57' and 58' Plymouth Service Manual

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QUICK REFERENCE INDEX

To find Sections, bend manual back
to locate black spots
SECTION Page
1 Front Suspension
permoaa 2 Rear Axle 21 00

3 Brakes-Power Brakes 39 100
SERVICE MANUAL 4 Clutch 59 1110
5 Wheels and Tires 61 10

Universal Joints and
Model 6 Propeller Shaft
7 Steering-Power Steering
75 00
81 00
P30 and P31 Q Frame-Rear Springs-
%) Shock Absorbers 135 010
Transmission-Overdrive-143 110
LP1 and LP2 9 PowerFlite-TorqueFlite
SECTION Page
DIAGNOSIS PROCEDURES Engines-V-8 and

1 6 Cylinder 275
ADJUSTMENTS RECONDITIONING 2 Ignition System 325
Starting System 335
LUBRICATION -MAINTENANCE
4 Generating System 341 00
5 Cooling System 353 00
6 Fuel and Exhaust System 361
Price $3.50 Net
SECTION Page
Postage Prepaid in United States
Order by Number P58-501 1 Body 405
2 Accessories 443
3 Air Conditioning 451 00
Instruments-Gauges-
4 Horn-Windshield Wipers 477
CHRYSLER CORPORATION
PLYMOUTH DIVISION 5 Lighting System 489 00
SERVICE DEPARTMENT
DETROIT 31, MICHIGAN SECTION Page
1 Lubrication-Maintenance 495
2 Wiring Diagram 501

Litho in U.S.A.
20M 1-58 P58-501 Alphabetical Index 511 00
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PLYMOUTH SERVICE MANUAL 3
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Customer confidence pays dividends over the years. Treating a customer's
car as you would your own makes an owner feel that you are rendering a
service, not simply selling a repair job. There's a great difference between an
honest desire to be of friendly service to a customer and a desire to simply
sell a job of service! A customer quickly recognizes the service man who takes
a personal interest in his welfare, and gets a feeling of confidence and
satisfaction that makes "habit" customers out of "now-and-then" customers.
Experience has shown that one of the best ways to create customer con-
fidence is to offer safety inspections and road tests as a part of your service
to the motorists in your community. Like other successful service men, you will
find that motorists appreciate rather than resent having your recommenda-
tions about what should be done to maintain safe vehicle operation.
There are over fifty-six million automotive vehicles in operation in the
United States. Every year as new vehicles are put into use, new inexperienced
drivers take the wheel, increasing the problem of handling traffic on our
streets and highways. There must be greater effort on the part of everyone
concerned to help keep these cars in safe operating condition. Much of the
responsibility falls on the shoulders of service men.
Service men have the responsibility of keeping motorists informed about
the overall condition of their vehicles-particularly those units upon which
the driver depends for safe operation.
Service men have the responsibility of educating drivers about the hazards
of driving an unsafe vehicle.
Service men have the responsibility of advising drivers about the need for
periodical safety-inspections.
Service men have the responsibility of keeping drivers informed about the
need for periodical safety maintenance.
Service men who accept these responsibilities and treat each customer's
car as though it were his own, will reap the benefits of customer confidence
and satisfaction.
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4 PLYMOUTH SERVICE MANUAL
PLYMOUTH VEHICLE NUMBERS

Starting Vehicle Numbers
MODEL
Detroit Evansville Los Angeles Newark
P-30 Plaza, Savoy, Belvedere 14,280,001 20,860,001 25,215,001 28,100,001
P-31 Plaza, Savoy, Belvedere 16,083,001 22,330,001 26,595,001 28,525,001
LP1 (6 cyl.) Plaza, Savoy, Belvedere LP1-1001 LP1E-1001 LP1L-1001 LP1N-1001
LP2 (8 cyl.) Plaza, Savoy, Belvedere LP2-1001 LP2E-1001 LP2L-1001 LP2N-1001
VEHICLE NUMBER LOCATION

The vehicle number (serial number) is located on a plate which is attached to
the left front face of the cylinder block.
ENGINE NUMBER LOCATION
The engine number is stamped on a boss on the left side at the front of the cylin-
der block on 6 cylinder engines. On 277,301 and 318 cu. in. V-8 engines, the
number is stamped on the left front face of the cylinder block. On 350 cu. in. V-8
engines, the number is stamped on the right side of cylinder block between the
coil and distributor.
BODY NUMBER LOCATION
The body number is stamped on a plate which is attached to the left side of the
engine side of the dash.
GENERAL DATA AND SPECIFICATIONS

-30
Model and P-31 LP-2
LP-1
Number of Cylinders 6 V-8
31/4x45/9 33/4x31/4
32%2x31/8 4%6x33/4
Bore and Stroke . 32%2 x 3%6 in.
in. in. in
Piston Displacement 230 cu. in. 277cu.in. 301 cu. in. 318 cu. in. 350 cu. in.
Compression Ratio 8.0 to 1 8.5 to 1 9.25 to 1 9.0 to 1 9.25 to 1 10.0 to 1
Maximum 132 at 197 at 215 at *235 at 1-290 at 225 at *250 at 1290 at *305 at
Brake Horsepower 3600 rpm 4400 rpm 4400 rpm 4400 rpm 5400 rpm 4400 rpm 4400 rpm 5200 rpm 5000 rpm
Taxable Horsepower 25.4 45.0 48.9 52.8
205 at 270 at 285 at 305 at 325 at 330 at 340 at 330 at 370 at

Maximum Torque
1600 2400 2800 2800 4000 2800 2800 3600 3600
Wheelbase 118 in. (122 in. Suburban Only)

Tread-Front 60.9 in.
Tread-Rear 59.6 in.
Overall Length 204.6 in.
Overall Width 78.2 in.
Turning Diameter 45.33 ft.
*Super-Pak frury *Golden Commando
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PLYMOUTH SERVICE MANUAL 5
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This Plymouth Service Manual has been prepared as a reference book of
complete service information for the 1957 and 1958 Plymouth models.
For convenience, the contents of the manual have been arranged in four
parts. Each part has been subdivided into sections. Each section contains charts
of data and specifications, adjustments and repair information, and diagnosis
procedures. A list of the subjects covered in each section will be found at the
beginning of the section. A complete alphabetical index appears in the back
of the manual.
To help diagnose the service needs of the Plymouth car, this manual con-
tains over 300 diagnosis procedures. In most instances it is advisable to make
a road test to verify the condition.
Throughout the manual, service data and specifications are given in chart
form. The clearances and specifications shown are based on the type of
equipment normally available for service work and do not in all cases
represent the manufacturing specifications.
This manual contains service information for units originally installed on

Plymouth cars as "special equipment." No attempt has been made to designate
such units as "special equipment" in this manual.
CHRYSLER CORPORATION
Plymouth Division
Service Department
Detroit, Michigan
LOCKWASHERS SUPPORT BRACKET SWIVEL-04°
BO LT- BOLT LOCK
SUPPORT BRACKET-_
BUSHING NUTS LUBE FITTING
UPPER CONTROL ARM BALL JOINT-UPPER CAM
SHIM SHIM
SHOCK ABSORBER BUSHING
SEAT
NUT
BOLT
WASHER TORSION BAR
NUT
BUSHING SEAL-INNER
BUMPER SEAL-OUTER
BUSHING- RETAINER
SHAFT
WASHER'" BUMPER
STEERING KNUCKLE
NUT FLAT WASHER n
NUT
COTTERPIN
cot
NUT
FLAT WASHER
oFBOLT
COTTERPIN
BOLT
BOLT
-SEAL
COTTERPIN
LOWER CONTROL ARM
NUT
LOCKWASHERS
RETAINER
WASHER
NUT JOINT-LOWER
COTTERPIN---A NUTS
BUSHING WASHER LUBE FITTING
STRUT NUT
RETAINER RETAINER
58P 18
Figure 1-Front Suspension

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7
PART ONE-CHASSIS
SECTION 1 FRONT SUSPENSION SYSTEM
Pages
Data and Specifications 9
1. General Information 7
2. Front Shock Absorbers 8
3. Ball Joints 10
4. Lower Control Arm 11
5. Upper Control Arm 12
6. Steering Knuckles 13
7. Lower Control Arm Strut 14
8. Torsion Bars 14
9. Checking Front Suspension Height 14
10. Front Wheel Alignment 15
11. Front Suspension Lubrication 18
12. Diagnosis Procedures 18
1. GENERAL INFORMATION BRACKETS -UPPER CONTROL ARM

Torsion bar suspension used on Plymouth cars, con-
sists of two torsion bars (right and left hand), two sets of
upper and lower control arms, four ball joints and two
struts, used to position the lower control arms.
The front ends of the torsion bars engage the lower SHIM PACK
control arms at the inner pivot points. The rear ends of
the bars engage adjustable anchor assemblies, which
are supported by brackets welded to the frame side rails,
as shown in Figure 2.
The inner end of the upper control arm has two rubber
bushings which are mounted in two brackets which are
bolted to the frame. The outer end of the upper control
arm is attached to the upper ball joint assembly, as 57P69
shown in Figure 3. Shim packs inserted between the Figure 3-Upper Control Arm Mounting
EXHAUST PIPE CROSSMEMBER ATTACHING BOLTS
AI LOWER CONTROL ARM SHAFT
TORSION BAR ANCHOR ADJUSTING BOLT
STRUT BUSHING
STRUT
ANCHOR BRACKET
LOCK RING
ORSION BAR PART NUMBER
FRAME CROSSMEMBER
CROSSMEMBER ATTACHING BOLT 57P71 LOWER CONTROL ARM 57P70
Figure 2-Torsion Bar Rear Support Assembly Figure 4-Lower Control Arm Mounting
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8 CHASSIS
brackets and the frame side rails, establish the caster

and camber settings for each front wheel. See Figure 3.
The lower control arms are attached to the frame
COTTER PIN SHAFT WASHER
crossmember by a pivot shaft and bushing assembly,
NUT TORSION
as shown in Figure 4. The pivot shafts are mounted in
BAR replaceable rubber bushings, located at the rear of
number two crossmember. The shafts extend through
the crossmember and are secured by nuts and cotter-
pins, as shown in Figure 5.
NUT
The steering knuckles are connected to the upper and
ASHER COTTER PIN lower control arms by the ball joints, as shown in Figure
LOWER CONTROL ARM 6.
FRAME CROSSMEMBER
BUSHING 58P1 9 This eliminates the procedure of checking king pin
inclination. The term "steering axis inclination" will
hereafter be used.
Figure 5-Lower Control Arm Shaft and Bushing To maintain a fixed position in relation to fore and aft
movement of the lower control arm, a strut is attached
to the number one crossmember and to the lower control
*STEERING KNUCKLE
arm on each side, as shown in Figures 4 and 7. The
vir UPPER CONTRO ARM BALL JOINT
forward ends of the struts are mounted in replaceable
rubber bushings, as shown in Figure 7. The rear end of
the struts are bolted securely to the lower control arm,
The ball joints and the tie rod ends are the only points
in the new suspension requiring lubrication.
2. FRONT SHOCK ABSORBERS

REMOVAL
Remove dirt from around the shock absorber upper
STRUT MOUNTING BOLTS mounting area, then raise front of vehicle off floor, to
release tension on torsion bars. Slide a 1/4 inch wrench
LOWER CONTROL ARM BALL JOINT 57P68
over the flats on the top of shock absorber piston rods,
to keep rod from turning. Now, remove nut and cup
Figure 6-Upper and Lower Control Arm Ball Joints washers.
57x71
Figure 8-Removing or Installing Shock Absorber
Figure 7-Lower Control Arm Strut Mounting Lower Bushing
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FRONT SUSPENSION 9
FRONT SUSPENSION SYSTEM

DATA AND SPECIFICATIONS
Models P-30, LP-1 P-31, LP-2
Type Torsion Bar-Independent Suspension
Left wheel + 'A to 0 degrees (Ye degree preferred)
Camber Right wheel + 1/2 to -1/2 degree (0 degree preferred
Manual Steering 0 to - 11/2
Caster Power Steering + 11/2 to 0
(Set left and right side the same)
Toe-In %2 inch to 5/32 inch (1/s inch preferred)
With inside wheel at 20 degrees, outside
Toe-Out on Turns
wheel should be 171/2 to 19 degrees
Steering Axis Inclination 61/2 degrees
Tie Rods Symmetrical
Wheel Bearing Type Tapered Roller
Front 60.9 inch
Tread
Rear 59.6 inch
118 in. all except Suburban
Wheel Base
122 in. Suburban
TORQUE SPECIFICATIONS
Upper Ball Joint Stud Nut 100 ft. lbs.

