease the vacuum at the vacuumdiaphragm to 0-2 inches. Make a 1-2 shift test. If the shift point raises to specifications, the throttleboost and shift delay systems are functioning.

NOTE: After each test, move the selector lever to neutral and run the engine at 1000 rpmto cool the transmission.

To check downshift valve action, leave the vacuum to the vacuum diaphragm at 0-2 inches. Positionthe downshift linkage in the wide open throttle position (through the detent) and repeat the 1-2 shifttest. The speed at the shift point should be higher.

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Forced DownshiftsWith the transmission in high gear depress the accelerator pedal to the floor. The transmission

should downshift depending on vehicle road speed.

Closed Throttle Down-ShiftsClosed throttle down-shifts should be extremely difficult to detect. It may be necessary to attach pressuregauges to the forward and direct clutch pressure taps (Figure 8) in order to detect 4-3 and 3-2 coast-down shifts.

With gauges attached a 4-3 coast (closed throttle), down-shift is signified by the application of theforward clutch and 3-2 coast down-shift is signified by the release of the direct clutch. A 2-1 coastdown-shift should be imperceptible. The coast down-shifts should occur within the limits set forth inthe Ford Truck Performance Specifications book.

When the shift selector is in manual low (1) the transmission can operate only in first gear.

When the shift selector is moved from (D) to the manual low (1) position, the transmission will down-shift into first gear.

The overdrive band is applied when the transmission is in manual second. The low-reverse band isapplied in manual-low.

In Shop

A shift test can be performed in the shop to check shift valve operation, governor circuits, shift delaypressures, throttle boosts and down-shift valve action.

Raise the vehicle with an axle or frame hoist so that the rear wheels are clear of the floor. Disconnectand plug the vacuum line to the vacuum diaphragm unit. Connect the line from the distributor testervacuum pump to the vacuum diaphragm unit.

1. To check the shift valves and governor circuits, apply 18 inches of vacuum to the transmissionvacuum diaphragm unit. Place the transmission in Drive and make a minimum throttle 1-2. At theshift points you will see the speedometer needle make a momentary surge and feel the drivelinebump. If the 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 a Governor Check to isolate the problem.

Note: After each test, move the selector lever to Neutral, run the engine at 1000 rpm tocool the transmission.

2. To check the shift delay pressures and throttle boost, decrease the vacuum at the vacuumdiaphragm to 0-2 inches. Make a 1-2 shift test. If the shift point raises to specification, the throttleboost and shift delay systems are functioning.

Note: After each test, move the selector lever to Neutral, run the engine at 1000 rpm tocool 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 (through the detent) and repeatthe 1-2 shift test. The speed at the shift point should be higher.

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Air Pressure Checks

A NO DRIVE condition can exist, even with correct transmission pressure, because of inoperativeclutches or bands. On automatic transmissions, an erratic shift can be caused by a stuck governor valve.The inoperative units can be located through a series of checks by substituting air pressure for fluidpressure to determine the location of the malfunction.

When the selector lever is at 2, a NO DRIVE condition may be caused by an inoperative forward clutch. aNO DRIVE condition at D may be caused by an inoperative forward clutch or one-way clutch. Whenthere is no drive in 1, the difficulty could be caused by improper functioning of the forward clutch orsimultaneous malfunction of the low-reverse band and the one-way clutch. Failure to drive in reverserange could be caused by a malfunction of the reverse-high clutch or low-reverse band or clutch.

When you have a slip problem but don’t know whether it is in the valve body or in the hydraulicsystem beyond the valve body, the air pressure tests can be very valuable.

Figure 13Case Fluid Passage Hole Identification – C-6Automatic

Figure 14 Fluid Passage Hole Identification- AOD

To make the air pressure checks, drain the transmission fluid and remove the oil pan and the controlvalve body assembly. The inoperative clutches or bands can be located by introducing air pressureinto the various transmission case passages (Figs. 12, 13 and 14).

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Forward Clutch

Apply air pressure to the transmission case forward clutch or front clutch passages (Figure 12). A dullthud can be heard when the clutch piston is applied. If no noise is heard, place the fingertips on the inputshell and again apply air pressure to the forward or front clutch passage. Movement of the piston can befelt as the clutch is applied.

Governor

Apply air pressure to the control pressure to governor passage (Figs. 12, 13 or 14) and listen for a sharpclicking or whistling noise. The noise indicates governor valve movement.

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Reverse-High Clutch

Apply air pressure to the reverse-high clutch (Figs. 12, 13, or 14.) A dull thud indicates that thereverse-high or rear clutch piston has moved to the applied position. If no noise is heard, place thefingertips on the clutch drum and again apply air pressure to detect movement of the piston.

Intermediate Servo

Hold the air nozzle in the front servo apply tube or the intermediate servo apply passages (Figs. 12 or13). Operation of the servo is indicated by a tightening of the front or intermediate band around thedrum on C-6 Transmissions. Continue to apply air pressure to the servo apply tube or passage, andintroduce air pressure into the front release tube or the intermediate servo release pressure. The frontor intermediate servo should release the band against the apply pressure.

Low-Reverse Servo

Apply air pressure to the low-reverse servo (Figures 12 or 13).

If the servos do not operate, disassemble, clean, and inspect them to locate the source of the trouble.

If air pressure applied to either of the clutch passages fails to operate a clutch or operates both clutchesat once, remove, and with air pressure, check the fluid passages in the case and front pump to detectobstructions.

Low-Reverse Clutch

Apply air pressure to the low-reverse clutch apply passage (Figure 14). A dull thud should be heardif the clutch is operating properly. If the passages are clear, remove the clutch assemblies, and cleanand inspect the malfunctioning clutch to locate the trouble.

Diagnosis GuidesThe following guides can be used as an aid when diagnosing automatic transmissions.

Diagnosis - Automatic Transmission

Condition Possible Causes ResolutionSlow initialengagement.

Improper fluid level.Damaged or improperly adjusted linkage.Contaminated fluid.Improper clutch and band application, or oil controlpressure.

Damaged 2-3 Accumulator.

Add fluid as required.Service or adjust linkage.Perform fluid level check.Perform control pressure testService as required.

Rough initialengagement in eitherforward or reverse.

Improper fluid level.High engine idle.Automatic choke on (warm temperature).Looseness in the dnveshaft, U-joints or engine mounts.Incorrect linkage adjustment.Improper clutch or band application, or oil controlpressure.

Damaged 2-3 Accumulator.Sticking or dirty valve body.

Perform fluid level check.Adjust idle to specifications.Disengage choke.Service required.Service or adjust linkage.Perform control pressure testService as required.• Clean, repair or replace valve body.

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Condition Possible Causes ResolutionNo drive in any gear Improper fluid level.

Damaged or improperly adjusted linkage.Improper clutch or band application, or oil controlpressure.

Internal leakage.Valve body loose.Damaged or worn clutches.Sticking or dirty valve body.

Add fluid.Check linkage.Perform control pressure testCheck and repair as required.Tighten to specification.Service as required.Clean, repair or replace valve body.

No drive forward -reverse OK.

Improper fluid level.Damaged or improperly adjusted linkage.Improper clutch or band application, or oil controlpressure.

Damaged or worn forward clutch or governor.Valve body loose.Dirty or sticking valve body.Damaged 2-3 Accumulator.

Perform fluid level checkService or adjust linkage.Perform control pressure testPerform air pressure test.Tighten to specification.Clean, service or replace valve body.Service as required.

No drive, slips orchatters in reverse,forward OK.

Improper fluid level.Damaged or improperly adjusted linkage.Looseness in the driveshaft, U-joints, or enginemounts.

Reverse bands out of adjustment or damaged reverseclutches.

Improper oil pressure control.Damaged or worn reverse clutch or shim.Valve body loose.Dirty or sticking valve body.

Perform fluid level checkService or adjust linkage.Service as required.Service clutches as required.Perform control pressure testPerform air pressure testTighten to specifications.Clean, service or replace valve body.

No drive, slips orchatters in first gearin D. All other gearsnormal.

Damaged or worn one-way clutch. Service or replace one-way clutch.

No drive, slips orchatter in secondgear.

Improper fluid level.Damaged or improperly adjusted linkage.Intermediate band put of adjustment (except AOD)Improper band or clutch application, or oil pressurecontrol.

Damaged or worn servo and internal leaks.Dirty or sticking valve body.Polished, glazed intermediate band or drum (exceptAOD).

Check fluid levelService or adjust linkage.Adjust intermediate band.Perform control pressure testPerform air pressure test.Clean, service or replace valve bodyReplace or service as required.

Starts up in 2nd or3rd.

Improper fluid level.Damaged or improperly adjusted linkage clutchImproper band and/or clutch application, or oil controlpressure.

Damaged or worn governor, or sticking governor.

Valve body loose.Dirty or sticking valve body.Cross leaks between valve body and case matingsurface.

Perform fluid level checkService or adjust linkage.Perform control pressure test.

Perform governor check, replace or servicegovernor

clean screen.Tighten to specification.Clean, service or replace valve body.Replace valve body and/or case as required.

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Condition Possible Causes Resolution

Shift points incorrect.

Improper fluid level.Improper vacuum hose routing or leaks (except AOD).Improper operation of EGR system (except AOD).Linkage out of adjustment (AOD).Throttle linkage out of adjustmentImproper speedometer gear installed.Improper clutch or band application, or oil pressurecontrol system.

Damaged or worn governor.Dirty or sticking valve body.

Perform fluid level check.Correct hose routing.Service or replace as required.Service or adjust linkage.Service or adjust linkage.Replace gear.Perform shift test an control pressure test.

Service or replace governor- clean screen.Clean, service or replace valve body.

No upshift at anyspeed in (3 or D forAOD.

Improper fluid level.Vacuum leak to diaphragm unit.Linkage out of adjustmentThrottle linkage AOD.Improper band or clutch application, or oil pressurecontrol system.

Damaged or worn governor.Dirty or sticking valve body.