Lower Ball Joint Stud Nut 135 ft. lbs.
Upper Control Arm Inner Pivot Bushing Bolt Nut 55 ft. lbs.
Upper Control Arm Support Bracket Screw-Lower 50 ft. lbs.
Upper Control Arm Support Bracket Screw-Upper 70 ft. lbs.
Lower Control Arm Shaft Nut-Outer 180 ft. lbs.
Lower Control Arm Shaft Nut-Inner 125 ft. lbs.
Lower Control Arm Strut Bushing Nut 40 ft. lbs.
Lower Control Arm Strut Bolt Nut 65 ft. lbs.
Tie Rod Clamp Bolts 10 to 15 ft. lbs.
Remove shock absorber lower eye mounting bolt and Remove the lower mounting bushing from the shock
nut from mounting bracket. Push the shock absorber up absorber eye using Tool C-3553, as shown in Figure 8.
sufficiently to retract piston rod, then slide shock ab- Press bushing out of eye.
sorber down and out between lower control arm and
frame. The lower cup washer may remain in place or INSTALLATION
drop through when shock absorber is removed.
Place the lower mounting in position. Using Tool
Using a suitable drift, force the inner steel sleeve out C-3553, press bushing into shock absorber eye until
of bushing, then remove bushing from frame opening. centered.
Check bushing for deterioration or fatigue. Install new
bushing as required. Before installing new bushing, in-
sert steel sleeve then dip bushing in water. Place in CAUTION
position on frame. Using a hammer and rod of suitable
size, drive bushing into opening of frame. When in- Always press against steel sleeve to avoid dam-
stalled properly, the groove in bushing will index with age to the assembly.
opening in frame.
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10 CHASSIS
BALL JOINT
STEERING KNUCKLE
TOOL
UPPER CONTROL ARM
TOOL STEERING KNUCKLE
57P66 57x 73 BALL JOINT
Figure 9-Removing Upper Ball Joint from Knuckle Figure 10-Removing Upper Ball Joint from
Control Arm
Compress the shock absorber piston rod to its full Tool C-3560, tighten until ball joint housing is seated
travel, then slide lower cup washer (concave side up) on control arm.
over rod and down into position. Slide shock absorber
up into position between control arm and frame (be sure
CAUTION
piston rod enters steel sleeve through upper bushing and
into position). If torque required to seat the ball joint is less than
125 foot-pounds the upper control arm will have to
Holding shock absorber in installed position, slide the be replaced.
cup washer (concave side down) over piston rod and
down on bushing. Install nut finger tight. Position the
lower end of shock absorber in mounting bracket on Slide seal and dust cover up into position, over stud
lower arm, then install retaining bolt, lockwasher and then position stud in steering knuckle. Install washer
nut. Tighten nut to 40 foot-pounds. Now, tighten the pis- and nut. Tighten from 80 to 120 foot-pounds. Install
ton rod nut to 25 foot-pounds. cotterpin. Install lubrication fitting with fitting pointing
to front of car and lubricate ball joint, using a good
3. BALL JOINTS grade of chassis lubricant. Then reinstall wheel and tire.
UPPER BALL JOINT LOWER BALL JOINT
1. REMOVAL-Place a jack under the lower control I. REMOVAL-Place jack under lower control arm as
arm as close to the wheel as possible. Raise wheel off close to the wheel as possible but allowing enough
floor. Then remove wheel and tire as an assembly. clearance to remove lower ball joint. Then remove wheel
Remove cotter pin from the upper ball joint nut, then and tire as an assembly.
loosen nut one or two turns. Install Tool C-3564 so that Remove ball joint nut cotterpin. Loosen nut one or two
the tool seats evenly against the ends of the upper and turns. Install Tool C-3564 so that the tool seats evenly
lower ball joint stud, as shown in Figure 9. Spread tool against the ends of the upper and lower ball joint studs.
enough to place studs under pressure, then rap knuckle See Figure 11. Spread tool sufficiently to place studs
sharply to loosen stud in knuckle. Do not force ball joint under pressure, then rap knuckle sharply to loosen stud
from knuckle with tool alone. in knuckle. Do not force ball joint from knuckle with
Remove tool, nut and washer, then disengage ball tool alone.
joint from knuckle. Remove ball joint dust cover and Remove tool, nut and washer, then disengage ball
grease seal. Remove the lubrication fitting from top of joint from knuckle. Remove ball joint dust cover and
ball joint, then using Tool C-3560, as shown in Figure 10, seal.
unscrew ball joint from upper control arm. 2. INSTALLATION-Remove the lubrication fitting
2. INSTALLATION-When installing new ball joint, from bottom of ball joint, then using Tool C-3560, as
it is very important that the ball joint threads engage shown in Figure 9, unscrew ball joint from lower control
those of the control arm squarely. arm. When installing new ball joint, it is very important
With the lubrication fitting removed, screw ball joint that the ball joint threads engage those of the control
into control arm as far as possible by hand. Then using arm squarely.
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FRONT SUSPENSION 11
With the lubrication fitting removed, screw ball joint

into control arm as far as possible by hand. Using Tool
C-3560, tighten until ball joint housing is seated on con-
trol arm.
CAUTION
If torque required to seat the ball joint is less than
125 foot-pounds the lower control arm will have to LOCK RING
be replaced.
Slide seal and dust cover up into position, over stud

then position stud in steering knuckle. Install washer
and nut. Tighten from 110 to 160 foot-pounds. Install TORSION BAR
cotterpin.
Install lubrication fitting and lubricate ball joint, using 57x105
a good grade of chassis lubricant. Reinstall wheel and Figure 12-Removing or Installing Torsion Bar
tire. Lock Ring
4. LOWER CONTROL ARMS the nuts, lockwashers and bolts that attach the strut to
the lower control arm.
REMOVAL
Remove the cotterpin from the lower ball joint nut,
Place a jack under the frame front crossmember and then loosen nut one or two turns. Install Tool C-3564 so
raise the vehicle until both front wheels clear the floor. that the tool seats evenly against the ends of the upper
Release load from torsion bar by backing out the anchor and lower ball joint studs. See Figure 11. Apply sufficient
adjusting bolt, as shown in Figure 2. Remove bolt and pressure to place studs under pressure, then rap knuckle
swivel. If bolt is removed alone the swivel may fall sharply to loosen stud in knuckle. Do not force ball joint
inside of bracket. from knuckle with tool alone.
Using pliers, remove the lockring from the rear of Remove tool, nut and washer, then disengage ball
torsion bar anchor, as shown in Figure 12. Slide torsion joint from knuckle. Remove cotterpin, nut and washer
bar back through anchor sufficiently to disengage for- that attaches the lower control arm shaft to the frame.
ward end from lower control arm. Now, slide bar for- With washer and cotterpin removed, reinstall nut until
ward and down, disengaging from anchor. Remove flush with end of shaft.
from under car. Using a hammer and brass drift, loosen shaft (a ta-
Remove wheel and tire as an assembly. Disconnect pered fit in front crossmember), then remove nut. Now,
shock absorber at lower control arm bracket, then push slide the lower control arm and shaft out from rear of
shock absorber up into frame out of the way. Remove crossmember.
STEERING
KNUCKLE
WASHER FLANGE
TOOL
BALL JOINT
_rilr".w'
BUSHING
57x74
57P65
Figure 11-Removing Lower Ball Joint from Knuckle Figure 13-Lower Control Arm Shaft Bushing
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12 CHASSIS
NOTE
SHAFT AND
The torsion bars are marked R (right) and L (left)
BUSHING
on the end. It is very important that each bar be in-
stalled on its respective side of the vehicle as indi-
LOWER
cated. The part number of the bar is stamped on the
CONTROL
ARM
...- TOOL opposite end. This end is to be installed on the
anchor end for identification purposes.
111111ft..-__
Turn bar until anchor cam is positioned as close to the

floor pan as possible. Now, engage front end of bar in
hex opening of lower control arm shaft. If the anchor
57x 75 cam is not in the position just described when installing
Figure 14-Pressing in Shaft and Bushing bar, it will be impossible to adjust the front suspension
to the correct height.
Before installing lockring, center bar so that full con-
LOWER CONTROL ARM SHAFT BUSHING tact is obtained at anchor and arm shaft. Install lock-
1. REMOVAL-Place lower control arm in an arbor ring, making sure it is seated in its groove. Then slide
press, (with torsion bar hex opening up). Press shaft the adjusting bolt swivel in position on anchor cam.
and bushing out of control arm, using a brass drift. Hold in position while installing bolt and seat, as shown
in Figure 2.
Remove cotterpin, nut and washer from end of shaft,
then slide bushing from shaft, as shown in Figure 13. Tighten bolt into swivel until approximately 1 inch
Slide new bushing over shaft (flange end first) and seat of threads are showing out of swivel. This is an approxi-
on shoulder of shaft. Install washer and nut, then tighten mate setting and is to be used only as a starting point
from 100 to 150 foot-pounds. (Hold shaft securely in vise when adjusting for correct height. This setting is neces-
with protector jaws). Install cotterpin. sary to place a load on the torsion bar before lowering
vehicle to floor.
Place lower control arm in arbor press, then place
shaft and bushing in position over arm and press into Lower car to floor, then check and adjust suspension
as required. Refer to Checking Front Suspension Height,
arm, using Tool C-3556, as shown in Figure 14. Press
Page 14.
until flanged portion of bushing is seated.
2. INSTALLATION-Position shaft and control arm in
frame crossmember in approximate operating position. 5. UPPER CONTROL ARMS
Install washer and nut. Tighten nut from 150 to 200 foot- REMOVAL
pounds. Install cotterpin.
The upper control arm support mounting brackets are
Slide the lower ball joint stud into steering knuckle
bolted to the frame side rails, as shown in Figure 3.
and install washer and nut. Tighten nut from 100 to 160
These brackets should not be removed unless damaged
foot-pounds. Install cotterpin.
in an accident.
Withdraw shock absorber from its position up in frame
Place a jack under the lower control arm as close to
opening and engage with mounting bracket. Install the wheel as possible. Raise jack until wheel clears floor.
bolt, washer and nut. Tighten to 40 foot-pounds.
Remove wheel and tire as an assembly.
Position strut on lower arm, install bolts, washer Remove the cotterpin from the upper ball joint nut,
and nuts. Tighten to 65 foot-pounds. Install wheel and then loosen nut one or two turns. Install Tool C-3564, so
tire assembly. Do not lower vehicle at this time.
that the tool seats evenly against the ends of the upper
Before installing torsion bar, check the torsion bar and lower ball joint studs. See Figure 10. Apply suffi-
adjusting bolt and swivel for burred or stripped threads. cient pressure to place studs under pressure, then rap
Install torsion bar. Coat hex ends of bar with grease or knuckle sharply to loosen stud in knuckle. Do not force
lubriplate then slide torsion bar into hex of rear anchor. ball joint from knuckle with tool alone.
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FRONT SUSPENSION 13
WOOD BLOCK UPPER CONTROL ARM

BUSHING WOOD BLOCK
UPPER CONTROL ARM
BUSHING
TOOL TOOL
57x77
Figure 15-Removing Upper Control Arm Bushing Figure 16-Installing Upper Control Arm Bushing
Remove tool, nut and washer, then disengage ball Remove the cotterpins, nuts and lockwashers that at-
joint from knuckle. Remove the nuts, lockwashers and tach the steering arm and brake dust shield to the steer-
bolts that attach the upper control arm and bushings to ing knuckle. Now, remove steering arm, brake dust
the front and rear support. Lift upper control arm up and shield, brake supports and shoes from the steering
away from support. knuckle but leaving the brake hose attached. Do not
If it should become necessary to remove the mounting allow the assembly to hang by the brake hose.
brackets, care should be taken so as not to lose the align-
ment shim pack. If a shim pack is lost, a selection of Remove the ball joint studs from the steering knuckles
%6 inch thick shims may be used as a starting point. as described in Ball Joints. Then lift steering knuckle
Refer to Checking Front Wheel Alignment. out and away from vehicle.
UPPER CONTROL ARM BUSHINGS INSTALLATION