Perform fluid level check.Service vacuum line or hose.Service or adjust linkage.Service as required.Perform control pressure test

Service or replace governor- clean screen.Clean, service or replace valve body.

Shifts 1-3 in D.

Improper fluid !wet.Intermediate band out of adjustment.Intermediate friction or one-way clutch (AOD).Damaged intermediate servo and/or internal leaks(except AOD).

Polished, glazed band or drum (except AOD).Improper band or clutch application, or oil pressurecontrol system.

Dirty or sticking valve body.

Perform fluid level check.Adjust band.Service.Perform air pressure test. Service front servoand/or internal leaks.

Service or replace band or drum.Perform control pressure test

Clean, service or replace valve body.

Engine over-speeds on 2-3 shift.

Improper fluid level.Linkage out of adjustment.Throttle linkage (AOD).Improper band or clutch application, or oil pressurecontrol system.

Damaged or worn high clutch and/or intermediateservo.


Perform fluid level check.Service or adjust linkage.Service or adjustPerform control pressure test

Perform air pressure test. Service asrequired.

Clean, service or repair valve body.

Mushy 1-2 shift

Improper fluid level.Incorrect engine performance.Improper linkage adjustment.Intermediate band out of adjustment (except AOD).Improper band or clutch application, or oil pressurecontrol system.Damaged high clutch and/or intermediate servo orband (except AOD).

Polished, glazed band or drum (except AOD).Dirty or sticking valve body.

Add fluid as required.Tune engine and adjust engine idle.Service or adjust linkage.Adjust intermediate band (except AOD).Perform control pressure testPerform air pressure test Service as required.Service or replace as required.Clean, service or replace valve body.

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December 7, 2010210



Rough 1-2 shift

Improper fluid level.Incorrect engine idle or performance.Intermediate band out of adjustment (except AOD).Improper band or clutch application, or oil pressurecontrol system.

Damaged intermediate servo (except A00).Dirty or sticking valve body.

Perform fluid level checkTune engine and adjust engine idle.Adjust intermediated (except AOD).Perform control pressure testAir pressure check intermediate servo.Clean, service or replace valve body.

Rough 2-3 shift

Improper fluid level.Incorrect engine performance.Damaged 2-3 accumulator.Improper band or clutch application, or 61 controlpressure system.

Damaged or worn intermediate servo release and highclutch piston check ball (except AOD).


Perform fluid level checkTune engine and adjust engine idle.Service as required.Perform control pressure testAir pressure test the intermediate servo applyand

release, and the high clutch piston ball check.Serviceas required.


Rough 3-1 shift atclosed throttle in D(except AOD).

Improper fluid level.Incorrect engine idle or performance.Improper linkage adjustment.Improper band or clutch application, or 61 controlpressure system.Improper governor operation.Dirty or sticking valve body.

Perform fluid level check.Tune engine and adjust engine idle.Service or adjust linkage..Perform control pressure testPerform governor test Service as required.Clean, service or replace valve body.

Mushy 3.4 or rough4-3 shift (AODonly).

Improper fluid level.Incorrect engine performance.Damaged 3-4 accumulator.Improper linkage adjustment.Improper band application.Damaged or glazed reverse clutch drum.Polished or glazed band.Dirty or sticking valve body.

Perform fluid level checkTune engine and adjust engine idle.Service as required.Service or adjust linkage.Perform control pressure testService as required.Service as required.Clean, service or replace valve body.

Rough or mushy 4-2 or 3-1 shift 9- -

W.O.T. (wide openthrottle) (AODonly).

Improper fluid level.Incorrect engine performance.Improper throttle or manual linkage adjustmentImproper application of intermediate fiction and one-way clutch.


Perform fluid level check.Tune engine and adjust engine idle.Service or adjust linkage.Service as required.


Rough or mushy 4-3shift (AOD only).

Improper fluid level.Damaged 3-4 accumulator.Incorrect engine performance.Improper throttle linkage adjustment.Dirty or sticking valve body or governor.

Perform fluid level check.Service as required.Tune engine and adjust engine idle.Service or adjust linkage.Service as required.Clean, service or replace valve body orgovernor.

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No forceddownshifts

Improper fluid levelLinkage out of adjustment (external).Improper clutch or band application, or oil pressurecontrol system.

Damaged internal kickdown linkage.Dirty or sticking valve body.Dirty or sticking governor.

Perform fluid level check.Service or adjust linkage.Perform control pressure test

Service internal linkage.Clean, service or replace valve body.Clean, service or replace governor assembly.

Runaway engineon 3-2 downshift.

Improper fluid level.'Linkage out of adjustment.Intermediate band out of adjustmentImproper band or clutch application, one-way clutch oroil pressure control system.

Damaged or worn intermediate servo.Polished, glazed band or drum.Dirty or sticking valve body.

Perform fluid level check.Service or adjust linkage.Adjust intermediate band.Perform control pressure test or serviceclutch.

Air pressure test the intermediate shim.Service servo and/or seals.

Service or replace as required.Clean, service or replace valve body.

No engine brakingin manual first gear(except AOD).

Improper fluid level.Linkage out of adjustmentBands out of adjustmentOil pressure control system.Damaged or worn am.Polished, glazed band or drum.

Perform fluid level check.Service or adjust linkage.Check low-reverse clutch.Perform control pressure testPerform air pressure test of servo.Service or replace as required.

No engine breakingin manual secondgear.

Improper fluid level.Linkage out of adjustment.Intermediate band out of adjustment.Improper band or clutch application, or oil pressurecontrol system.Intermediate servo leaking.Polished or glazed band or drum.

Perform fluid level check.Service or adjust linkage.Adjust intermediate band.Perform control pressure testPerform air pressure test of intermediateservo for

leakage. Service as required.Service or replace as required.

Transmissionnoisy- valveresonance.

NOTE: Gauges mayaggravate any hydraulicresonance. Removegauge and check forresonance level.

Improper fluid level.Linkage out of adjustment.Improper band or clutch application, or oil pressurecontrol system.

Cooler lines grounding.Dirty or sticking valve body.Internal leakage or pump cavitation.

Perform fluid level check.Service or adjust linkage.Perform control pressure test

Free up cooler lines.Clean, service or replace valve body.Service as required.

Transmissionoverheats.

Improper fluid LevelIncorrect engine idle or performance.Improper clutch or band application, or oil pressurecontrol system.

Restriction in cooler or lines.Seized converter one-way clutch.Dirty or sticking valve body.

Perform fluid level check.Tune or adjust engine idle.Perform control pressure test

Service restriction.Replace one-way clutch.Clean, service or replace valve body.

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December 7, 2010212



Transmission fluidleaks.

Improper fluid level.Leakage at gasket, seals, etc.

Vacuum diaphragm unit leaking.

Perform fluid level check.Remove all traces of lube on exposedsurfaces of transmission. Check the vent forfree breathing. Operate transmission atnormal temperatures and inspect forleakage. Service as required.

Replace diaphragm.

P-R-N-D-2-1pointer misaligned.

Shift rod out of adjustment.

P-R-N-D-2-1 pointer is adjusted incorrectly.

Check manual linkage for correct adjustmentSee part 17-02: Sift control linkage.

Adjust P-R-N-D-2-1Shift Rod within Tube.

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December 7, 2010214

Removal and Installation

Vacuum Diaphragm

1. Disconnect the hoses from the vacuum unit.

2. Remove the vacuum unit retaining bracketbolt and bracket (Figure 15). Do not pry or bendthe bracket.

3. Pull the vacuum unit from the transmissioncase.

4. Remove the vacuum unit control rod fromthe transmission case.

5. Install the vacuum unit control rod in thetransmission case.

6. Push the vacuum unit into the case andsecure with the retaining bracket and bolt.Tighten the bolt to 17-21 N m (12-16 ft-lbs).

7. Install the vacuum unit hoses to theirrespective connectors.

Figure 15, Vacuum Diaphragm Installed

Transmission Fluid Drain and Refill

Normal maintenance and lubrication requirements do not necessitate periodic automatic transmissionfluid changes.

If a major repair, such as a clutch band, bearing, etc., is required in the transmission, it will have to beremoved for service. At this time the converter, transmission cooler and cooler lines must bethoroughly flushed to remove any dirt.

On light trucks equipped with automatic transmissions the following should apply:

When used under continuous or severe conditions, the transmission and the torque converter shouldbe drained and refilled with the specified fluid at intervals directed in the maintenance or ownersmanual.

See the Truck Performance Specifications book for fluid requirements.

Note: Fluid level indicator should be used to determine actual fluid requirements.Check fluid level when the transmission is at normal operating temperature. Donot overfill.

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Procedures for partial drain and refill, due to in-vehicle repair operation, are as follows:

1. Raise the vehicle on a hoist or jack stands.

2. Place a drain pan under the transmission.

3. Loosen the pan attaching bolts and drain the fluid from the transmission.

4. When the fluid has drained to the level of the pan flange, remove the rest of the pan boltsworking from the rear and both sides of the pan to allow it to drop and drain slowly.

5. When all fluid has drained from the transmission, remove and thoroughly clean the pan andthe screen. Discard the pan gasket.

6. Place a new gasket on the pan, and install the pan on the transmission.

7. Add 2.8 liters (3 quarts) of fluid to the transmission through the filler tube.

8. Check the fluid level.

Oil Cooler Tube

When fluid leakage is found from the oil cooler, the cooler must be replaced. Cooler replacement isdescribed in the Cooling System section.

When one or more of the fluid cooler steel tubes must be replaced, each replacement tube must befabricated 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 thetube.

After the fittings have been tightened, add fluid as needed, and check for fluid leaks.

Cleaning and Inspection

Transmission

Clean the parts with suitable solvent and use moisture-free air to dry off all the parts and clean outfluid passages.

The composition clutch plates, control valve body to-screen gasket, bands and synthetic seals shouldnot be cleaned in a vapor degreaser or with any type of detergent solution. To clean these parts, wipethem off with a lint-free cloth. New clutch plates or bands should be soaked in transmission fluidspecified for that transmission type for fifteen minutes before being assembled.