1. REMOVAL-To remove the upper control arm Slide the upper and lower ball joint studs into steering
bushings due to wear assemble Tool C-3558, over bush- knuckle and install lockwashers and nuts. Tighten the
ing and arm and press bushing out of arm, (from inside upper ball joint stud nut from 80 to 120 foot-pounds.
out), as shown in Figure 15. Be sure the control arm is
firmly supported if a hammer and drift is used in place
Install cotterpin. Tighten the lower ball joint stud nut
of tool. from 110 to 160 foot-pounds. Install cotterpin.
Position the flange end of new bushing in Tool C-3558, Slide the brake dust shield, support and shoe assem-
then support the control arm squarely. Force bushings bly over knuckle and into position. Install lockwashers
into control arm (from outside) until tapered portion of and nuts on the upper rear and lower front bolts. Install
bushing seats on arm. See Figure 16. When installing the upper front and lower rear bolts through dust shield
new bushings, be sure the control arm is supported and steering knuckle, then slide steering arm over bolts.
squarely at the point where bushing is being pressed in. Install nuts and tighten evenly to 50 foot-pounds. Install
2. INSTALLATION-Slide the upper ball joint stud cotterpins.
into position in steering knuckle, then install washer Remove covering from brake shoes, then replace
and nut. Tighten nut from 80 to 120 foot-pounds. Install wheel tire and drum assembly. Properly adjust the front
cotterpin.
wheel bearings to avoid excessive bearing preload.
Tighten the front wheel bearing adjusting nut to 90
6. STEERING KNUCKLES inch-pounds while rotating the wheel. Selectively posi-
REMOVAL tion the nut lock over adjusting nut so that the spindle
Place a jack under the lower control arm as near to cotterpin hole is in line with one set of slots in the nut
the wheel as possible. Remove wheel, tire and drum. lock. Without removing the nut lock, back off nut until
Be sure and cover the brake shoes to prevent dirt or the next set of slots are lined up with the cotterpin hole.
grease from soiling the lining. Install cotterpin to secure the nut lock, then remove jack.
14 CHASSIS
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LOWER BALL
FRONT JOINT HOUSING
CROSS MEMBER
LOWER CONTROL ARM
STRUT BUSHING BUSHING HOUSING
LOWER CONTROL ARM STRUT RETAINING WASHERS

A4600
57P73
57P74
Figure 17-Lower Control Arm Strut to

Figure 18-Measuring Front Suspension Height
Frame Mounting
7. LOWER CONTROL ARM STRUT

NOTE
REMOVAL
The torsion bars are not interchangeable side for
Remove cotterpin, nut and bushing retainer from the side. They will be identified as either left or right by
forward end of strut at crossmember. Remove the strut the Letter R or 1 stamped on the end of the bar.
to lower control arm mounting bolts and nuts. Slide
strut and inner bushing retainer from bushing in frame,
as shown in Figure 17. Remove bushing from front of Place jack under center of front crossmember and
frame. raise vehicle off floor. Then back out adjusting bolt and
seat, then remove bolt, seat and swivel. When reinstall-
INSTALLATION
ing, tighten adjusting bolt until approximately 1 inch of
Dip new bushing in water and with the tapered portion threads show above swivel. This is an approximate
toward rear of vehicle, install in opening in frame using setting and should be used as a starting point when
a twisting motion until groove in bushing indexes prop- setting suspension height.
erly with frame. With the cupped side out, slide the This setting is necessary to place a load on the torsion
washer over threaded end of strut, push strut through bar before lowering vehicle to floor. Check and set
bushing in frame.
suspension height.
Slide outer washer over end of strut (cupped side in).
Install nut and tighten sufficiently to install the strut to 9. CHECKING FRONT SUSPENSION
lower control arm mounting bolts. Install bolts, lock-
washers and nuts and tighten to 65 foot-pounds. Tighten HEIGHT
nut on forward end of strut from 35 to 40 foot-pounds. Front suspension height should be checked and if
necessary, reset whenever service work has been done
8. TORSION BARS on the front suspension. To check and adjust front sus-
Should it become necessary to remove and install pension height, place vehicle on level floor. Be sure
either torsion bar, place a jack under the frame front tires are inflated to recommended pressure. Be sure only
crossmember and raise the vehicle until both front the weight of the vehicle is on the torsion bars. (No load
wheels clear the floor. Release load from torsion bar by or passengers.)
backing out the anchor adjusting bolt then remove bolt Using a rule, measure from the floor to the lowest point
and swivel. Using pliers, remove the lockring from the of the ball joint and from the floor to the bottom of the
rear of torsion bar anchor. Slide torsion bar back lower control arm bushing housing, as shown in Figure
through anchor sufficiently to disengage forward end 18.
from lower control arm. Now slide bar forward and The difference in these two dimensions should be
down disengaging from anchor. Remove from car. within 21/B to 21/4 inches on all sedans and coupes. On
The only parts of the torsion bar rear anchor that may Suburban models the difference should be within 2%
require replacement are the adjusting bolts and swivel. to 23/4 inches. Fury models 1% to 13/4 inches.
MyMopar.com
FRONT SUSPENSION 15
SUPPORT BRACKET 2. Check the upper and lower ball joints for excessive
looseness. Check tie rod ends and idler arm for exces-
SHIM PACK
sive looseness. Check the rear spring "U" bolts for
tightness and that the rear axle has not shifted out of
position.
3. Check the vehicles wheel base (both sides) from
center to center of axles. This will determine if the front
suspension or frame is bent or if the rear axle has shifted.
4. Grasp the front bumper at the center and work the
front bumper up and down several times. This will place
the torsion bars and shock absorbers in their "normal"
SHIM position. The car must remain in a normal position, while
SUB SIDE RAIL checking camber, caster, and steering axis inclination.
CASTER AND CAMBER
57P23
Caster and camber adjustments are made by the use
Figure 19-Removing or Installing Shims of IA 6 and Y32 inch shims placed between the upper
control arm support brackets and the frame sub side
Take measurements on the opposite side of the car in rails (refer to Figure 19). Shims may be changed at either
the same manner. After the differential measurements the front or rear bracket to change the caster setting.
have been established for each side, they should be Shims changed equally at both brackets change the
compared. The results must be held within 1/16 inch of camber.
each other. The removal of shims at the rear bracket or the addi-
tion of shims to the front bracket will decrease positive
10. FRONT WHEEL ALIGNMENT caster. One shim (y,, 6 inch) will change caster approxi-
After front wheel alignment has been once adjusted, mately % °. The addition of shims at both front and rear
it should only be necessary to check the alignment once support brackets will decrease positive camber. One
a year under normal driving conditions. However, if shim OA 6 inch) at each bracket will change camber 5/ 6 °.
there is reason to suspect that the wheels are out of line Jack up that side of the vehicle on which adjustment
because the vehicle does not steer properly, or has been is to be made. (Place jack under lower control arm as
damaged in an accident, a careful diagnosis should be near to the wheel as possible.) Loosen the upper control
made first to see if the wheels need aligning or if new arm support bracket bolts and add or remove shims as
parts need be installed. required, as shown in Figure 19. Retighten bolts, remove
When making adjustments or installing new suspen- jack and bounce front of car to allow all parts to assume
sion parts, the alignment angles in both front wheels their normal position.
should be checked in the following order: DETERMINING SHIM CHANGE
(a) Front Suspension Height On page 16 is a handy chart which will enable you
(b) Camber to approximate the shim changes necessary to bring
(c) Caster a car within the preferred specifications.
(d) Steering Axis Inclination The chart is designed to operate much in the same
(e) Toe-in and Toe-out fashion as is the mileage charts found on most road
All parts of the front suspension have been heat maps. The chart may be used for either left or right
treated and should any of these parts become bent, they wheels, as well as for cars equipped with manual or
must be replaced. Under no circumstances should these power steering. The camber figures for the right wheel
parts be heated in order to straighten. will be found across the top of the chart and the figures
for the camber reading for the left wheel will be found
PRELIMINARY ALIGNMENT CHECKS across the bottom of the chart. Figures for the caster on
When checking front wheel alignment, the following a power steering equipped car will be found along the
inspections should be made to determine the necessity left side. The figures for the manual steering car will
for repair or replacement of parts of the suspension or be found along the right side.
steering and accomplished before proceeding further. To use the chart, proceed as follows:
1. Check type of tire wear. Inflate all tires to recom- 1. The car should be bounced so as to allow it to
mended pressure (tires with equal wear on front). Check assume its normal setting.
adjustment of front wheel bearings. (Continued on Page 18)
MyMopar.com
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-18+18
+.25 +.50 +35 +1.00 +1.25 +1.50 +1.75 +2.00 +3.00
-8.00
+2.25 +2.50 +2.75 +3.25
CAMBER-LEFT WHEEL +1/2 TO 0 DEGREES, Ye PREFERRED
57P393
MyMopar.com
MyMopar.com
18 CHASSIS
Determining Shim Change (Cont'd) STEERING AXIS INCLINATION
2. The car height should be checked and adjusted if When camber can be adjusted within the recom-
it's not within the specifications. THE FRONT SUS- mended limits, it is usually unnecessary to check the
PENSION MUST ALWAYS BE SET AT THE PROPER steering axis inclination. However, if camber cannot be
HEIGHT BEFORE ALIGNMENT CHECKS OR WORK adjusted within the recommended limits, steering axis
ARE PERFORMED. inclination must be checked. If the axis inclination is not
within 51/2 to 7° check for a bent frame, steering knuckle
3. A wheel alignment reading should be taken to or control arm.
determine the present caster and camber settings for
each wheel. These settings should be recorded so they TOE-IN ADJUSTMENT
will not be forgotten.
With the steering wheel in a straight ahead position
4. Locate on the chart, the camber reading for the
loosen the clamping bolts on the ends of tie rods and
right wheel using the camber figures across the top of adjust tie rods in the proper direction until toe-in is 1/4
the chart. Also locate the caster reading for the right inch. With toe-in adjustment set, position the ends of the
wheel using either the caster figures at the left side if tie rods in the sockets so that both studs are against
the car is equipped with power steering or right side either the front or back sides of the sockets, then tighten
of the chart, if the car is equipped with manual steering. the clamp bolts from 10 to 15 foot-pounds. This provides
Follow the columns until they cross. The square where sufficient angular rotation of the tie rod on the ball studs
the two columns cross or intersect indicates the shim and prevents interference on extreme turns. Always
change necessary to bring the right wheel within pre- check mid position of steering wheel after adjusting
ferred setting range. toe-in.
The first figure in the square indicates the shim change
necessary at the front bracket. The second figure indi- 11. FRONT SUSPENSION LUBRICATION
cates the shim change necessary at the rear bracket. There are 8 lubrication fittings on the front suspension
A plus mark (+) indicates the addition of shims, a minus which should be lubricated at 1,000 miles or 30 day
mark (-) indicates the removal of shims. intervals. The lubrication fittings are located as follows:
One at each ball joint and one at each tie rod end.
NOTE The rubber bushings used in the front suspension are
designed to grip the contacting metal parts firmly and
The chart is based on a 1/32 inch shim to enable operate as a flexible medium between parts. The use of
more accurate settings to the preferred specifications. lubricants will destroy the necessary friction and cause
It is advisable to use 1/16 inch shims where pos- noise as well as premature failure of the bushings.
sible to reduce the number of shims that have to be
handled. The shim pack should NOT exceed 9/16 Do not lubricate the rubber bushings with any form of
inch. (Eighteen 1/32 inch shims or nine 1/16 inch oil, powder, brake fluid, rubber lubricant or other similar
shims). lubricants.
12. DIAGNOSIS PROCEDURES

The same procedure should be repeated using the CAR LEADS TO ONE SIDE
appropriate figures for the left wheel. After the shims
have been changed as indicated by the chart, the align- The tendency of a car to lead to one side continuously
ment should be rechecked with the gauges to complete is sometimes referred to as "pulling to the left," or "pull-
the operation. ing to the right." Be sure to determine whether the
condition is due to driving on highly crowned roads.
SHIM TABLE 1. CAMBER AND CASTER-If camber and caster is
not equal on each side, the car will lead to one side on
Front Rear a level road.
Direction
Bracket Bracket
With unequal camber, the car may lead to the side
Camber Increase Remove Shims Remove Shims which has the highest camber reading. If caster is not
(Positive) Decrease Add Shims Add Shims equal, the car may lead to the side having the lowest
caster reading.
Caster Increase Remove Shims or Add Shims
On most cars, the camber setting should agree with
(Positive) Decrease Add Shims or Remove Shims the specifications shown on page 9, but when the car
MyMopar.com
FRONT SUSPENSION 19
is driven on a highly crowned road, the camber can be 1. STEERING WHEEL-An improperly centered steer-
increased on the left side. However, the camber for the ing wheel will give the effect of wander. The steering
left wheel should not be more than 1/2 degree greater wheel is correctly centered when the spokes are equally
than that for the right wheel within the specified limits. positioned, with the front wheels pointing straight ahead.
If the camber setting exceeds this recommendation,
excessive wear on the left front tire may result. 2. TIRES-A smooth tread on front tires, may cause
wander when the car is driven over gravel or "black-
2. TIRES-Unequal tire pressure will cause the car to top" roads. Under-inflation of both front or rear tires may
lead to the side having the lowest pressure. cause unstable steering and result in wander.
3. FRAME AND SUSPENSION UNITS-Bent suspen- 3. CASTER-Bent front wheel suspension parts, or
sion parts, or unequal wheelbase may create a change unequal wheelbase may create a change in the caster
in camber and caster great enough to cause the car to great enough to cause the car to wander. To check for
pull to one side. To check for these conditions, measure these conditions, measure the wheelbase, center-to-
the wheelbase, center-to-center, between the front and center between the front and rear wheels on both sides.
rear wheels on both sides. These measurements should These measurements should be equal. If they are not,
be equal. If they are not, look for; a broken main leaf in look for: a broken main leaf in rear springs; a broken
rear spring; a broken center bolt in rear spring; bent center bolt in rear spring; bent parts in front suspension
parts in front suspension system; or a bent frame. system; or bent frame.
4. BRAKES-Inspect the adjustment of each front and FRONT END NOISES

rear wheel brakes for "Dragging."
1. CONTROL ARM PIVOT BUSHING-Worn or loose.
5. STEERING TUBE AND WORM ASSEMBLY-A bent 2. CONTROL ARM MOUNTINGS-Loose.
steering tube and worm assembly will cause hard steer- 3. STRUT BUSHINGS-Worn or loose.
ing and may result in the car pulling to one side. To test 4. SHOCK ABSORBER-Loose.
for this condition, jack up the front end of the car and 5. WHEEL BEARINGS-Loose or worn.
turn steering wheel to extreme right and left. If inter- 6. TIE ROD ENDS-Ball joints worn.
mittent drag is felt tube may be bent.
TIRE WEAR
WANDER 1. STRUT BUSHINGS-Loose or worn.
The term "Wander" means the tendency of the car to 2. TIE ROD ENDS-Worn or loose.
drift slightly to one side, then to the other, under normal 3. TIRE PRESSURE-Low or uneven.
driving conditions while the driver attempts to steer 4. WHEELS-Improperly aligned.
straight ahead. It is generally caused by tightness in the
system. WHEEL BEARINGS
This condition should not be confused with normal To determine if the wheel bearings are worn or dam-
wander caused by high or gusty winds striking the side aged, road test the car and apply brakes. This action
of the car when driving at high speeds. will take some of the load off the wheel bearings, and
noise if present, will diminish, indicating that the bear-
If tightness appears to originate in the steering gear ings are at fault. Raise front wheels and check for loose
or steering column, disconnect the steering gear arm bearings by moving wheels in and out. If a wheel is
and turn the steering wheel, to check for a bind in the loose, remove it and check condition of bearings and
steering column. bearing cups before tightening the bearings.
MyMopar.com
20 CHASSIS
NUT
LOCK WASHER
OIL SEAL
CONE AND ROLLER
CUP
FLANGE
CARRIER
CONE AND ROLLER

GUARD
CUP SHAFT SPACER
ADJUSTER
fir- PLUG
CASE CUP
CONE AND ROLLER
CAP WASHER
SHIMS
GEAR AND
PIN PINION SET
NUT
CONE AND ROLLER
ADJUSTER
LOCK LOCK
BOLT PINION ., WASHER
7
SPACER
BOLT
CAP
GEAR
WASHER
..1-WASHER
GEAR
,1
BLOCK , PINION
BOLT
Ck LOCKWASHER
----WASHER
SCREW
52x7191
Figure 1-Rear Axle 6 Cylinder-8'A inch Ring Gear
THRUST
WASHER BOLT AND LOCKWASHER
SHAFT
BEARING DIFFERENTIAL CASE LOCK SPACER
CONE I PIN BEAR NG CONE GUARD
BEARING CONE ADJUSTER
CUP CUP SEAL FLANGE
CUP
BOLT SHIMS
DRIVE GEAR AND
0 PINION
WASHER
PLUG
CUP CARRIER
SIDE GEAR BOLT LOCK

ADJUSTING WASHER
THRUST WASHER CAP
PINION BEARING CONE
THRUST BLOCK ADJUSTER BOLT AND LOCKWASHER
SIDE GEAR
THRUST WASHER THRUST WASHER
57 x 2
Figure 2-Rear Axle V-8-83/4 inch Ring Gear
MyMopar.com
21
PART ONE-CHASSIS
SECTION II REAR AXLE
Pages
2. Differential and Carrier 21
3. Carrier Disassembly 22
4. Differential 24
5. Rear Axle Adjustment 25
6. Pinion Setting 27
7. Carrier Assembly 28
8. Differential Bearing Pre-Load and Backlash 29
9. Rear Axle Installation 32
10. Axle Shaft End Play 32
11. Sure-Grip Differential 33
1. GENERAL INFORMATION
The rear axle assemblies used on the new Plymouth NOTE
are of the 2 pinion semi-floating type, as shown in Fig- Cleanliness and inspection are vital factors to
ure 1 or 2. remember when overhauling or repairing a rear
The differential, drive pinion and axle shafts are car- axle assembly.
ried on adjustable taper roller bearings. The ring gear Always clean all parts after disassembly and
is mounted on the differential case flange by special keep them clean throughout assembly. Metal chips,
alloy steel bolts. In order to insure quiet, smooth opera- or particles of grit and dirt that may drop into the
tion, the ring gear and pinion are serviced only in lubricant, will cause excessive wear and eventually
matched sets. result in failure of the axle.
The splined ends of the axle shafts engage in the Always inspect all parts before assembly and re-
differential side gears. The outer ends of the axle shafts place those that are worn or scored. Remove any
are tapered and are provided with keyways for attach- burrs, nicks, scratches or rough spots on mating
ing the rear wheel hubs, which are supported by adjust- surfaces of replacement parts, caused by rough
able tapered roller bearings pressed on the axle shafts. handling.
Side thrust from the wheels is transferred from one
shaft to the other by the medium of a thrust block located
in the center of the differential case.
Block the brake pedal so it cannot be depressed. Dis-
connect the brake line at the wheel cylinders, then re-
2. DIFFERENTIAL AND CARRIER move the rear axle drive shaft key, the brake and dust
shield.
REMOVAL
Remove the shims from each end of the axle housing.
Raise the car and remove the rear wheels, hub and Each set should be kept separate so that at reassembly,
drum assembly, using wheel puller Tool C-845. the central location of the axle, shafts, wheels and
thrust block will be assured. Then remove the axle
shafts and bearings from the housing, using puller Tool
C-499. If necessary, remove the bearings from the axle
CAUTION shafts, using bearing puller Tool C-293-13. See Figure 3.
Do not strike the end of axle shaft to loosen the

Remove the rear axle inner oil seals, using puller
Tool C-637. Disconnect the rear universal joint and drop
hub; otherwise, possible damage to the axle shaft
the propeller shaft. Remove the bolts that hold the car-
bearings and thrust block might result.
rier assembly to the axle housing, then lift out the car-
rier assembly.
MyMopar.com
22 CHASSIS
REAR AXLE
Models P-30 LP-1 P-31 LP-2

318 cu. in. 350 Cu.. in.
Type Semi-Floating
Drive Gear Type Hypoid
Ratios Conventional 3.73 3.73 3.54 3.54 3.73
Optional-Mountains
and hilly country 4.1 4.1 3.9 3.9
Overdrive 4.1 4.1 3.9 3.9 -
PowerFlite 3.73 3.73 3.54 3.31
Optional-Mountains
and hilly country 3.9 3.9 3.73 3.73
TorqueFlite 3.36 3.18 3.31
Ring Gear 81/4 in. 81/4 83/4 ' . 83/4 in. VA in.
Ring Gear to Drive Pinion .006 to .008 in.
Differential Case Run-Out 0 to .003 in.
Differential Side Gear Clearance 0 to .008 in.
Axle Shaft End Play .013 to .018 in.
Drive Pinion Bearing Preload 20-30 in. lbs. without seal
Lubricant Capacity VA pts. 31/4 pts. 31/4 pts. 31/2 pts. 31/2 pts.
Axle Shaft Nuts 145 ft. lbs. (min.)
Rear Axle Ring Gear Bolt Nuts 40 ft. lbs.
Differential Bearing Cap Screws 85 to 90 ft. lbs.
Drive Pinion Flange Nut 240 to 280 ft. lbs.
3. CARRIER DISASSEMBLY
Check gear tooth pattern before disassembling the
carrier assembly, refer to Figure 1. With the carrier
assembly mounted in stand, mark both the differential
bearing adjusting nuts and caps. See Figure 4.
NOTE
The caps must not be interchanged as they are

line bored with the carrier housing at manufacture.
6X57
Remove the companion flange retaining cotterpin,
nut and flat washer. See Figure 5. Using puller Tool
Figure 3-Removing Bearing from Axle C-452, and flange holding Tool C-784, remove the com-
Drive Shaft (Puller C- 293 -13) panion flange. See Figure 6.
MyMopar.com
REAR AXLE 23
Insert Pinion shaft oil seal puller Tool C-748 into seal
SCRIBE MARKS PUNCH MARKS and remove from housing. See Figure 7.
Remove the pinion bearing oil slinger, bearing cone,
pre-load shims and spacer then remove the adjusting
nut locks and loosen the differential bearing cap retain-
ing bolts and adjusting nuts to relieve the load on the
bearings. Remove the caps and adjusting nuts.
Lift the differential assembly out then remove the
differential bearing cups from the bearings. Slide the
drive pinion out through the gear end of the differential
carrier. If necessary, remove the rear bearing from the
pinion shaft, using puller Tool C-293. See Figure 8.
NOTE
When using Tool C-293, be sure and use number
57x3
36 plates.
Figure 4-Marking Bearing Caps and Nuts
Before Removal
TOOL
FLANGE
57x4 57x6
Figure 5-Removing or Installing Companion Figure 7-Removing Drive Pinion Bearing Oil Seal
Flange Nut
52x374 A
Figure 6---Removing Companion Flange Figure 8-Removing Bearing from Pinion
MyMopar.com
24 CHASSIS
PLATES (TOOL)
-......r.,,,-
57x7 PLATES (TOOL)

Figure 9-Checking Ring Gear Mounting Flange
Run-out
If necessary, remove both bearing cups from the car-

rier housing, using a suitable drift. Place a drift alter-
nately in the two machined slots, in order to drive the
cups out evenly.
4. DIFFERENTIAL
DISASSEMBLY
Remove the bolts which attach the ring gear to the i 57x8
differential case. (Bolts are left hand thread on 83/4" Figure 10-Removing Differential Bearings
ring gear). Tap the ring gear off the case flange, using
a fibre hammer.
1. DIFFERENTIAL CASE-Mount the differential case
in the carrier and remove excessive play from the bear- LOCKPIN
ings with the adjusting nuts. Now, mount a dial indi-
cator on the carrier mounting face and check the ring SHAFT
gear mounting flange run-out, as shown in Figure 9.
Run-out should not exceed .003 inch.
Inspect the bolt holes in the ring gear mounting flange
for wear or out-of-round. If the bolt holes are out-of-round,
the ring gear will creep on the case.
Remove the differential case from the carrier. Fit num-
ber 18 plates behind bearings and then pull off the
differential bearings using Tool C-293. See Figure 10.
(Number 27 plates 6 cylinder.)
Remove the differential pinion shaft lockpin by driv- 57x9
ing out of the case using a hammer and punch, as Figure 11-Removing the Differential Pinion Shaft
shown in Figure 11. Lockpin
Drive the differential pinion shaft out of the differen-
tial case, using a brass drift and hammer. Lift out the Examine the bearing cups for pitting, scoring or wear.
rear axle drive shaft thrust block. Rotate the pinion Inspect all gears for chipped or worn gear teeth. Check
gears 90° away from pinon shaft hole and remove from the fit of the differential side gears on the axle shaft
case, as shown in Figure 12, then lift out the differential splines and the differential gears on the pinon shafts.
side gears and thrust washers. Check the thrust washers for wear.
2. DIFFERENTIAL PARTS-Check the bearings for Inspect the axle shafts for twists; the splines for wear,
roughness, or brinelling. The bearings must run free cracks or distortion. Any evidence of the above condi-
and show no indication of roughness or wear. tions will necessitate the installation of new parts.
MyMopar.com
REAR AXLE 25
PINIONS
THRUST
V' WASHERS
TOOL
GEARS
PINION SHAFT HOLE