Control Valve Body

1. Clean all parts thoroughly in clean solvent, and blow dry with moisture-free compressed air. If thevalve body-to-screen gasket is removed, the gasket should not be cleaned in a degreaser, solvent orany type of detergent solution. To clean the gasket, wipe it off with a lint-free cloth.

2. Inspect all valve and plug bores for scores. Check all fluid passages for obstructions. Inspect thecheck valve for free movement. Inspect all mating surfaces for burrs or distortion. Inspect all plugsand valves for burrs or scores. Use crocus cloth to polish valves and plugs. Avoid rounding thesharp edges of the valves and plugs with the cloth.

3. Inspect all springs for distortion. Check all valves and plugs for free movement in their respectivebores. Valves and plugs, when dry, must fall from their own weight in their respective bores.

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December 7, 2010216

4. Inspect the separator plate screen for obstructions. The screen must be clean and free of foreignmaterial. If contaminated, remove it from separator plate, clean in a suitable solvent, andthoroughly blow clean with compressed air.

5. Roll the manual valve on a flat surface to check for bent condition.

Intermediate Servo

1. Inspect the servo bore for cracks and the servo piston for damage, and the piston bore and the servopiston stem for scores. Check fluid passages for obstructions. Replace any damaged seals.

2. Check servo spring and servo band strut(s) for distortion.

3. Inspect the cover seal and gasket cover sealing surface for damage.

Extension Housing

1. Inspect the housing for cracks. Inspect the gasket surface for burrs or warpage.

2. Inspect the bushing for scores or wear. Replace if required.

3. Inspect the rear seal for hardness, cracks or wear. If the seal shows wear or deterioration, replace the seal.

4. Inspect the seal counterbore and remove all burrs and scores with crocus cloth.

Governor

1. Inspect the governor valves and bores for scores. Minor scores may be removed from the valveswith crocus cloth. Replace the governor if the valves or body is deeply scored.

2. On AOD transmission, inspect the governor screen for obstructions. The screen must be free offoreign material. If contaminated, clean thoroughly in a suitable solvent and blow dry withcompressed air.

3. Check for free movement of the valves in the bores. The valves should slide freely of their ownweight in the bores when dry. Inspect fluid passages in the valve body and counterweight forobstructions. All fluid passages must be clean.

4. Inspect the mating surfaces of the governor body and governor distributor for burrs and distortion.Mating surfaces must be smooth and flat.

Front Pump

1. Inspect the mating surfaces of the pump body and cover for burrs.

2. Inspect the drive and driven gear bearing surface for scores and check gear teeth for burrs.

3. Check the fluid passages for obstructions. If any parts are' found damaged or worn, replace thepump as a unit. Minor burrs and scores may be removed with a crocus cloth.

4. Check the large seal ring groove of the pump body for damage.

5. Check the gasket mating surface of the pump body for damage.

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Reverse-High Clutch

1. Inspect the drum band surface, the bushing, and thrust surfaces for scores. Minor scores may beremoved with crocus cloth. Badly scored parts must be replaced.

2. Inspect the clutch piston bore and the piston inner and outer bearing surfaces for scores. Checkthe air bleed ball valve in the clutch piston for free movement.

3. Check the fluid passages for obstructions. All fluid passages must be clean and free ofobstructions.

4. Inspect the clutch plates for wear, scoring, and fit on the clutch hub splines. Replace all platesthat are badly scored, worn, or do not fit freely in the hub serrations.

5. Inspect the clutch pressure plate for scores on the clutch plate bearing surface. Check the clutchrelease spring(s) for distortion.

6. Check the clutch release spring for distortion and cracks. Replace spring if it is distorted orcracked.

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December 7, 2010218

Forward Clutch

1. Inspect the clutch cylinder thrust surfaces,piston bore, and clutch plate serrations forscores or burrs. Minor scores or burrs may beremoved with crocus cloth. Replace theclutch cylinder if it is badly scored ordamaged.

2. Check the fluid. passage in the clutchcylinder for obstructions. Clean out all fluidpassages. Inspect the clutch piston for scoresand replace if necessary. Inspect the pistoncheck bal l for freedom of movement andproper. seating (Figure 16).

3. Inspect the composition clutch plates, steelclutch plates and clutch pressure plate forworn or scored bearing surfaces. Replace allparts that are deeply scored.

4. deleted

5. Check the clutch hub thrust surfaces forscores and the clutch hub splines for wear.

6. Check the splines on the stator for wear.Replace shaft if the splines are excessivelyworn. Inspect the bushing in the statorsupport for scores. Check the input shaft fordamaged or worn splines.

Figure 16 Clutch Piston Check Valve

Low-Reverse Clutch

1. Inspect the clutch cylinder piston bore and clutch plate serrations for scores or burrs. Minor scoresor burrs may be removed with crocus cloth. Replace the case if it is badly scored or damaged.

2. Check the fluid passage in the case for obstructions (Figs. 12 and 13). Clean out all fluid passages.Inspect the clutch piston for scores and replace if necessary.

3. Check the piston return springs for distortion. Check the piston return spring retainer for flatness.

4. Inspect the compositions clutch plates, steel clutch

plates and clutch pressure plate for worn or scored bearing surfaces. Replace all parts that aredeeply scored.

5. Check the clutch hub splines.

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Converter and Oil Cooler

When internal wear or damage has occurred in the transmission, metal particles, clutch platematerial or band material may have been carried into the converter and oil cooler. These contaminantsare a major cause of recurring transmission troubles and MUST be removed from the system before thetransmission is put back into service.

Whenever a transmission has been disassembled to replace worn or damaged parts or because thevalve body sticks from foreign material, the converter and oil cooler MUST be cleaned by using theRotundra torque Converter Cleaner (model 140028) or equivalent. Under NO circumstances should anattempt be made to clean converters by hand agitation with solvent.

Converter End Play and One-Way Clutch Check

The tools shown in Figure 17 are used to checkthe converter and one-way clutch.

End Play Check

Figure 17 Converter One-Way Clutch Check Tools

1. Insert tool T77L-7902-D into the converterpump drive hub until it bottoms.

2. Expand the sleeve in the turbine spline bytightening the threaded inner post (Figure18), until the tool is securely locked into thespline.

3. Attach a dial indicator to the tools (Figs. 18and 19). Position the indicator button on theconverter pump drive hub and set the dialface at 0 (zero).

3. Lift the tool upward as far as it will go andnote the indicator reading. The indicatorreading is the total end play which theturbine and stator share. Replace theconverter unit if the total end play exceedsthe limits. End play specifications are listedat the end in the specifications section ofthis part.

4. Loosen the threaded inner post to free thetool and then remove the tool from theconverter.

Figure 18 End Play Checking Tool InstalledPro

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Converter One-Way Clutch Check

1. Insert the one-way clutch holding tool(Figure 20) into one of the grooves in thestator thrust washer.

Figure 20 Checking Converter One-Way Clutch

2. Insert the one-way clutch torquing tool(T77L-7902-B) in the converter pump drivehub so as to engage the one-way clutch innerrace (Figure 19).

3. Attach a torque wrench to the one-wayclutch torquing tool. With the. one-wayclutch holding tool held stationary, turn thetorque wrench counterclockwise. Theconverter one-way clutch should lock upand hold a 14 N m (10 ft-lbs) force. Theconverter one-way clutch should rotate freelyin a clockwise direction. Try the clutch forlockup and hold in at least five differentlocations around the converter.

4. If the clutch fails to lock up and hold 14 Nm (10 ft-lbs) of torque, replace the converterunit.

Figure 19 Checking Stator and Turbine End May

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Stator to Impeller Interference Check

1. Position the front pump assembly on abench with the spline end of the stator shaftpointing up (Figure 21). Mount a converteron the pump with the splines on the one-way clutch inner race engaging the matingsplined of the stator support. The converterhub will then engage the pump drive gear.

2. Hold the pump stationary and try to rotatethe converter counterclockwise. Theconverter should rotate freely without anysigns of interference or scraping within theconverter assembly.

3. If there is an indication of scraping, thetrailing edges of the stator blades may beinterfering with the leading edges of theimpeller blades. In such cases, replace theconverter.

Figure 21 Stator to Impeller Interference Check

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December 7, 2010222

Stator To Turbine Interference Check

1. Position the converter on the bench frontside down.

2. Install a front pump assembly to engage themating splines of the stator support andstator, and pump drive gear lugs.

3. Install the input shaft, engaging the splineswith the turbine hub (Figure 22).

4. Hold the pump stationary and attempt torotate the turbine with the input shaft. Theturbine should rotate freely in both directionswithout any signs of interference orscraping noise.

5. If interference exists, the stator front thrustwasher may be worn, allowing the stator tohit the turbine. In such cases, the convertermust be replaced.

6. Check the converter crankshaft pilot fornicks or damaged surfaces that could causeinterference when installing the converterinto the crankshaft. Check the converterfront pump drive hub for nicks or sharpedges that would damage the pump seal.

Figure 22 Stator to Turbine Interference Check

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Pinion Carriers

Individual parts of the planet carriers are not serviceable.

Check the pins and shafts in the planet assemblies for loose fit and/or complete disengagement.Use a new planet assembly if either condition exists. Before installing a planet assembly, the shaftretaining pins should be checked for adequate staking. If necessary, restake the pins beforeinstallation. When restaking, the retaining pins must not be driven into the carrier any further than1.01 mm (0.040 inch) below the surface of the carrier.

Figure 23 Roller Type Planetary Clutch, Carrier and Center Support - Automatic Overdrive Transmissions

1. Inspect the pinion gears for damaged or excessively worn teeth.

2. Check for free rotation of the pinion gears.

Stator Support

1. Inspect the stator support splines for burrs and wear.

2. Check the oil ring grooves in the stator support for nicks, burrs or damaged edges.

Case

Inspect the case for cracks and stripped threads. Inspect the gasket surfaces and mating surfacesfor burrs. Check the vent for obstructions, and check all fluid passages for obstructions and leakage.(Figs. 13, 14, and 15).

Inspect the case bushing for scores. Check all parking linkage parts for wear or damage.

If a transmission case thread is damaged, service kits may be purchased from local jobbers. Torepair a damaged thread, the following procedures should be carefully followed.

1. Drill out the damaged threads using the same drill size as the thread outside diameter. Forexample, use a 5/16 inch drill for a 5/16-18 thread.

2. Select the proper special tap and tap the drilled hole. The tap is marked for the size of the threadbeing repaired. Thus, the special tap marked 5/16-18 will not cut the same thread as a standard

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December 7, 2010224

5/16-18 tap. It does not cut a thread large enough to accommodate the insert, and after the insert isinstalled, 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 length of the insert being used. Press theinsert against the face of the tapped hole. Turn the tool clockwise and wind the insert into the holeuntil the insert is 1/2 turn below the face.

4. Working through the insert, bend the insert fang straight up and down until it breaks off at thenotch.

Improperly installed inserts can be removed with the extractor tool. Place the extractor tool in theinsert with the blade resting against the top coil 1/4 to 1/2 turn away from the end of the coil. Tapthe tool sharply with a hammer until the blade cuts into the insert. Exert downward pressure on thetool and turn it counterclockwise until the insert is removed.

VACUUM DIAPHRAM ASSEMBLY SPECIFICATIONS

Throttle Valve Rod

Diaphragm Type Diaphragm Part No. IdentificationPart No.(7A380)

Length Identification

HAD D7AP-7A377-AA Part No. Stamped C4AP-A 1.677.1.667 No Color

SAD D70P 7A377-BA 1 Green StripeD10-BAD30-DA

1.727-1.7171.611-1.601

Purple DaubYellow Daub

SAD D4TP-7A377-BA 1 Black StripeD30-EAD30-FA

1.644-1.6341.660-1.650

Blue DaubGreen Daub

D3AP-GA 1.710-1.700 White DaubSAD DSAP-7A377 AA 1 Purple Stripe

D8AP-AA 1.694-1.684 Brown Daub# Selective fit rods.SAD - Single Area DiaphragmS-SAD - Super Single Area DiaphragmS-HAD - Super High Altitude DiaphragmHAD - High Altitude DiaphragmSS-HAD - Super High Altitude Diaphragm.

SPECIAL TOOLS

Number Description

T76L-7902-C

T77L-7902-ATorque Converter One-Way Clutch Tool

T76L-7902-D Torque Converter End Play Checking Tool

ARE-2905 Automatic Transmission Tester

140028 Torque Converter Cleaner

72-0004 Torque Converter Leak Tester

Tool 4201-C Dial Indicator

T8OL-77030-B Servo Piston Remover

Stall SpeedsTransmissionType Engine

ConverterSize Minimum Maximum

C-6 4.9L 1 7 1525 1776

TORQUE-CONVERTER END-PLAY

Converter End-Play

New or Rebuilt Converter Used Converter

mm Inches mm Inches

0.533 Max. 0.021 Max. 1.01 Max. 0.040 Max.

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Operation and Maintenance ManualAppendix C, C-6 Automatic Transmission

Service


Appendix C, C-6 Automatic Transmission

Service

DescriptionThe C-6 transmission is a three speed unit capable of providing automatic upshifts and downshifts

through the three forward gear ratios. The transmission is also capable of providing manual selectionof first and second gears.

Figure 2 shows the location of the converter, frontpump, clutches, gear train and most of theinternal parts used in the C-6 transmission. Theidentification tag (Figure 1), attached to theintermediate servo (Figure 5) lower front coverbolt, includes the model prefix, suffix and serialnumber.

The first line on the tag shows the transmission model prefix and suffix. A number appearing afterthe suffix indicates that the internal parts in the transmission have been changed after initial productionstart-up. For example, a PGD-BN model transmission that has been changed internally would readPGD-BN1. Both transmissions are basically the same, but some service parts in the PGD-BNtransmission are slightly different than the PGD-BN1 transmission. Therefore, it is important that thecodes on the transmission identification tag be checked when ordering parts or making inquiries aboutthe transmission.

The hydraulic control system schematic is shown in Figure 4. The converter housing and the fixedsplines which engage the splined outside diameter of the low-reverse clutch steel plates, are both castintegrally into the case.

Only one (intermediate) band is used in the C-6 transmission. This, along with the forward clutch, isused to obtain intermediate gear.

Overhaul and Rebuild Kits

Kit Description Part ID #

Bushing Kit, C-6 TransOverhaul Kit, C-6TransBushing Kit, C-6 Trans

2280 2281 2282

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Figure 2, Automatic Transmission – Sectional

AdjustmentsThe only adjustment on the transmission is the intermediate band.

To prevent damage to the transmission and to assure proper band adjustment, it is essential that the toolsand procedures described here are used whenever the band is adjusted.

Intermediate Band Adjustment.1. Raise the vehicle on a hoist or jack

stands.

2. Clean all 'the dirt- from the bandadjusting screw. Remove and discardlocknut.

3. Install a new locknut and tighten theadjusting screw to 14 N m (10 ft-lbs)torque (Figure 3).

4. Back off the adjusting screw exactly1-1/2 turns.

5. Hold the adjusting screw from turningand tighten the locknut to 54 N m (40ft-lbs).

6. Lower the vehicle. FIG 3, Adjusting Intermediate Band

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Removal and Installation

Removal

1. Park the vehicle on a hoist, but do not raise it.

2. Remove the two upper converter housing-to-engine bolts.

3. Remove the bolt securing the fluid filler tube to the engine.

4. Raise the vehicle on a hoist or stands.

5. Place the drain pan under the transmission fluid pan.

6. Starting at the rear of the pan and working toward the front, loosen the attaching bolts and allow the fluid todrain. Finally remove all of the pan attaching bolts except two at the front, to allow the fluid to furtherdrain. With fluid drained, install two bolts on the rear side of the pan to temporarily hold it in place.

7. Remove the converter drain plug access cover from the lower end of the converter housing.

8. Remove the converter-to-flywheel attaching nuts. Place a wrench on the crankshaft pulley attaching boltto turn the converter to gain access to the nuts.

9. With the wrench on the crankshaft pulley attaching bolt, turn the converter to gain access to the converterdrain plug. Place a drain pan under the converter to catch the fluid and remove the plug. After the fluidhas been drained, re-install the plug.

10. Disconnect the U-joints at both ends of thedriveshaft.

11. Disconnect the downshift and manual linkagerods from the levers at the transmission.

12. Disconnect the oil cooler lines from thetransmission.

13. Remove the vacuum hose from the vacuum diaphragm unit. Remove the vacuum line retaining clip.

14. Disconnect the cable from the terminal on the starter motor. Remove the three attaching bolts and removethe starter motor.

15. Remove the two engine rear support and insulator assembly-to-attaching bolts.

16. Remove the 'two' engine rear support and insulator assembly-to-extension housing attaching bolts.

17. Remove the six bolts securing the No. 2 cross member to the frame side rails.

18. Raise the transmission with a transmission jack and remove both cross members.

19. Secure the transmission to the jack with a safety chain.

20. Remove the remaining converter housing-to-engine attaching bolts.

21. Move the transmission away from the engine. Lower the jack and remove the converter and transmissionassembly from under the vehicle.

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Installation

1. Tighten the converter drain plug to specifications as listed at the end of this part.

2. Position the converter on the transmission making sure the converter drive flats are fully engaged in thepump gear.

3. With the converter properly installation place the transmission on the jack. Secure the transmission to thejack with a safety chain.

4. Rotate the converter until the studs and drain plug are in alignment with their holes in the flywheel.

5. Move the converter and transmission assembly forward into position, using care not to damage theflywheel and converter pilot. The converter must rest squarely against the flywheel. This indicates thatthe converter pilot is not binding in the engine crankshaft.

6. Install and tighten the converter housing-to-engine bolts to specifications listed at the end of this part.

7. Remove the transmission jack safety chain around the transmission.

8. Position the No. 2 cross member to the frame side rails. Install and tighten the attaching bolts tospecifications listed at the end of this part.

9. Install transfer case on F-150 - F-250 (4x4) and Bronco. See Part 16-82, New Process Gear 208 TransferCase, or Part 16-86, Borg Warner 1345 Transfer Case.

10.Position the engine rear support insulator assembly above the cross member. Install the rear supportinsulator assembly-to-extension housing mounting bolts and tighten the bolts to specifications as listed atthe end of this part.

11.Lower the transmission and remove jack.

12.Secure the engine rear support and insulator assembly to the cross member with the attaching bolts andtighten them to specifications as listed at the end of this part.

13.Connect the vacuum line to the vacuum diaphragm making sure that the line is in the retaining clip.

14.Connect the oil cooler lines to the transmission.

15.Connect the downshift and manual linkage rods to their respective levers on the transmission. See Part 17-02 Shift Control Linkage, Removal and Installation.

16.Connect the speedometer cable to the extension housing.

17.Secure the starter motor in place with the attaching bolts. Connect the cable to the terminal on the starter.

18.Install a new 0-ring on the lower end of the transmission filler tube and insert the tube in the case.

19.Secure the converter-to-flywheel attaching nuts and tighten them to specifications as listed at the end ofthis part.

20.Install the converter housing access cover and secure it with the attaching bolts.

21.Connect the drive shaft.

22.Adjust the shift control linkage as required. See Part 17-02, Shift Control Linkage.

23.Lower the vehicle. Then install the two upper converter housing-to-engine bolts and tighten them tospecifications as listed at the end of this part.

24.Position the transmission fluid filler tube to the cylinder head and secure with the attaching bolt.

25.Make sure the drain pan is securely attached and fill the transmission to the correct level with the specifiedfluid.

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Control Valve BodySee Figs. 12 and 20.

Removal

1. Raise the vehicle on a hoist or jack stands.

2. Place a drain pan under the transmission and loosen the bolts holding the transmission pan to drain thefluid from the transmission.