THRUST
BEARING BLOCK
57x10 qw,
Figure 12-Removing or Installing Differential

Gears and Washers
ASSEMBLY AND ADJUSTMENT

If new differential side gears are to be installed, place
a new thrust washer over the hub of each gear and in-
stall in position in the differential case. Slide new thrust-
washers over the differential side gears and place in 57x11
position in case. Insert pinion gear in case and with Figure 13-Installing Differential Bearings
teeth meshed, rotate side gears until pinion gear is at
bottom. (Refer to Figure 12.) Install remaining pinion
gear so that the teeth mesh and pinion shaft hole in NOTE
each gear is in perfect alignment (gears 180° opposite).
Be sure the caps are on the same side from which
Rotate complete gear cluster and at the same time, they were removed.
insert the pinion gear washers (between gear and case).
Continue to rotate gear cluster until gear shaft holes
and case holes are aligned. Mount a dial indicator with the pointer resting against
the back face of the ring gear and check the run-out.
Coat all parts with Hypoid Gear Oil, then continue to Run-out should be true within .004 inch total indicator
assemble the differential. Line up the locking pin hole reading.
in the pinion shaft. Slide pinion shaft into hole in case
and into pinion gear. Install the spacer block with elon-
gated portion of hole toward side gears. Continue to 5. REAR AXLE ADJUSTMENT
slide shaft through block, opposite gear and into case To set the ring gear and pinion for quiet operation and
until end of shaft is flush with case. long life, the following adjustments must be made in the
Install the pinion shaft locking pin in the case and order indicated.
drive in place. Peen the metal of the case over pin to (1) Pinion bearing pre-load.
hold pin in place then install the ring gear on the flange, (2) Pinion setting.
then place (locking tabs in position 6 cyl.) and install (3) Differential bearing pre-load.
the gear retaining bolts. Tighten the bolts from 35 to (4) Backlash between ring gear and pinion.
40 foot-pounds. DRIVE PINION BEARING CUP INSTALLATION
Place a differential bearing in position on the hub. Place the bearing cups in position in the carrier. With
Using Tool DD-1005, to drive the bearing down into posi- the bearing cups in position, assemble Tool C-758-D2.
tion. See Figure 13. Install other bearing in like manner. Place the rear pinion bearing over the main screw
Place the differential bearing cups over the bearings, of tool and inserting into carrier from the gear side. Now,
then install complete assembly in the carrier housing. place the front pinion bearing over the main screw,
Seat the adjusting nuts in the pedestals of the carrier followed by adaptor SP-535, washer SP-534 and nut
housing, then install the caps and bolts. SP-533, as shown in Figure 14.
26 CHASSIS MyMopar.com
COMPRESSION SLEEVE DRIVE PINION REAR BEARING CONE

(TOOL)
CENTRALIZING
WASHER
(TOOL)
SP-1730 SLEEVE
FRONT BEARING
NUT
(TOOL)
57x12
Figure 14-Compression Sleeve and Centralizing 52x379
Washer in Position
Figure 16-Installing Bearing on Tool
Press the bearing cups into place by tightening the
tool nut. See Figure 15. Allow the Tool to rotate slightly to "burn up" under a driving load-the rollers might
in order not to damage bearings or cups during this score the cups, causing bearings to gall or flake, result-
operation. ing in premature axle failure.
Correct cone distance is obtaining by the use of a
PINION BEARING PRE-LOAD ADJUSTMENT spacer and washer combination. Do not install the
The importance of correct pinion bearing pre-load pinion oil seal during the pre-load and pinion setting
cannot be over-emphasized. operations, otherwise, there will be an added drag on
The selection of washers to give the desired pre-load the pinion shaft which would give a false bearing pre-
should be carefully made. load reading on the torque wrench.
When pinion bearings are installed without pre-load- To check and adjust the pinion bearing pre-load, coat
ing, the cones are not drawn far enough into their cups the drive pinion bearings with differential lubricant
to bring the rollers in full contact with the thrust ribs (multi-purpose SAE 90). Assemble the drive pinion shaft
on the cones. Bearings installed in this manner would rear bearing on the main body of Tool C-758-D2, as
allow the pinion to "walk" backward and forward under shown in Figure 16.
operating loads. This causes a variation in tooth con- Slide SP-1730 sleeve, drive pinion bearing spacer and
tact pattern, resulting in excessive wear and scoring of bearing adjusting shims over tool and then insert the
gears, and usually is accompanied by noise. assembly into the carrier. Slide the front pinion bearing
On the other hand, where the pinion bearing cones over the tool and down into position in the bearing cup.
are drawn too far into their cups, the bearings are over- Now, slide compression sleeve SP-535 and centralizing
loaded even before they have to withstand operating washer over tool and slide down into position, as shown
loads imposed upon them by the gears. They are apt in Figure 14. Install the compression nut, tighten the
tool nut with a torque wrench from 180 to 200 foot -
pounds. See Figure 17.
Turn the tool with a speed wrench to permit the bear-
ings to seat. After the bearings have seated, check the
bearing pre-load by revolving the tool with an inch-
pound torque wrench. With the bearings lubricated with
hypoid gear oil, the pre-load should read from 20 to 30
inch-pounds. See Figure 18.
A bearing adjustment that does not meet specifica-
tions, it will be necessary to change the shim pack.
Use a thicker shim pack if the pre-load is above 30 inch-
pounds or a thinner shim pack if the pre-load is below
20 inch-pounds. After the correct pre-load has been
57x13 obtained, leave the tool in position in the carrier with
the compression nut tightened at 180 to 200 foot-pounds.
Figure 15-Seating Bearing Cups in Carrier Housing This is necessary to obtain the correct pinion setting.
MyMopar.com
REAR AXLE 27
6. PINION SETTING
When replacing a ring gear and pinion, remember
that they are matched and lapped in pairs. The position
in which the best tooth contact is obtained is etched on
the end of the pinion shaft.
The pinion is generally etched with a plus ( +) or
minus (-) sign, followed by a number (ranging from
1 to 4), or it may be marked zero (0).
If the old and new pinions have the same markings,
the old washer may be used providing new bearings
and cups are also used. If the pinion being replaced is
57x14 marked zero (0) and the new pinion to be installed is
marked plus two (+2), a thinner washer may be used.
Figure 17-Tightening Compression Nut with If the new pinion were marked minus two (-2), a
Torque Wrench thicker washer could be used. Pinion marked plus ( +)
generally use a thinner washer while pinion marked
(-) use a thicker washer.
Pinion spacer washers are available in nine different
sizes.
WASHER THICKNESS
.084 in. .094 in.
.086 in. .096 in.
.088 in. .098 in.
. 090 in. .100 in.
. 092 in.
Fasten the gauge block SP-528 to the rear of the tool,
as shown in Figure 19. Tighten the set screw securely.
(SP-528 takes the place of the drive pinion during the
setting operation.)
Place SP-561 arbor, in the differential carrier bearing
57x15
supports, see Figure 21. Assemble the bearing caps and
bolts to the carrier housing. Tighten the bolts to 10 foot-
Figure 18-Checking Preload Torque (Inch-Pounds) pounds. Before installing the arbor, remove any burrs
or upsets in the bearing bores. Any foreign material in
the bores will not allow the arbor to seat properly.
The distance represented between the gauge block
GAUGE BLOCK and the arbor determines the thickness of the spacer
(TOOL)
11
PINION LOCATING WASHER OR SHIM
SP-56
C.\ ASSEMBLY OF SP-526
CARRIER
SP-528 \ /ASSEMBLY
SP-2919
SP -2919 iI\ --
SP-1730 57x 152
Figure 20-Setting Pinion Bearing Pre-load with

Figure 19-Installing Gauge Block on Tool Tool C-758-D2-3
MyMopar.com
28 CHASSIS
7. CARRIER ASSEMBLY
Slide the previously selected washer over the pinion
ARBOR
shaft and down against the machined surface of the
GAUGE drive pinion. Now, slide the rear bearing down over the
(TOOL) BLOCK
(TOOL/ pinion shaft and press into position using Tool DD-996
and an arbor press.
Slide the bearing spacer over pinion shaft, followed
by the shim pack selected during preload operation.
Insert the drive pinion, bearing, spacer and shim pack
into the differential carrier housing. Be sure the bearings
are coated with Hypoid gear oil. Slide the front bearing
57x17 over the pinion shaft and down into position in the cup,
then install the bearing oil slinger.
Figure 21-Installing Arbor SP-561
Install a new oil seal over the pinion shaft and drive
into position, using Tool C-359, as shown in Figure 23.
NOTE
When installing new leather oil seals, care must
be taken to make certain the leather is in good condi-
tion, soft and pliable. New seals should be soaked
AO. in thin oil for about 30 minutes, then work the leather
by rolling with a smooth bar, before installing. Syn-
thetic seals require no preparation except initial
lubrication.
Install the companion flange on the pinion shaft, using

49x615 Tool C-496. Install the companion flange retaining
washer and nut. Hold the companion flange with Tool
Figure 22-Determining Spacer Washer Thickness C-784, and tighten the nut from 180 to 200 foot-pounds.
Place the differential bearing cups over the bearings,
then install complete assembly in the carrier housing.
washer that should be used to give the correct pinion
Seat the adjusting nuts in the pedestals of the carrier
setting. Select a pinion washer of sufficient thickness
that will just pass between the arbor and the gauge housing, then install the caps and bolts. Be sure the
block. See Figure 22.
caps are on the same side from which they were
removed.
For an example, if a .090 inch washer can be inserted
but a .092 inch washer cannot be forced between the
two surfaces by hand, the .090 inch washer should be
used, even though it might feel loose.
Check the end of the drive pinion as it may indicate
the amount that should be added or subtracted from the
washer that was selected in the above mentioned check.
As an example, if the mark on the pinion shaft indi-
cates +2, a .002 inch thinner washer should be used for
the final assembly. If a spacer selected by the use of
the tool is .090 inch, it is necessary to deduct .002 inch,
therefore, the correct washer for final assembly would
be .088 inch. OIL SEAL
When the correct washer has been selected for the -NO 57x18
drive pinion, disassemble the tool from the differential
carrier housing. Figure 23-Installing the Drive Pinion Oil Seal
MyMopar.com
REAR AXLE 29
57x20
57x19 IMMNik
Figure 25-Adjusting Differential Bearings
Figure 24-Checking Ring Gear Run-out
Mount a dial indicator with the pointer resting against

the back face of the ring gear and check the run-out.
Run-out should be true within .004 inch. See Figure 24.
8. DIFFERENTIAL BEARING PRE-LOAD

AND BACKLASH
Make certain the bearings and cups are seated by
rotating the ring gear with the adjuster tight enough
to remove the play. Mount a dial indicator with the
pointer resting against the back face of the ring gear
and check the run-out. Run-out should be within .004
inch. See Figure 24. If run-out is excessive, check for
dirt, or burrs which may prevent the ring gear from
57x21
seating on the case.
Using spanner wrench C-406A (Figure 25) screw out Figure 26-Checking Backlash Between
the bearing adjuster at the rear face of the ring gear and Ring Gear and Pinion
screw in the opposite adjuster until considerable back-
lash exists between the ring gear and the pinion.
NOTE
Tighten the lower pedestal bolts to 85 to 90 foot-
pounds, leaving the top bolts slightly loose. This holds In order to properly pre-load the bearings, the
the bearing cups in line while moving the ring gear. entire procedure must be very carefully performed.
Screw out the adjuster on the tooth side of the ring gear. Therefore, it is important to end up with .001 inch
This adjuster must not touch bearing cup until opposite clearence between the ring gear and the pinion
side is completely set up. Mount a dial indicator on the before the upper bolt is tightened.
differential housing so the plunger rests against one of
the ring gear teeth as shown in Figure 26. (Make certain Screw in the adjuster at the tooth side of the ring gear
that the indicator is properly positioned so that the until the dial indicator shows .006 inch backlash. Con-
plunger will accurately indicate the exact amount of siderable efforts will be required to turn the adjusting
backlash. nut the last notch or two, however this is necessary to
Check the backlash between the ring gear and pinion insure the proper pre-load. Install nut lock and bolt and
at 90° intervals as the gear is rotated. Locate the point tighten upper pedestal bolt to 85 to 90 foot-pounds. Re-
of least backlash and screw in the adjuster at the back check the other three pedestal bolts. After final tighten-
of the ring gear until only .001 inch of backlash exists ing of all pedestal bolts, recheck the backlash. As a
between the ring gear and pinion. Move the adjuster result of this method of adjustment, the carrier pedestals
slightly if necessary to install the nut lock and bolt. have been spread and the differential bearings pre-
Tighten upper pedestal bolts to 85 to 90 foot-pounds. loaded; and the backlash between the ring gear and
MyMopar.com
30 CHASSIS
CENTER OF GEAR
46x255
BACKLASH
TO E
HEE
CLEARANCE
FLAN K
45x416
Figure 28-Gear Tooth Nomenclature
HEAVY FACE CONTACT

Figure 27-Applying Red Lead to Gear Teeth
If the tooth marking is across the length of the tooth,
narrow and high on the tooth face, as shown in Figure
pinion correctly set. Whenever the adjustment of the 29, the teeth will roll over or gall. This type of contact
differential assembly is changed to obtain correct tooth causes excessive wear and noise.
contact, readjust the differential bearing pre-load and To correct heavy face contact-move the pinion in
the backlash between the ring gear and pinion. toward the center of the ring gear by installing a thicker
washer behind the pinion. Readjust backlash.
CHECKING TOOTH CONTACT
HEAVY TOE CONTACT
If all the adjustments have been correctly made, the
gears will be properly meshed and quiet in operation. If the tooth marking is too heavy on the toe of the
However, proper tooth contact is essential for quiet gear tooth (Figure 29), the tooth edges might chip and damage
operation and long life, therefore, it is recommended or execessive wear will result.
that the tooth contact be checked with red lead before To correct heavy toe contact-move the ring gear
the differential carrier assembly is installed in the axle away from the pinion. However, this adjustment might
housing. increase the backlash beyond .010 inch. If such is the
case, insert a thicker washer behind the pinion. This
Check tooth contact by means of red lead applied to will move the pinion in toward the ring gear and bring
the ring gear teeth. See Figure 27. Apply load against the backlash within specifications of .006 to .010 inch.
the back face of the ring gear with a round bar as the
drive pinion is rotated. This leaves a bare area, the size, HEAVY FLANK CONTACT
shape and location of contact.
If the tooth marking is across the length of the tooth,
If upon examination, improper tooth contact is evi- but narrow and low on the flank (Figure 29), the teeth
dent, as indicated in Figure 29, the pinion gear should will gall or score. This type of contact causes excessive
be adjusted either forward or backward, or the ring wear and noise.
gear to or from the pinion to maintain backlash within
To correct heavy flank contact-move the pinion
specified limits, until correct tooth contact has been away from the center of the ring gear by using a thinner
obtained.
washer behind the pinion. Readjust backlash.
With adjustments properly made, correct tooth con-
tact, as shown in Figure 29, will result. Notice that the HEAVY HEEL CONTACT
contact pattern is well centered on the drive and coast If the tooth marking is too heavy on the heel of the
sides, about 1/16 inch from the edges of the teeth. When tooth (Figure 29), the tooth edges might chip and damage
tooth marks are obtained by hand, they are apt to be or excessive wear will result.
rather small. However, under an actual operating load,
the contact area will spread out-the higher the load, To correct heavy heel contact-move the ring gear
in toward the pinion. However, this adjustment may de-
the greater becomes the contact area.
crease the backlash. If such is the case, insert a thinner
Figure 29, showing improper or incorrect tooth con- washer behind the pinion. This will move the pinion
tact, call for readjusting the ring gear and pinion as away from the ring gear and bring the backlash within
follows: Refer to Figure 28 for Gear Nomenclature. specifications.
MyMopar.com
REAR AXLE 31
PINION GEAR
THICKER THINNER
WASHER WASHER
CORRECT TOOTH
CONTACT
HEAVY FACE
jInstall thicker washer be- Install thinner washer be-

hind pinion. If necessary hind pinion. If necessary
to readjust backlash, move to readjust backlash, move
4 ring gear away from pinion ring gear toward pinion.
HEAVY TOE I HEA HEEL
Move ring gear away from Move ring gear toward pin-
pinion. If necessary to re- ion. If necessary to readjust
adjust backlash, install backlash, install thinner
45x419 thicker washer. washer behind pinion.
Figure 29-Gear Tooth Contact Patterns
MyMopar.com
32 CHASSIS
`Tool
-SHIMS
17x55A
57P291
Figure 30-Installing Axle Shaft Oil Seal Figure 32-Axle Shaft Bearing Adjusting Shims
Checking Axle Shaft End Play
9. REAR AXLE INSTALLATION Install the axle drive shaft outer bearing cup (if re-
Install the carrier assembly to the axle housing, using moved), using Tool C-413. Install shims in the same
a new gasket. Tighten the mounting nuts from 40 to 45 manner as they were removed, so as to maintain the
foot-pounds. Reinstall the rear axle drive shaft inner oil central position of the axle shaft thrust block. Install
seal, using Tool C-839. See Figure 30. sleeve Tool C-757 in the axle bearing outer oil seal
before mounting the brake support plate to the axle
housing. This will protect seal from being damaged by
the axle shaft keyway during installation.
NOTE
Whenever oil seals have been removed, or dis- 10. AXLE SHAFT END PLAY
turbed, always install new seals at reassembly. Axle shaft bearings are adjusted by removing or in-
stalling shims; which are available in various thick-
nesses. One or more of these shims should be used as
To reinstall the axle shaft, first replace the bearing required to obtain proper adjustment.
on the axle shaft, using Tool C-158. See Figure 31. Insert When checking axle shaft end play, if it is necessary
the axle shaft in the housing, making sure the shaft and to add or remove more than .020 inch shims, half of the
differential side gears splines are in alignment. amount should be added or removed on each side to
retain the center position of the thrust block on the dif-
ferential pin, between the two axle shafts.
REAR AXLE SHAFT
To check axle end play, remove wheel and hub, then
tighten the brake support plate attaching nuts securely.
BEARING CONE AND ROLLERS Tap each axle shaft lightly to be sure the bearings are
seated, then place a dial indicator on the axle drive
shaft and housing, as shown in Figure 32. Pull out and
push in on the shaft to obtain the end play reading on
the indicator.
If the dial indicator shows less than .013 inch or more
than .018 inch end play, remove the brake support plate
TOOL and oil seal and add or remove shims as required (see
Figure 32). As a final operation, check the end play
again with the dial indicator to make sure it comes
within the .013 to .018 inch limits. Tighten support plate
49x714 retaining nuts from 30 to 35 foot-pounds. Connect brake
tubes and bleed brakes. Fill the rear axle differential
Figure 31-Installing Axle Shaft Bearing with the correct viscosity Hypoid oil.
MyMopar.com
REAR AXLE 33
11. SURE -GRIP DIFFERENTIAL DESCRIPTION
GENERAL The sure-grip differential is similar to the conven-

tional differential except for the addition of friction plates
The conventional rear axle delivers the same amount for clutching the differential case to the differential gears
of torque to both axle shafts. The driving force is and a means for engaging these plates. It has four pinion
therefore, limited by the wheel which has the least gears, positioned in the case by two pinion shafts which
amount of traction. If one of the rear wheels gets on an are at right angles to each other and loose fitting at
icy patch or into soft mud, its friction against the road their intersection. Both ends of each shaft have two flat
lowers suddenly so that the torque delivered to that surfaces, or ramps, which mate with identical ramps in
wheel is often great enough to overcome friction caus- the differential case. There is additional clearance in
ing the wheel to spin. the case to permit slight movement of the ends of the
To overcome these characteristics of the conventional pinion shafts within the case.
differential, the sure-grip differential permits the axle
shaft whose wheel has the greater traction to develop a OPERATION
considerable amount of torque thus enabling the car to
pull out of its difficulty. Torque delivered by the engine is transmitted to the
rear wheels by the axle drive pinion and drive gear to
the differential case and to the pinion shafts which are
rotated by the case. The pinion shafts carry the pinion
gears around, rotating the differential side gears and
DRIVE PINION
the axle shafts which are splined to the side gears. The
AXLE DRIVE GEAR
friction of the wheels against the road, and the friction
of the differential gears make the pinion shafts resist
turning so that the driving force causes the pinion shaft
PINION THRUST
MEMBER
UTCH PLATES
ramps to slide against the differential case ramps push-
ing the pinion shafts apart slightly. As the pinion shafts
move outward, two of the pinions on one of the pinion
shafts bear against one of the pinion thrust members
and two pinions on the other pinion shaft bear against
the other thrust member. Each thrust member is splined
to one of the axle shafts and drives two friction plates
of the clutch. The other two friction plates of each clutch
DIFFERENTIAL CASE
DIFFERENTIAL PINION SHAFT are attached to the differential case so that when they
DIFFERENTIAL PINION
DIFFERENTIAL SIDE GEAR
58x259
Figure 33-Sure-Grip Differential (Cross-Section)

AXLE DRIVE GEAR AXLE DRIVE PINION
PINION SHAFT
DIFFERENTIAL PINION
DIFFERENTIAL CASE
DIFFERENTIAL CASE
CLUTCH PLATES
AXLE SHAFT
CLUTCH PLATES
AXLE SHAFT
DIFFERENTIAL
SIDE GEAR
AXLE SHAFT
AXLE SHAFT
DIFFERENTIAL PINION
PINION
THRUST MEMBER
DIFFERENTIAL PINION
58x261
PINION SHAFT
58x260
Figure 35-Power-Flow Axle Shafts

Figure 34-Sure-Grip Differential Cross-Section Turning at Same Speed
MyMopar.com
34 CHASSIS
are engaged, both axle shafts become clutched to the

case to a degree that varies with the amount of torque
transmitted.
This prevents momentary spinning of the wheels
when encountering poor traction. Refer to Figures 35
and 36 for "Power Flow".
CASE CAP
CLUTCH
CAUTION PLATES
Before raising a rear wheel off the ground, shut SIDE GEAR
off engine, set parking brake tightly, and carefully RETAINER
block front wheel diagonally opposite the one to
be removed against both forward and rearward
movement.
58P36
AXLE DRIVE GEAR AXLE DRIVE PINION
Figure 38-Removing or Installing Differential Case Cap
CLUTCH
DIFFERENTIAL CASE PLATES
CLUTCH PLATES
AXLE SHAFT
AXLE SHAFT
SIDE GEAR
RETAINER
*6_
DIFFERENTIAL
SIDE GEAR
DIFFERENTIAL PINION
58P37
58x262
Figure 39-Removing or Installing Clutch Plates
Figure 36-Power-Flow Axle Shafts
ICap Side)
Turning at Differential Speeds
SCRIBE
MARKS
SIDE GEAR
"V" RETAINER
GROOVE SIDE
"V" GEAR
GROOVE
4
4658 P 38
utr111 58P35
Figure 40-Removing or Installing Side Gear Retainer

Figure 37-Case Halves Scribed for Proper Reassembly (Cap Side)
MyMopar.com
REAR AXLE 35
REMOVAL AND DISASSEMBLY SIDE GEAR

OF DIFFERENTIAL
Remove differential and carrier assembly in the same SIDE GEAR
manner as outlined on page 21. Remove axle drive RETAINER
gear. Check run-out of drive gear mounting flange. Re-
place both case halves if run-out exceeds .003 inch.
Before disassembling case halves, place scribe marks A
on each half to aid in aligning case when reassembling,
Remove case cap attaching bolts and remove case-
cap, as shown in Figure 38. Remove clutch plates,
Figure 39, (noting relation of clutch plates). Remove
gear retainer Figure 40. Remove side gear Figure 41.
Remove pinion shafts with pinion gears Figure 42. Re-
move remaining side gear Figure 43, side gear retainer, 58P40
Figure 44 and clutch plates Figure 45. Remove axle
shaft thrust spacer by pressing out lock pin. Figure 43-Removing or Installing Side Gear from
Differential Case
SIDE GEAR
- SIDE GEAR RETAINER
DIFFERENTIAL CLUTCH
AXLE SHAFT CASE PLATES
THRUST SPACER
581'39
58P41
Figure 41-Removing or Installing Side Gear (Cap Side) Figure 44-Removing or Installing Side Gear Retainer
from Differential Case
PINION PINION
SHAFTS GEARS
CLUTCH
PLATES
AXLE SHAFT
THRUST SPACER 58x723 58P42
..40e
Figure 42-Removing or Installing Pinion Shafts and Figure 45-Removing or Installing Clutch Plates from
Pinion Gears Differential Case
CHASSIS
MyMopar.com
36
ASSEMBLY AND INSTALLATION

NOTE
Clean all parts thoroughly. Inspect all parts for wear,
nicks and buns. Replace worn or distorted clutch plates. The thin plate (approximately 1/16 inch) should
If case is worn, it will be necessary to replace both be installed so that it will be towards the case cap.
halves.
Install clutch plates alternately so that an external
tanged plate (approximately 1/16 inch thick) is installed Install case cap, as shown in Figure 38. Make sure
first, followed by an internal splined plate until 5 plates that scribe marks are in alignment as shown Figure 37.
are installed. The thin plate (approximately 1/16 inch) Install cap attaching bolts. Tighten evenly to 40 foot-
should be installed so that it will be toward the case. pounds torque. Check the clearance between the pinion
Install one side gear retainer, see Figure 44 engaging mate shaft and the "V" of the case as shown in Figure
splines of retainer with internal splined clutch plates. 47. Place feeler gauges on both ends of the same shaft
Install one side gear, see Figure 43. and on opposite sides of the "V" so that the total shaft
Install a lock pin in one of the axle shaft thrust to case clearance can be checked. Do this for both
spacers, drive pin until pin appears at thrust end of shafts. Clearance should not exceed .020 inch. If clear-
spacer but does not extend beyond thrust face. Align ance exceeds .020 inch with existing clutch plates, in-
the pinion shafts and install spacer and pin through stall new plates and recheck. If clearance is still
holes in pinion shafts. Install the other axle shaft thrust excessive check shafts and case for wear.
spacer, engaging the lock pin, as shown in Figure 46.
Install drive gear and differential assembly in the
Press spacer onto the lock pin until the two spacers are
same manner as outlined for the conventional differen-
in contact. Thrust spacers are a loose fit in pinion shafts.
tial assembly on page 32.
Install the four pinion gears on the pinion shafts and
install the shafts and pinions assembly in position, see
Figure 42. Install side gear see Figure 41, side gear re-
tainer see Figure 40, and clutch plates see Figure 39. IMPORTANT
Install clutch plates alternately with one thick plate Use only special differential lubrication, part
(with tang) facing side gear retainer followed by an number 1879414 available from the Parts Division.
internal splined plate until 5 plates are installed.
AXLE SHAFT
THRUST SPACER FEELER
GAUGE
PINION
SHAFTS
PINION
SHAFT
LOCK PIN
"V" IN CASE
FEELER
GAUGE
58x728
58P46
Figure 47-Checking Clearance Between Pinion Mate