3. Remove the transmission pan attaching bolts from both sides and the rear to allow the fluid pan to drainfurther. Finally, remove the remainder of the attaching bolts. Remove the pan and gasket. Remove anddiscard the nylon shipping plug from the filler tube hole. This plug is used to retain transmission fluidwithin the transmission during shipment and should be discarded when the oil pan is removed.

4. Remove the valve body attaching bolts and remove the valve body from the case.

Installation

1. Position the valve body to the case making sure that the selector and downshift levers are engaged.Install and tighten the attaching bolts to specifications as listed at the end of this part.

2. Clean the transmission pan and gasket surfaces thoroughly.

3. Using a new pan gasket, install attaching bolts securing the pan to the transmission case. Tighten theattaching bolts to specifications as listed at the end of this part.

4. Lower the vehicle and fill the transmission to the correct level with the specified fluid.

Intermediate Servo

Removal


2. Remove the bolts that secure the engine rear support to the transmission extension rear support andinsulator assembly to cross member.

3. Remove the two cross member-to-frame attaching bolts, and the bolts attaching the gussets to the crossmember, if so equipped.

4. Raise the transmission high enough to remove the weight from the cross member and remove the crossmember.

5. Disconnect the muffler inlet pipe from the exhaust manifolds and allow the pipe to hang.

6. Place a drain pan under the servo. Remove the bolts that attach the servo cover to the transmission case.

7. Remove the cover, piston, spring and gasket from the case, screwing the band adjusting screw inward asthe piston is removed. This places enough tension on the band to keep the struts properly engaged in theband end notches while the piston is removed.

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8. Apply air pressure to the port in theservo cover to remove the piston androd.

9. Replace the complete piston and rodassembly if the piston or piston sealinglips are damaged (Figure 5).

10. Remove the seal from the cover

Figure 5 Intermediate Servo Disassembled - Typical

Installation

1. Dip the new seal in transmission fluid.

2. Install a new seal on the cover.

3. Coat new gasket with petroleum jelly, and position on the servo cover.

4. Dip the piston in transmission fluid and install it in the cover.

5. Position the servo spring on the piston rod.

6. Insert the servo piston and cover in the case and secure the cover to the case with the attaching bolts, takingcare to back off the band adjusting screw as the cover bolts are tightened. Make sure that the serviceidentification tag is in place.

7. Connect the muffler inlet pipe to the exhaust manifolds.

8. Raise the transmission high enough to install the cross member. Secure the cross member to the rearsupport with the attaching bolts. Lower the transmission as required to install the cross member to frameand gussets attaching bolts. Tighten the attaching bolts to specifications as listed at the end of this part.

9. Remove the jack from the transmission. Adjust the band as detailed in the Adjustment section at thebeginning of this part.

10. Lower the vehicle and replenish the fluid as required. See Part 17-01 of the General AutomaticTransmission Service.

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Extension Housing Bearing or Bushing and Rear Seal

Removal

1. Raise the vehicle and disconnect the driveshaft at the transmission.

2. When only the rear seal needs replacing,carefully remove it with a tapered chisel or thetools shown in Figure 6. Remove the bushing asshown in Figure 7. Use the bushing removercarefully so that the spline seal is notdamaged.

Installation

1. When installing a new bushing use the specialtool as shown in Figure 8.

2. Before installing a new seal, inspect the sealingsurface of the universal joint yoke for scores. Ifscores are found, replace the yoke.

3. Inspect the counterbore of the housing forburrs. Remove burrs with crocus cloth.

4. Install the seal into the housing with the toolshown in Figure 9. The seal should be firmlyseated in the bore. Coat the inside diameter ofthe end of the seal with C1AZ-19590-B (ESA-M1C75-B) or an equivalent lubricant.

5. Coat the front universal joint spline with C1AZ-19590-B (ESA-M1 C75-B) or anequivalent lubricant and install the drive shaft.

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Extension Housing

Removal


2. Disconnect the drive shaft from the rear axle flange and remove it from the transmission.

3. Disconnect the speedometer cable from the extension housing.

4. Remove the engine rear support and insulator assembly-to-extension housing attaching bolts.

5. Place a jack under the transmission and raise it just enough to remove the weight from the engine rearsupport.

6. Remove the bolts that secure the engine rear support to the cross member and remove the support.

7. Place a drain pan under the rear of the transmission case.

8. Lower the transmission and remove the extension housing attaching bolts. Slide the extension housing off theoutput shaft and allow the fluid to drain.

Installation

1. Clean the mounting surface on the transmission case and on the extension housing. Position a new gasketon the transmission case.

2. Hold the extension housing in place and secure it with the attaching bolts.

3. Raise the transmission high enough to position the engine rear support on the cross member.

4. Secure the support to the cross member with the attaching bolts and nuts. Tighten the bolts tospecification as listed at the end of this part.

5. Lower the transmission and remove the jack. Install the engine rear support-to-extension housingattaching bolts. Tighten the bolts to specification as listed at the end of this part. On 4x4 vehicles, install thetransfer case. See Part 16-82 or 16-86.

6. Secure the speedometer cable to the extension housing with the attaching bolt.

7. Install the drive shaft and lower the vehicle to the floor.

8. Fill the transmission to the correct level with the specified fluid.

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Governor

Removal

1. Remove the extension housing as outlined inthis section.

2. Remove the governor-to-oil-collectorattaching bolts (Figure 10).

3. Remove the governor from the flange.

4. See the Disassembly and Assembly sectionof this Part for governor repair operations.

Installation

1. Secure the governor (Figure 10) to the oilcollector flange with the attaching bolts.Tighten the bolts to specification as listed atthe end of this part.

2. Re-install the extension housing as outlinedin this section.

Figure 10, Governor Installed

Disassembly and Assembly

TRANSMISSION

Before removing any of the subassemblies, clean the outside of the transmission thoroughly to prevent dirt fromentering the mechanical parts.

During the repair of the subassemblies, certain general instructions which apply to all units of the transmissionmust be followed. Following these instructions will avoid unnecessary repetition.

Handle all transmission parts carefully to avoid nicking or burring the bearing or metal surfaces. Lubricate allinternal parts of the transmission with clean automatic transmission fluid before assembly.

Do not use any other lubricants except on gaskets and thrust washers. These may be coated with petroleum jellyto facilitate assembly. Always use new gaskets and seals when assembling a transmission. See General AutomaticTransmission Service for cleaning and inspection procedures.

Tighten all bolts and screws to the recommended torque as outlined in specifications at the end of this part.

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Disassembly

1. Remove the converter, and mount thetransmission in holding fixture T64L-6001-A(Figure 11).

2. Remove the 17 fluid pan attaching bolts.Remove the pan and gaskets.

Figure 11, Transmission in Holding Fixture

3. Remove the eight valve body attaching bolts.Lift the valve body (Figure 12) from thetransmission case.

4. Attach a dial indicator to the front pump asshown in Figure 13. Install Tool T61L-7657-Bin the extension housing to center the outputshaft.

Figure 12, Transmission with Pan Removed

5. Pry the gear train to the rear of the case and atthe same time, press the input shaft inwarduntil it bottoms (Figure 13). Set the dialindicator to read zero.

6. Pry the gear train forward (Figure 13), and notethe amount of gear train end play on the dialindicator. Record the end play to facilitateassembling the transmission. Remove the dialindicator from the pump and the tool from theextension housing.

Figure 13, Checking Gear Train End Play

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7. Remove the vacuum diaphragm, rod and theprimary throttle valve from the bore in the rearof the case. Slip the input shaft out of the frontpump.

8. Remove the front pump attaching bolts. Pry thegear train forward as shown in Figure 14 toremove the pump.

Figure 14, Removing the Front Pump

9. Loosen the band adjustment screw and removethe two struts.

10. Rotate the band 90 degreescounterclockwise to align the ends with theslot in the case (Figure 15). Slide the bandoff the reverse-high clutch drum.

Figure 15, Removing or Installing Band

11. Remove the forward part of the gear trainas an assembly as shown in Figure 16.

12. Remove the bolts that attach the servocover to the transmission case.

13. Remove the cover, piston, spring andgasket from the case.

14. Remove the large snap ring that securesthe reverse planet carrier in the low-reverse clutch hub. Lift the thrustwashers and planet carrier from the drum.

Figure 16, Removing or Installing Forward part of Gear Train

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15. Remove the snap ring (Figure 17) thatsecures the reverse ring gear and hub onthe output shaft. Slide the ring gear andhub off the shaft. Remove the thrustwasher.

16. Rotate the low-reverse clutch hub in aclockwise direction and, at the same time,withdraw it from the case.

17. Remove the reverse clutch snap ring fromthe case, then remove the clutch discs,plates and pressure plate from the case.

18. Remove the extension housing attachingbolts and vent tube from the case.Remove the extension housing andgasket.

Figure 17, Removing or Installing Reverse Ring Gear Huband Snap Ring

19. Slide the output shaft (with governor andoil collector) assembly from thetransmission case.

20. Remove the distributor sleeve attachingbolts and remove the sleeve, parkingpawl gear and the thrust washer.If the thrust washer is staked in place, usea sharp chisel and cut off the metal frombehind the thrust washer. Be sure to cleanthe rear of the case with air pressure or asuitable solvent to remove any metalparticles.

21. Compress the reverse clutch pistonrelease spring with Tool T65L-77515-A(Figure 18). Remove the snap ring.Remove the tool and the springs andretainer assembly.

Figure 18, Compressing Reverse Clutch Springs

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22. Remove the one-way clutch inner raceattaching bolts from the rear of the case.Remove the inner race from inside of thecase.

23. Remove the low-reverse clutch pistonfrom the case as shown in Figure 19.

Figure 19, Removing Low-Reverse Piston

Assembly

1. Place the transmission case in a holding fixture.

2. Tap the low-reverse piston into place in the case with a clean rubber hammer.

3. Hold the one-way clutch inner race in position and install the attaching bolts. Tighten bolts tospecifications as listed at the end of this part.

4. Install the low-reverse clutch return spring and retainer assembly in the clutch piston.

5. Position the retainer snap ring in place on the one-way clutch inner race.

6. Install the compressing tool shown in Figure 18 and compress the springs just enough toinstall the low-reverse clutch piston snap ring.

7. Install the snap ring, then remove the compressing tool.

8. Place the transmission case on the bench with the front end facing the downward.

9. Position the parking gear thrust washer and the gear on the case (Figure 28). Do not re-stakethe thrust washer.

10. Position the collector and tubes in place on the rear of the case. Install the attaching bolts andtorque to specifications as listed at the end of this part.

11. Install the output shaft and governor as an assembly.

12. Place a new gasket on the rear of the transmission case. Position the extension housing on thecase and install the attaching bolts. Tighten the attaching bolts to specifications as listed atthe end of this part. Install the vent tube.

13. Place the transmission case in the holding fixture.

14. Coat two new gaskets with petroleum jelly and position them on the servo cover.

15. Position the servo spring on the piston rod.

16. Insert the servo piston rod into the case. Install the servo cover with the attaching bolts,making sure that the identification tag is in place. Tighten the attaching bolts to specificationsas listed at the end of this part.

17. Align the low-reverse clutch hub and one-way clutch with the inner race at the rear of thecase. Rotate the low-reverse clutch hub clockwise while applying pressure to seat it on theinner race.

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18. Install the low-reverse clutch plates, starting with the wave plate next to the piston andfollowing with steel and friction plates alternately. Retain them with petroleum jelly. Five (5)steel and five (5) friction plates are required for all models. If new composition plates arebeing used, soak them in clean transmission fluid (ES P-M2C138 CJ, Dexron II, Series D, orequivalent) for fifteen minutes before installation. Install the pressure plate and the snap ring.Test the operation of the low-reverse clutch by applying air pressure at the clutch pressureapply hole in the case.

19. Install the reverse planet ring gear thrust washer and the ting gear and hub assembly. Insertthe snap ring in the groove in the output shaft.

20. Assemble the front and rear thrust washers onto the reverse planet assembly and retain withpetroleum jelly. Insert the assembly into the ring gear and install the snap ring.

21. Set the reverse-high clutch on the bench with the front end facing down. Install the thrustwasher on the rear end of the reverse-high clutch assembly. Retain the thrust washer withpetroleum jelly and insert the splined end of the forward clutch into the open end of thereverse-high clutch with splines engaging the direct clutch friction plates (Figure 37).

22. Install the thrust washers and retain them with petroleum jelly on the front end of the forwardplanet ring, gear and hub. Insert the ring gear into the forward clutch.

23. Install the thrust washer on the front end of the forward planet assembly. Retain the washerwith petroleum jelly' and insert the assembly into the ring gear. Install the input shell and sungear assembly.

24. Install the reverse-high clutch, forward clutch, forward planet assembly, drive input shell andsun gear as an assembly into the transmission case.

25. Insert the intermediate band into the case around the reverse-high clutch cylinder. Install thestruts and tighten the band adjusting screw sufficiently to retain the band.

26. Place a selective thickness bronze thrust washer on the rear shoulder of the stator support andretain it with petroleum jelly. If the end play was not within specifications when checkedprior to disassembly, replace the washer with one of proper thickness. See the specificationsat the end of this Part for selective thrust washer thicknesses.

27. Using two 5/16-inch bolts three inches long, make two alignment studs. Cut the heads from thebolts and grind a taper on the cut end. Temporarily install the two studs opposite each other inthe mounting holes of the case. Slide a new gasket onto the studs. Being careful not to damagethe large seal on the outside diameter of the pump housing, position the pump on the case whileremoving the aligning studs.

28. Install six of the seven mounting bolts and tighten to specifications as listed at the end of thispart.

29. Adjust the intermediate band as detailed under the Adjustments and install the input shaft withthe long splined end inserted into the forward clutch assembly.

30. Install Tool 4201-C at the seventh pump mounting bolt (Figure 13) and check the transmissionend play as in steps 4, 5 and 6 of Disassembly (see specifications at the end of this Part).Remove the tool.

31. Install the seventh pump mounting bolt and tighten to specifications. Install the main controlon the case, making sure that the levers engage the valves properly. Install the primary throttlevalve, rod and the vacuum diaphragm in the case.

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32. Install a new pan gasket and the pan. Tighten the bolts to specifications.

33. Install the converter assembly.

34. Install the transmission in the vehicle as detailed under Removal and Installation.

Control Valve Body

Disassembly

The valve body-to-screen gasket should not be cleaned in a degreaser solvent or any type ofdetergent solution when disassembling the main control. To clean the gasket, wipe it off with a lintfree cloth.

1. Remove the nine screws that attach the screen to the lower valve body (Figure 20) andremove screen and gasket (Figure 21).

2. Remove the five upper-to-lower valve body and hold-down plate attaching screws. Remove theseven attaching screws from the underside of the lower valve body (Figure 20).

3. Separate the bodies and remove the separator plate and gasket. Be careful not to lose thecheck valves and springs. Remove and clean the separator plate screen if necessary (Figure 21).

4. Remove the manual valve plunger retaining pin from the upper valve body and remove theplunger (Figure 22).

5. Slide the manual valve (Figure 22) out of the valve body.

6. Cover the downshift valve port with a finger. Then, working from the underside of the body,remove the downshift valve retainer. Remove the spring and 10. downshift valve (Figure 22).

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7. Apply hand pressure on the pressure boost valve sleeve end and remove the sleeve retainingclip from 11. the under side of the body. Slowly release hand pressure and remove the sleeveand the pressure boost valve. Remove the two springs the spring retainer, and the mainregulator valve from the bore.

8. Apply pressure on the throttle boost valve retaining 12. plate and remove the two attachingscrews. Slowly release the pressure and remove plate, throttle 13. pressure boost valve andspring, and the manual low 2-1 scheduling valve and spring from the body (Figure 22).

9. Apply pressure on the remaining valve retaining plate and remove the eight attaching screws.

10. Hold the valve body so that the plate is facing upward. Slowly release the pressure andremove the plate.

11. When removing the various valves from the control valve body, keep all parts covered withyour fingers except the bore the valve is being removed from. Remove the spring and theintermediate servo modulator valve (Figure 22) from the valve body.

12. Remove the intermediate servo accumulator valve and springs.

13. Remove the 2-3 back-out valve, spring, and 3-2 shift timing valve plug. Do not remove the3-2 shift timing valve plug (Figure 22) if it is found to be peened, thus preventing itsremoval. This condition will not affect transmission operation and is not cause forreplacement of the main control.

14. Remove the 2-3 shift valve, spring, and the throttle modulator valve.

15. Remove the 1-2 shift valve, DR-2 shift valve, and the spring from the valve body.

16. Remove the line pressure coasting regulator valve (Figure 22) from the body.

17. Remove the cutback control valve to complete the disassembly of the control valve.

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Figure 22, Upper Valve Body Disassembled

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Assembly

1. Place the 3-2 shift timing valve plug in the valve body if it was previously removed.

2. Place the downshift valve and spring inthe valve body. Compress the spring andinstall the retainer from the underside ofthe body (Figure 23).

3. Place the valve body on a clean surfacewith the passage side facing up. Place theconverter relief valve spring in its bore(Figure 23). Coat the converter pressurerelief valve with petroleum jelly and placeit on top of the spring. Place the 2-3 shiftvalve check ball in its cavity. Place thethrottle pressure relief valve spring in itsbore (Figure 23). Coat the throttlepressure relief valve check ball withpetroleum jelly and place it on top of thespring.

Figure 23 Converter Pressure Relief Valve, Throttle PressureRelief Valve, and 2-3 Shift Check Valve Location

4. Install the separator screen in the separator plate if it was previously removed. Be sure thescreen tabs are flush with the separator plate surface. Carefully position the separator plateand new gasket on the lower valve body. Place the two hold-down plates on the separator plateand install the attaching screws finger tight.

5. Place the lower body and plate assembly on the upper valve body (Figure 20) and install theattaching screws finger tight.

6. Install the oil screen screws loosely, without the screen, to properly align the upper and lowervalve bodies, gasket, and separator plate.

7. Tighten the two bolts that are covered by the screen to specifications as listed at the end ofthis part.

8. Remove the oil screen attaching screws and place the gasket and oil screen in position on thelower valve body. Re-install the screen attaching screws (Figure 20).

9. Tighten all the valve body and screen attaching screws to specifications as listed at the end ofthis part.

10. Place the cutback control valve (Figure 22) and the line pressure coasting regulator valve inthe valve body.

11. Place the one spring, DR-2 shift valve, and the 1-2 shift valve in the body.

12. Place the throttle modulator valve and spring and the 2-3 shift valve in the valve body.

13. Place the spring and the 2-3 back-out valve in the valve body.

14. Place the two springs and the intermediate servo accumulator valve in the valve body.

15. Place the intermediate servo modulator valve and spring in the body.

16. Carefully place the valve retaining plate on the body and secure it with the eight attachingscrews. Tighten the screws to specifications as listed at the end of this part.

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17. Place the throttle pressure boost valve and spring in the valve body. Place the manual low 2-1scheduling valve and spring in the valve body and install the retaining plate. Tighten theattaching screws to specifications as listed at the end of this part.

18. Place the spring retainer on the stem of the main regulator valve so that the retainer flange isnext to the valve shoulder. Place the main regulator valve, two springs, pressure boost valve,and sleeve in the bore. Apply hand pressure on the end of the pressure boost valve sleeve andinstall the spring clip retainer in the groove on the under side of the body so that the clip isinserted into the end groove in the sleeve. Be sure that the pressure boost valve is free in itsbore.

19. Place the manual valve in the valve body and install the plunger and the retaining pin in thebody.

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Intermediate Servo Disassembly1. Apply air pressure to the part in the servo cover to remove the piston and rod.