Figure 46-Installing Axle Shaft Thrust Spacers Shafts and Case
MyMopar.com
REAR AXLE 37
12. DIAGNOSIS PROCEDURES still. Noise should be apparent as long as the engine
speed is steady. But, it will fade when the engine speed
LEAKAGE is increased or decreased. Loose tail pipe brackets or a
bent tail pipe will cause rattling noise.
If the vent is plugged, leakage of rear axle lubricant
may result. When there is an excessive amount of lubri- 4. CLUTCH-Noise resulting from a faulty clutch disc
cant in the differential, a high pressure will build up and unit may be heard when the car is accelerating at speeds
force the lubricant out through the seals and gasket. of 25 to 30 miles an hour, or while coasting down from
45 to 38 miles an hour.
5. PROPELLER SHAFTS-An unbalanced shaft can
CAUTION
cause excessive vibration and noise at speeds above
When applying undercoating, be sure the vent for 50 miles an hour.
the rear axle housing is covered. Remove vent cover-
6. DIFFERENTIAL AND CARRIER ASSEMBLY-The
ing after undercoating.
main difference between an axle bearing noise and a
gear noise is in the duration and the sound. Bearing
noise is continuous and may change slightly in volume
1. AXLE SHAFT OIL SEALS-Grease may leak out only as the speed changes. Slightly worn or damaged
around the brake support plate. Grabbing brakes may bearings cause a "sizzling" noise. Bearings that are
also indicate leakage at oil seal. badly worn, or broken, will make a rough grating sound.
2. DRIVE PINION BEARING OIL SEAL-Inspect the A continuous whine may be produced by a pinion
underside of the rear floor pan for presence of lubricant. and ring gear which are set up too tightly-not enough
3. CARRIER GASKET-Leakage at carrier indicates backlash. Gear noise comes in when the car is being
a loose or damaged gasket. driven under load, on the coast, or on both the pull and
coast. But, gear noise changes in volume and in pitch
4. REAR AXLE HOUSING-Inspect the seams along as the car speed changes. There can also be a combina-
welds for leakage and carrier housing for sand holes. tion bearing and gear noise.
(a) Steady Noise on Pull-Loss of lubricant, the use
NOISES
of improper lubricant or improper mesh of gear teeth
Rear axle noises are often confused with sounds that will cause a steady hum.
originate in other parts of the car, such as wheel bear-
(b) Steady Noise on Coast-Gear teeth that are badly
ings, loose wheel bolts, tires, clutch, transmission, and
universal joints. Always make a careful inspection of scored due to excessive end play in the pinion bearings,
these units before condemning the rear axle. or because of improper adjustment of bearings, will
cause a steady hum.
I. TIRES-Tire noise will vary, depending upon the
type of road surface and the condition of the tire tread. (c) Bearing Noise on Pull and Coast-When the
Road testing on different types of pavement will usually pinion or differential bearings are scored, chipped,
indicate whether or not the tires are noisy. Road test cracked, or badly worn, a noise will be heard when
the car on smooth pavement at a speed where the noise accelerating, or coasting down to lower speeds.
is most audible. Then, disengage the clutch and apply (d) Ring Gear and Pinion-A sharp, metallic sound,
the brakes. If the noise increases, it can be assumed that heard when shifting from reverse into a forward speed,
the tires are causing the noise. may indicate that the ring gear is creeping on the case,
2. WHEEL BEARINGS-To determine if the wheel or that its mounting bolts are loose. A thumping sound,
bearings are worn or damaged, road test the car and heard when the car is turning a corner, may be due to
apply the brakes. This action will take some of the load a broken tooth, or a large nick in a differential side gear.
off the wheel bearings. Noise, if present, will diminish,
7. AXLE SHAFTS-Excessive end play in the rear
indicating that the bearings may be at fault.
axle shafts will cause a thump or chuckling noise when
3. EXHAUST-Test for exhaust system noise by slow- driving on a rough road, or especially, when turning
ing and increasing engine speed with the car standing a corner.
38 CHASSIS MyMopar.com
BRAKES
SERVICE BRAKES
Type Hydraulic Total Contact Internal Expanding
Drum Diameter Front 11 in.
Rear 11 in.
Type Molded asbestos (Bonded)
tr Width 2 in.
Thickness 20 in.
Special Replacement Thickness .030 in. oversize
Brake Shoe Return Spring Force at
Master Cylinder Push Rod
40 to 45 ft. lbs.
Diameter of Wheel Cylinder Bore 1 Vs in.
Diameter of Master Cylinder Bore 11/8 in.

Desirable Piston Cylinder Clearance .003 to .0065 in.
Brake Pedal Return Spring Tension
Manual Brakes 9 to 11 lbs. @ i 1/16 in.
Power Brakes 29 to 32 lbs. @ 4.97 in.
Brake Pedal Free Play at Pedal
Manual Brakes 1/8 to % in.
Power Brakes 1/16 to 'A in.
HAND BRAKE
Type -
Internal Expanding PowerFlite TorqueFlite
External Contracting-3-Speed Transmission
-
Location Propeller shaft at rear of transmission
Drum Diameter External-6 in.-Internal-7 in.
Lining Type Woven asbestos
Width 2 in.
Thickness /35/
in
2 in.
Clearance Internal-.010 in.
External-.015 to .020 in.
Rear Brake Support to Axle Housing Flange Bolts and Nuts 35 ft. lbs.
Brake Support to Wheel Cylinder Cap Screws-Rear 15 ft. lbs.
Master Cylinder Cover Bolt 50 in. lbs.
Power Brake Adjusting Nut 15 ft. lbs.
MyMopar.com
39
PART ONE-CHASSIS
SECTION III-BRAKES
Pages
2. Brake Shoes 40
3. Support Plates 42
4. Wheel Cylinders 43
5. Bleeding the Brakes 44
6. Brake Adjustment 44
7. Master Cylinder 45
8. Hand Brake 46
9. Power Brake 48
10. Power Brake Disassembly 50
11. Assembly of Power Brake 52
. GENERAL INFORMATION The total contact brake shoes have contoured webs,
(see Figure 1) which allow greater flexibility of the shoes
The service brake used on the Plymouth models is to match the drum shoe rigidity to give similar deflec-
known as the Total Contact Brake. The main features tions at any section. This eliminates high pressures at
of this brake are: less pedal effort for a given stop; the toe and heel of the shoe, when the drum becomes
more pedal reserve; less brake fade; longer lining life; more oval shaped than the shoes during hard or heavy
smoother operation; less frequent adjustment and, braking effort. This action allows uniform pressure dis-
when needed, simple servicing operations. tribution over the full length of the shoe lining arc and
results in less pedal effort for a given stop and have no
The brake shoe design and method of support are high pressure points on lining which will heat rapidly
shown in Figures 1, 2, 3, and 4. Full floating shoes, rather and fade.
than fixed anchor shoes; uniform pressure shoes, that The braking action is centralized between the two
have been designed to match drum deflection; a center support plates, as shown in Figure 2. These plates align
plane support of these shoes are between two steel the shoes and hold the anchors and wheel cylinders.
plates are some of the major improvements. The applying force from the piston and the shoe return
WHEEL BRAKE
TOE 57P244 CYLINDER BRAKE CYLINDER
COOLING FINS
WHEEL BRAKE CYLINDER
CONNECTING TUBE
OUTER SUPPORT PLATE
INNER SUPPORT PLATE
CONTOURED
CONSTANT WEB DEPTH
WEB DEPTH
BRAKE SHOE WEB ADJUSTING CAM
HEEL BRAKE SHIELD
BRAKE DRUM
TOTAL CONTACT 57P247
CONVENTIONAL BRAKE HEEL
Figure 1-Total Contact and Conventional Brake Shoes Figure 2-Total Contact Brake (Sectional View)
MyMopar.com
40 CHASSIS
UPPER CYLINDER ANCHOR GUIDE SPRING

ASSEMBLY
SUPPORT PLATE
ADJUSTING CAM
SPRING LINK RETAINER
RETURN SPRING
RETURN SPRING
14 COILSI
14 COILSI
ADJUSTING CAM
RETAINER
LOWER CYLINDER
GUIDE SPRING ASSEMBLY
SHIELD
ANCHOR
57P246
57P243
Figure 3-Total Contact Brake Assembly (Left Front) Figure 6-Removing Shoe Return Spring (Front Wheel)
springs are all in a center plane. Thus, the shoes do not

tend to twist, (resulting in uneven contact) but are
aligned in a single, centrally located plane.
CYLINDER ASSEMBLY SHIELD
Side movement of the shoes is controlled by guides,
ADJUSTING CAM ADJUSTING CAM as shown in Figures 3 and 4. The guides maintain con-
SPRING LOOP
stant pressure against the web of the shoes.
RETURN SPRING
15 COILSI
The wheel cylinders operate in the same manner as
RETURN SPRING
15 COILSI the conventional cylinders but, are mounted on the
GUIDE SPRING brake support plate.
SPRING LINK
RETAINER Self energizing action is effective on all front brake
SEAL shoes and the rear brake front shoe, when the vehicle is
SUPPORT PLATE
traveling forward; and self energizing action on the rear
ANCHORS shoe of the rear brakes, when the vehicle is traveling
in reverse.
57P245
2. BRAKE SHOES
Figure 4-Total Contact Brake Assembly (Rear) REMOVAL
To remove the brake shoes for relining or complete
replacement, block the brake pedal to prevent any
downward movement of the pedal. Remove the front
wheel and drum as an assembly, after backing off the
adjusting cams. See Figures 3 and 4.
To remove rear brake shoes back off the adjusting
cams then remove the rear wheel as an assembly. Using
puller, Tool C-845, remove the rear wheel drum.
Using Tool C-3462, remove the shoe return springs, as
shown in Figures 5 and 6. The end of the Tool should be
inserted between the spring link and the support plate.
With the tool cam slot engaging the spring hook, turn
% TOOL handle of the tool to disengage the spring.
CAUTION
57P239 Do not use brake spring pliers, or damage to the
lining will result.
Figure 5-Removing Brake Shoe Return Spring
MyMopar.com
BRAKES 41
TOOL
57P238 3 57P241
Figure 7-Removing or Installing Shoe Guides Figure 9-Attaching Shoe Return Spring to Spring Link
Turn the brake shoe guide retainer 'A turn, then DRUM REFACING
remove the retainer and guide as shown in Figure 7. The
Measure the drum inside diameter with an accurate
lip on the end of guide, is used for positioning the guide
gauge. Drum diameter service limit should not exceed
on the outer support plate. Slide the shoes from between
.004 inch out of round. If the drum diameter is in excess
the support plates, as shown in Figure 8.
of .004 inch, the drum should be refaced. Do not remove
INSPECTING THE BRAKE SHOES more than .030 inch of metal during the refacing opera-
Wipe or brush clean (dry) the metal portions of the tion. The drum diameter measurement is then trans-
brake shoes. Examine the lining contact pattern to deter- ferred to the grinder and the lining ground to the required
mine if the shoes are true. The lining should show con- clearance of .010 to .024 inch, under drum diameter.
tact across the entire width, extending from heel to toe. The grinding of brake linings need only be done if the
Shoes showing contact on only one side should be dis- cyclebond process is done in the dealership.
carded. Shoes having sufficient lining but lack of contact
INSTALLATION
at toe and heel, should be checked for proper under-
drum diameter grind. Before installing the front brake shoes, apply a very
light coat of lubriplate on the shoe wherever it contacts
GRINDING RECOMMENDATIONS the support plate. Slide the brake shoes into position
New lining should be checked and ground to .010 to between the support plates. Be sure the ends of the
.024 inch under the drum diameter (if not pre-ground) cylinder push rods engage the toe end of the shoes
on a machine having a cylindrical grinding wheel. properly. (See Figure 7.)
LOOP TOOL
TOOL
57P240 57P242
Figure 10-Attaching Shoe Return Spring to Spring Link