2. Replace the complete piston and rod assembly if the piston or piston sealing lips are unserviceable ordamaged.

3. Remove the seals from the cover.

Figure 24, Output Shaft Disassembled

Assembly

1. Dip the new seals intransmission fluid.

2. Install new seals on thecover.

3. Dip the piston intransmission fluid andinstall it in the cover.

Figure 25, Downshift Manual Linkage

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Governor

Disassembly

1. Remove the governor attaching bolts and remove the governor

2. Remove the snap ring that secures the governor oil collector body on the output shaft (Figure 24)and slide it off the front of the shaft.

3. Remove the seal rings from the oil collector body.

Assembly

1. Carefully install new sealrings on the oil collectorbody.

2. Working from the front endof the output shaft, slide thegovernor oil collector bodyinto place on the shaft.Install the snap ring tosecure it. Make sure that thesnap ring is seated in thegroove.

3. Position the governor on theoil collector body (Figure24) and secure it with theattaching screws.

Figure 26, Downshift Linkage

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Downshift and Manual Linkage Disassembly1. Remove the nut and lock washer that secure the outer downshift lever to the transmission and

remove the lever.

2. Slide the inner downshift lever assembly out from the inside of the case (Figure 25). Remove theseal from the recess in the manual lever shaft.

3. On E-100- E-350, remove the two bolts retaining the backup lamp switch, and remove theswitch (Figure 26).

4. Remove the C-ring securing the parking pawl actuating rod to the manual lever. Remove the rodfrom the case.

5. Remove the nut securing the inner manual lever to the shaft. Remove the inner lever from theshaft. Slide the outer lever and shaft from the case.

6. Remove the seal from the case with tools T59L-100-B and T58L-101-A.

Assembly

1. Dip the new seal in transmission fluidand install it in the case as shown inFigure 27.

2. Slide the outer manual lever and shaft inthe transmission case.

3. Position the inner lever on the shaft,making sure the leaf spring roller ispositioned in the inner manual leverdetent. Install the =aching nut. Tightenthe nut to specifications as listed at theend of this part. Install the parking pawlactuating rod and secure it to the innermanual lever with a C-ring.

Figure 27, Installing Manual Lever Seal

4. On E-100 - E-350 slide the backup lamp switch on the outer lever shaft and install the bolts inthe case. With the transmission manual lever in neutral, rotate the switch and install the gaugepin (No. 43 drill) into the gauge pin hole (Figure 26). Tighten the bolts to specifications aslisted at the end of this part.

5. Install a new downshift lever seal in the recess of the outer lever shaft. Slide the downshift leverand shaft into position.

6. Place the outer downshift lever on the shaft and secure it with a lock washer and nut.

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Parking Pawl Linkage

Disassembly

1. Remove the bolts securing the parkingpawl guide plate to the case (Figure 28).Remove the plate.

2. Remove the spring, parking prawl, andshaft from the case.

3. Working from the pan mounting surface,drill a 1/8 inch diameter hole through thecenter of the cupped plug. Pull the plugfrom the case with a wire hook.

4. Unhook the end of the spring from thepark plate slot to relieve the tension.

Figure 28, Parking Pawl Mechanism

5. Thread a 1/4 - 20 inch or 8 - 32 x 1-1/4inch screw (Figure 29) into the park plateshaft. Pull the shaft from the case with thescrew. Remove the spring and park plate.

Figure 29, Removing the Park Brake

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Assembly

1. Position the spring and park plate in the case and install the shaft. Place the end of the springinto the slot of the park plate.

2. Install a new cupped plug to retain the shaft.

3. Install the parking pawl shaft in the case. Slip the parking pawl and spring into place on theshaft.

4. Position the guide plate on the case, making sure that the actuating rod is seated in the slot of theplate. Secure the plate with two bolts and lock washers.

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Servo Apply Lever

Disassembly

Working from the inside of the transmissioncase, carefully drive on the servo apply levershaft to remove the cup plug. The shaft (Figure30) can be withdrawn from the case by hand.

Assembly

1. Hold the servo apply lever in position andinstall the new shaft.

2. Using the fabricated tool show in Figure 30,drive the cup plug into position in the case.Be sure the plug is flush with the shoulder ofthe counterbore. The cup plug may becoated with Loctite, Part No. EOAZ-19554-A or equivalent, before installation.

Figure 30, Servo Apply Lever Installation

Front Pump

Figure 31 Removing Front Pump Seal

Figure 32, Installing the Front Pump Seal

The front seal can be replaced after the pump has been installed on the transmission (Figs. 31 and32).

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Disassembly

1. Remove the two seal rings and the selective thrust washer (Figure 33).

Figure 33, Front Pump Assembly

2. Remove the large square-cut seal from the outside diameter of the pump housing.

3. Remove the five bolts that secure the stator support to the pump housing. Lift the support from thehousing.

4. Remove the drive and the driven gear from the housing.

5. If the pump housing bushing is worn ordamaged, replace it using the handle tool shownin Figure 34.

6. Place the new bushing in position, making surethe half moon slot in the bushing is on top and inline with the oil tube hole near the seal bore.Press the bushing in 1.52 -2.03 mm (0.060 -0.080 inch) below the front face of the bushingbore. Use Tool T66L-7003-B9 and handle toseat the bushing properly. After assembly, thehalf moon slot must be in past the tube hole toprovide proper lubrication.

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Figure 34, Replacing Front Pump Housing Bushing

Assembly

1. Install the drive and driven gears in the pump housing. Each gear has either an identificationmark or chamfered teeth on one face. The identification mark or the chamfered surfacemust be installed toward the front of the pump housing.

2. Position the stator support in the pump housing and install the five attaching bolts. Torque boltsto specifications as listed at the end of this part.

3. Carefully install two new seal rings on the stator support. Make sure that the ends of the rings areengages to lock them in place. Install a new square-cut seal on the outside diameter of the pumphousing.

4. Install the selective thrust washer. Make sure that the correct thickness selective washer is beingused to obtain the specified end play. See the specifications as listed at the end of this part.

5. Place the pump on the converter, making sure that the drive gear engages the converter hub. Rotatethe pump to make sure the gears rotate freely.

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Reverse–High Clutch

Disassembly

1. Separate the drive train as shown in Figure 35.Remove the pressure plate snap ring as shownin Figure 36.

2. Remove the pressure plate and the drive and driven(internal and external spline) clutch plates (Figure37).

Figure 36, Removing or Installing the Reverse-HighClutch Pressure Plate Snap Ring

Figure 37, Reverse-High Clutch Disassembled

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Figure 35, Drive Train Disassembled – Typical1.Front Pump Seal Ring - 7d4412.Front Pump - 7a1033.Gasket-7a1364.Seal Rings5.Number 1 Thrust Washer (Selective)6.Strut Intermediate Brake Band - 7d0297.Intermediate Brake Band Assembly -700298.Strut Intermediate Brake Band Anchor - 704309.Reverse High Clutch Assembly10. Number 2 Thrust Washer

a. Forward Clutch Seal Rings11. Forward Clutch Assembly12. Number 3 Thrust Washer Needle Bearing13. Number 4 Thrust Washer14. Forward Planet Ring and Hub Assembly - 7d39215. Number 5 Thrust Washer16. Forward Planet Assembly -7a29817. Input Shell - 70064 and Sun Gear Assembly – 7006318. Number 6 Thrust Washer Needle Bearing19. Snap Ring20. Number 7 Thrust Washer21. Reverse Planet Assembly - 7d006

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22. Number 8 Thrust Washer23. Reverse Ring Gear and Hub Retaining Ring24. Reverse Ring Gear -7a153 and Hub 7016425. Number 9 Thrust Washer26. Low-Reverse Clutch Hub - 7806727. One-Way Clutch - 7a0897c23228. One-Way Clutch Inner Race - 7017129. Snap Ring30. Low-Reverse Clutch31. Snap Ring32. Low-Reverse Piston Return Spring and Retainer - 7d40633. Low-Reverse Piston –7040234. Inner Seal35. Outer Seal36. Case – 700537. Number 10 Thrust Washer38. Parking Gear - 7a23339. Governor Distributor Sleeve –40. Snap Ring41. Governor Collector – 7022042. Governor - 7c06343. Output Shaft – 7060

3. Install Tool T65L-77515-A (Figure 38) on thereverse-high clutch drum. Make sure that the legsclear the snap ring enough to remove it. Removeboth snap rings and remove the tool.

4. Remove the spring retainer and the piston returnsprings.

Figure 38, Removing or Installing Reverse-High ClutchPiston Snap RingPro

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5. Apply air pressure to the piston apply hole in theclutch hub (Figure 39) and remove the piston.

6. Remove the piston outer seal from the piston andthe inner seal from the clutch drum (Figure 37).

Figure 39, Removing the Reverse-High Clutch Piston

7. Remove the front and rear bushings from theclutch drum' if they are worn or damaged. Toremove the front bushing, use a cape chisel andcut along the bushing seam until the chisel breaksthrough the bushing wall. Pry the loose ends ofthe bushing up with an awl and remove thebushing. To remove the rear bushing, use the toolshown in Figure 40, and press the bushing fromthe drum.

Figure 40, Replacing the Reverse-High ClutchRear Bushing

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Assembly

1. If the clutch drum bushings were removed,position the drum in a press and press newbushings into the drum with the tools shown inFigs 40 and 41.

2. Dip the new seals in transmission fluid and installone on the drum and one on the piston.

3. Install the piston in the clutch drum.

Figure 41, Install Reverse-High Clutch FrontBushing

4. Position the piston return springs in the pistonsockets (Figure 42). Place the spring retainer onthe springs.

5. Install Tool T65L-77515-A (Figure 38) andcompress the springs. Make certain that the springretainer is centered while compressing the springs.Install the snap ring. Before releasing the pressureon the tool, make certain that the snap ring ispositioned inside of the four snap ring guides onthe spring retainer.

Figure 42, Reverse-High Clutch Front Bushing

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6. Clutch plate usage vanes with each model, See thespecifications at the end of this Part for thenumber of plates required. Dip the clutch plates inclean transmission fluid. Install the clutch platesalternately starting with a steel drive (internal)plate (Figure 37). When new composition clutchplates are used, soak the plates in automatictransmission fluid (spec. ESP-M2C138 CJ) for 15minutes before they are assembled.

7. After all clutch plates have been installed, positionthe pressure plate in the clutch drum. Install thepressure plate (selective) snap ring.

8. With a feeler gauge, check the clearance betweenthe pressure plate and snap ring. (Figure 43).

Figure 43, Checking Reverse-High Clutch SnapRing Clearance

9. The pressure plate should be held downward asthe clearance is checked. See the specification atthe end of the part for the proper clearance. If theclearance is not within specifications, selectivethickness snap rings are available in the followingthicknesses:

a. 1.42 - 1.52mm (0.056 - 0.060 inch),b. 1.65 - 1.75mm (0.065 - 0.069 inch),c. 1.87 - 1.98mm (0.074 - 0.078 inch),d. 2.10 - 2.20mm (0.083 - 0.087 inch),e. 2.33 - 2.43mm (0.092 - 0.096 inch),f. 2.79 - 2.89mm (0.110 - 0.114 inch), andg. 3.25 - 3.35mm (0.128 - 0.132 inch).

10. Install the correct size snap ring and recheck theclearance.

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Forward Clutch

Disassembly

1. Remove the clutch pressure plate snap ring(Figure 44).

2. Remove the rear pressure plate, the drive anddriven plates, wave plate, and the forwardpressure plate from the clutch hub (Figure 45).

Figure 44, Removing Forward Clutch Pressure Plate Snap Ring

Figure 44, Removing Forward Clutch Pressure Plate Snap Ring

Figure 45, Forward Clutch Disassembled

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3. Remove the snap ring (Figure 46) that securesthe disc spring in the clutch cylinder. Remove thedisc spring.

Figure 46, Removing or Installing Disk Spring

4. Apply air pressure to the clutch cylinder (Figure47) to remove the piston.

5. Remove the seal from the piston and the sealfrom the clutch hub (Fig 45).

Figure 47, Removing Forward Clutch PistonPrope

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Assembly

1. Dip two new seals in transmission fluid. Install thesmaller seal on the clutch hub and the lip seal on theclutch piston.

2. Install the clutch piston and lip seal withinstallation tool T77L-77548-A (Figure 48).

3. Position the installation tool in the forward clutchcylinder so that the bore of the tool is aligned withthe piston bore in the cylinder. Press the piston intothe cylinder until it bottoms in the bore. Removethe installation tool.

4. Make sure that the steel pressure ring is in thegroove on the piston. Position the disc spring in thecylinder with the dished face downward. Install thespring as shown in Figure 46. Secure the disc withthe retaining snap ring.

Figure 48, Installing Forward Clutch Piston and LipSeal

5. Install the forward pressure plate with the flat sideup and the beveled side downward. Dip the clutchplates in clean transmission fluid (specificationESPM2C 138-J or equivalent). Next, install thewave plate, then a steel plate, and a compositiondriven plate. Install the remaining plates in thissequence (see Figure 45).

See the specifications at the end of this part for the numberof plates required. The last plate installed will bethe rear pressure plate. Install the snap ring andmake certain that it seats fully in the groove. Whennew composition clutch plates are used, soak theplates in automatic transmission fluid for 15 minutesbefore they are assembled.

6. With a feeler gauge, check the clearance betweenthe snap ring and the pressure plate (Figure 49).Downward pressure on the plate should bemaintained when making this check. See thespecifications at the end of this Part for the properclearance.

Figure 49, Pressure Plate Clearance

7. If the clearance is not within specifications, selective snap rings are available in the following thicknesses:

a. 1.42 - 1.52mm (0.056 - 0.060 inch),b. 1.65 - 1.75mm (0.065 - 0.069 inch),c. 1.87 - 1.98mm (0.074 - 0.078 inch),d. 2.10 - 2.20mm (0.083 - 0.087 inch),e. 2.33 - 2.43m m (0.092 - 0.096 inch),f. 2.79 - 2.89mm (0.110 - 0.114 inch), andg. 3.25 - 3.35mm (0.128 - 0.132 inch).

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8. Insert the correct size snap ring and recheck the clearance.

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Input Shell and Sun Gear

Disassembly

1. Remove the external snap ring from the sungear as shown in Figure 50.

Figure 50, Removing the Sun Gear Snap Ring

2. Remove the thrust washer from the output shelland sun gear (Figure 51).

3. Working from the inside of the input shell, removethe sun gear. Remove the snap ring from the gear.

Figure 51, Input Shell and Sun Gear Disassembled

Assembly

1. Install the forward snap ring on the forwardend (short end) of the sun gear (Figure 51).Working from the inside of the input shell, slidethe sun gear and snap ring into place making surethat the longer end is at the rear (Figure 51).

2. Place the No. 6 thrust washer on the sun gear andinstall the rear snap ring.Pro

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Output Shaft Hub and Ring Gear

Disassembly

1. Remove the hub snap ring (Figure 52)from the ring gear.

2. Lift the hub from the ring gear.

Assembly

1. Position the hub in the ring gear.

2. Secure the hub with the snap ring. Makecertain that the snap ring is fully engagedwith the groove.

Figure 52 Output Shaft Hub and Ring Gear

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One-Way Clutch

Disassembly

1. Remove the snap ring and bushing from therear of the low—reverse clutch hub (Figure53).

2. Remove the rollers from the spring assembly andlift the spring assembly from the hub.

3. Remove the remaining snap ring from the hub.

Assembly

1. Install a snap ring in the forward snap ringgroove of the low—reverse clutch hub. Figure 53, One-Way Clutch Disassembled

2. Place the low—reverse clutch hub on the benchwith the forward end down (Figure 54).

3. Install the one—way clutch spring assembly ontop of the snap ring.

4. Install a roller into each of the spring assemblycompartments.

5. Install the bushing on top of the springassembly.

6. Install the remaining snap ring at the rear of thelow—reverse clutch hub to secure the assembly(Figure 53).

Figure 54, One-Way Clutch Installed

Low—Reverse Clutch Piston Disassembly

Figure 52 Output Shaft Hub and Ring Gear

Remove the inner and the outer seal from the lower reverse clutch piston (Figure 35).

Assembly

1. Dip the two new seals in clean transmission fluid.

2. Install the seals on the piston.

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Transmission Fluid Capacity

U.S. Quarts Imperial Quarts Liters

11-3/4 9-3/4 11.1

Selective Thrust Washers (Front Pump Support)

ThicknessIdentification Color

mm Inch

Blue

Natural (white)

1.42 -1.52

1.85 -1.95

0.056 - 0.060

0.073 - 0.077

Transmission Clutch Plate Usage

ThicknessTransmission Model Steel Friction

mm Inch

Forward Clutch

PGD, PJA, PJD41 4 0.533 - 1.168 0.021 - 0.046

High Clutch

PGD, PJA, PJD3 3 0.558 - 0.914 0.022 - 0.036

Reverse Clutch

PGD, PJA, PJD52 5 -

1. Plus a waved plate (7E457) next to inner pressure plate.2. Plus a waved plate next to the piston.

Clutch Snap Rings

ThicknessPart

Pa

Numbermm Inch Forward High

377434 1.52 -1.42 0.060 - 0.056 X X

377126 1.75 -1.62 0.069 - 0.064 X

377127 1.98 -1.87 0.078 - 0.074 X X

377128 2.20 - 2.10 0.087 - 0.083 X

377444 2.43 - 2.33 0.096 - 0.092 X X

386841 2.89 - 2.79 0.114 - 0.110 X

386842 3.35 - 3.25 0.132 - 0.128 X

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Checks and Adjustments

Operation Specifications Operation SpecificationsTransmission End

Play0.203 - 1.117mm (0.008 - 0.044 inch)(Selective thrust washers available)

Torque ConverterEnd Play

New or rebuilt 0.533mm (0.021 inch) max.Used 1.016mm (0.040 inch) max.'

Selective Snap RingThickness

1.42 - 1.52mm (0.056 - 0.060 inch)1.62 - 1.75mm (0.064 - 0.069 inch)1.87 - 1.98mm (0.074 - 0.078 inch)2.10 – 2.20mm (0.083 – 0.087 inch)2.33 - 2.43mm (0.092 - 0.096 inch)2.79 - 2.89mm (0.110 - 0.114 inch)3.25 - 3.35mm (0.128 - 0.132 inch)

Intermediate BandAdjustment

Remove and discard locknut Install newlocknut. Adjust screw to 14 N-m (10 lb. ft.)

torque, then back off 1-1/2 turns.Hold screw and tighten locknut to

54 MM (40 lb. ft.)

Reverse-High ClutchPressure

Plate-to-Snap RingClearance

0.558 - 0.914mm ( 0.022 - 0.036inch)

Forward ClutchPressure

Plate - to - SnapRing

Clearance0.558 - 0.914mm (0.021 - 0.046 inch)

Selective Snap RingThickness

1.42 - 1.52mm (0.056 - 0.060 inch)1.62 - 1.75mm (0.064 - 0.069 inch)1.87 - 1.98mm (0.074 - 0.078 inch)2.10 - 2.20mm (0.083 - 0.087 inch)2.33 - 2.43mm (0.092 - 0.096 inch)2.79 - 2.89mm (0.110 - 0.114 inch)3.25 - 3.35mm (0.128 - 0.132 inch)

To check end play, exert force on checking tool to compress turbine to cover thrust washer wear plate. Set indicator at zero.

Stall SpeedVehicle Engine Size Type V

ConverterSize Min Max Range

E F-100150 50S 4.9L (300 CID) I-6 12.00 1387 1661 275E F-250 50S 4.9L (300 CID) I-6 12.00 1405 1655 250E F-350 50S 4.9L (300 CD) I-6 12.00 1366 1597 231

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