Figure 8-Removing Shoes from Support Plates
(Rear Wheel)
MyMopar.com
42 CHASSIS
Install the drum, and wheel and tire assembly, after

backing off the adjusting cams. Adjust the front wheel
bearings, as described in the Front Suspension Section.
Now adjust the brakes.
3. SUPPORT PLATES
MEDIUM
REMOVAL
1. FRONT SUPPORT PLATES-Remove the wheel and
SHORT
tire, then the brake drum. Remove the four retaining
nuts that attach the center plane support plates and
LONG dust shield to the steering knuckle. Disconnect the flex-
ible brake hose from the frame bracket then remove
the four bolts that hold the brake assembly to the steer-
57P248 DUST SEALS

Figure 11-Removing Brake Support Plates and Wheel
Cylinders (Front Wheel)
SEALING
COMPOUND
57x55
Figure 12-Removing Wheel Cylinder Mounting Bolt
(Front Wheel) 57x56
Figure 13-Removing Support Plate from Dust Shield
Insert the four coil return springs in the hole in the (Front Wheel)
front brake shoe webs. Now using the tapered end of
Tool C-3462, as shown in Figure 9, attach the return
springs to the links. Be sure that the long end of the
spring is hooked into the web of the shoes to prevent
the coil of the spring contacting the shoe.
Insert the five-coil return springs in the loop of the
table of the rear shoes, as shown in Figure 10.
Check the tension of the brake shoe return springs.
The spring tension can be checked by hooking a scale
at the toe of the shoe and pulling in the direction of
piston movement. The scale should read from 35 to 45
pounds at the instant the toe of the brake shoe moves. A
dial indicator may be used to indicate movement in
place of a scale.
Lubricate the brake shoe guide contacting areas on 57x57
the shoes very lightly with lubriplate, then install guides
and retainers (Refer to Figure 6). Be sure the positioning Figure 14-Removing Support Plates and Wheel
lip of the guide slides into the hole in support plate. Cylinder (Rear Wheel)
MyMopar.com
BRAKES 43
ing knuckle. (Refer to Figure 11 and note the location BLEEDER SCREW
and size of bolts.) Three different lengths are used. PISTON CUP
Remove the brake assembly (with dust shield) as

shown in Figure 11. Do not allow the dust shield to PISTON
PISTON SPRING
strike the bearing surface of knuckle as damage may
result. Remove the brake shoes and the connecting tube BOOT o
between the wheel cylinders. Do not distort tube.
Remove each wheel cylinder mounting bolt after re-
v./ 4 Aolti
moving sealer, as shown in Figure 12. Now, remove the
support plate assembly from the dust shield, as shown
in Figure 13 then remove the wheel cylinders. IND
2. REAR SUPPORT PLATES-Remove the rear brake
Kivez
shoes, then disconnect the brake tube at the wheel cyl-
inder. Remove the nuts and lockwashers that hold the
support plates and wheel cylinder to the dust shield and PUSH ROD CYLINDER
44/ 57P122
axle flange. Figure 15--Front Wheel Brake Cylinder
Slide the support plates out and away from the axle,
as shown in Figure 14. When removing the dust shield,
it is advisable to install the seal protector C-745, then INSTALLING THE SUPPORT PLATES AND WHEEL
slide dust shield and seal off axle. CYLINDERS
Remove the bolts that hold the wheel cylinder to the I. FRONT SUPPORT PLATES-Install the brake cyl-
support plates. Lift wheel cylinder away from the plates. inders on the support plates, then position the support
Inspect and clean the support plates. plates on the dust shield. (Be sure the dust washers are
in place. Refer to Figure 13.) Now, install the wheel
INSPECTING THE SUPPORT PLATES cylinder attaching bolts and tighten with the fingers until
Clean the support plates in a suitable solvent, then snug.
blow dry with compressed air. Check the freeness of Lightly lubricate the brake shoes as previously des-
the adjusting cams and return spring links. The adjust- cribed, and slide into the support plates then install the
ing cams should turn without binding. Check the con- four coil spring ends in the hole in the shoe webs at
dition of the adjusting cam dust washers. If the washers the table. Using the tapered end of Tool C-3462, insert
are cracked or deteriorated, new ones should be in- through the spring and link, slide the end of spring into
stalled at assembly. Any visual distortion of the support link. (Refer to Figure 9.)
plates indicates need for new plates. The support plates
must be flat and true. Install the brake shoe guides and retainers, then in-
stall the wheel cylinder connecting tube, being careful
4. WHEEL CYLINDERS not to bend or distort.
Wheel cylinder pistons that are badly scored or cor- Slide the brake assemblies over the steering knuckles.
roded should be replaced. The old piston cups should be Install bolts and nuts and tighten to 55 foot-pounds. Now,
discarded when reconditioning the hydraulic system. tighten the wheel cylinder attaching bolts to 35 foot-
pounds.
Cylinder walls that have light scratches, or show
signs of corrosion, can usually be cleaned up with Turn the brake adjusting cams to the fully released
crocus cloth, using a circular motion. However, cylinders position. Attach the flexible brake hose to the frame
that have deep scratches or scoring may be honed, bracket then install the drum and wheel assembly and
using Tool C-3080, providing the diameter of the cyl- adjust the front wheel bearing. Bleed and adjust the
inder bore is not increased more than .002 inch. A cyl- brakes.
inder that does not clean up at .002 inch should be 2. REAR SUPPORT PLATES-Place the wheel cyl-
discarded and a new cylinder installed. (Black stains inder on the support plate, then install the attaching
on the cylinder walls are caused by the piston cups bolts. Tighten bolts to 35 foot-pounds. Lubricate the
and will do no harm.) "ear" of the inner support plate with lubriplate lightly,
Before assembling the pistons and new cups in the then slide brake shoes into position between the support
wheel cylinder, dip them in H.D. brake fluid. Refer to plates.
Figure 15 or 16 then assemble the brake cylinders. If Install the five-coil spring ends in the loop in the shoe
the boots are deteriorated, or do not fit tightly on the table. Using the tapered end of Tool C-3462, insert
brake shoe pin, as well as the wheel cylinder casting, through the spring and link, slide the end of spring into
new boots should be installed. the link. (Refer to Figure 10.)
MyMopar.com
44 CHASSIS
CYLINDER Pump brake fluid by pushing the brake pedal down

and let it return slowly, to avoid air being drawn into
RETURN SPRING PISTON CUP the system. Bleed intermittently, opening and closing
the valve about every four seconds. This causes a whirl-
ing action in the cylinder which helps expel the air.
Continue this operation until brake fluid runs out of the
bleeder hose in a solid stream, without any air bubbles.
Continue bleeding by repeating this operation on the
left rear wheel, the right front wheel and finally the left
front wheel. (When bleeding the front wheel cylinders,
bleed the lower cylinder first so as to force all air out
of the connecting line.)
If necessary, repeat the bleeding operation if there
PISTON is an indication of air remaining in the system. Be sure
CYLINDER BOOT 57P123
to readjust the cams after the bleeding operation.
Figure 16-Rear Wheel Brake Cylinder (Sectional View)
TEST FOR FLUID CONTAMINATION
In order to determine if contamination exists in the
Install the brake shoe guides and retainers. Be sure brake fluid, as indicated by swollen, deteriorated rubber
the positioning lip of the guide slides into the hole in the cups the following simple tests can be made.
support plate. Place a small amount of drained brake fluid in a small
Install a new seal in the dust shield (if needed), then clear glass bottle. Separation of the fluid into two dis-
install seal protector C-745 into seal. Install dust shield tinct layers will indicate mineral oil content. Add water
and seal over axle shaft and down against flange. to the contents and shake. If the contents become milky,
Slide the brakes and support assembly over axle oil is present. If the contents remain clear, it is not
shaft and down against dust shield, making sure the contaminated with mineral oil.
dust washers are positioned around adjusting cams then
install the lockwashers and nuts. Tighten the nuts to 6. BRAKE ADJUSTMENT
55 foot-pounds. All cams (7/ 6 inch hex, head) operate against the toe
Turn the brake adjusting cams to the fully released end of the shoe web and extend through the brake dust
position, then attach the brake tube to the wheel cyl- shield.
inder. Remove Tool C-745 seal protector.
Since all four shoes in the front wheel brakes and the
Insert key on slot in axle shaft, then install drum. two forward shoes in the rear wheel brakes are self
Install wheel and tire, then bleed and adjust the brakes. energized when the car is moving forward; these shoes
are adjusted in one manner while the remaining two
5. BLEEDING THE BRAKE SYSTEM shoes in the rear wheels are adjusted differently, as
Clean all dirt off from around the master cylinder shown in Figure 17.
reservoir cover and from the bottom of the power brake
cylinder (if so equipped), so that dirt or grit will not drop
into the reservoir when cover is removed. NOTE
Automatic refiller, Tool C-837B (with adaptor C-3494A) Whenever the brakes have been relined or new
provides a convenient way for keeping the master cyl- shoes have been installed, always apply pedal prior
inder filled while bleeding the brake system. One man to adjusting the brakes. This action causes the brake
bleeder tank C-3496 with adaptor C-3494A may also be shoes to center themselves in the brake drum and to
used. Follow the manufacturers operating instructions. assist in the adjustment.
Back off the adjusting cams to the fully released posi-
tion. This allows the pistons in the wheel cylinders to
move back, and permits greater movement of the piston FRONT BRAKE
which will expel the air faster. Turn each adjusting cam on both front wheels in the
Starting with the right wheel cylinder, wipe the dirt direction of forward rotation, until the shoe lining is
off the bleeder valve and attach bleeder hose, C-650 to solid against the drum, (as shown in Figure 17) and
the valve. Place the other end of the hose in a jar half wheel is locked. Turn the adjusting cam slowly in the
full of brake fluid. This is to prevent air from being opposite direction (each cam a little at a time) until no
drawn into the system when the brake pedal is released. drag is felt.
MyMopar.com
BRAKES 45
LEFT FRONT RIGHT FRONT cups and valve assembly should be replaced when re-
conditioning master cylinder.
Master cylinder walls that have light scratches or
show signs of corrosion, can usually be cleaned up with
crocus cloth. However, cylinders that have deep
scratches or scoring may be honed, providing the di-
ameter of the cylinder bore is not increased more than
.002 inch. A master cylinder bore that does not clean
LEFT REAR RIGHT REAR up at .002 inch should be discarded and a new cylinder
used. (Black stains on the cylinder wall are caused by
the piston cups and will do no harm.)
NOTE
55X 708 Use extreme care in cleaning master cylinder
after reconditioning. Remove all dust or grit by flush-
ing the cylinder with alcohol; wipe dry with a clean
Figure 17-Brake Adjusting Diagram
tintless cloth and clean a second time with alcohol.
COVER
Dry master cylinder with air pressure, then flush
BOLT
with clean brake fluid. (Be sure the relief port in the
BAFF
master cylinder is open.)
STOP GASKET
BODY
ASSEMBLING
BOOT SPRING
SEAL . Before assembling, the piston, cups and valve, as-
PISTON
N sembly should be dipped in new super brake fluid.
(Refer to Figure 19 for master cylinder assembly.)
ROD
INSTALLATION
NUT ; CUP
411
Slide master cylinder in to cowl panel bracket and
%.1 CUP
VALVE install nuts. Guide in pedal push rod. Install the pedal
END
WASHER return spring. Connect brake tube to master cylinder.
Replace stop light switch and connect wires. Refill
SCREW COLLAR 57P249 master cylinder reservoir.
Figure 18-Master Cylinder (Exploded View) PEDAL FREE PLAY
Check brake pedal free play at pedal. Free play
REAR BRAKE
should be '/8 inch to 1/4 inch, this will give the correct
clearance of .015 to .030 inch clearance between push
The forward rear wheel brake shoe adjusting cam
is rotated in the direction of forward wheel rotation. BOLT BAFFLE
The rearward rear brake shoe adjusting cam is rotated COVER GASKET
in the direction of reverse rear wheel travel.
BODY
7. MASTER CYLINDER OUTLET PORT

INLET PORT
Remove the pedal return spring, disconnect the push
0'0 CUP
rod, and brake tube at the master cylinder, disconnect /",,,,Acce Arair/Av4, BOOT
the stop light switch and remove the nuts and bolts that 111.1Md:ill=e
attach the master cylinder. Slide master cylinder
straight out from dash panel. ... 4 ------
A
ROD END
Clean the outside of the master cylinder thoroughly, CUP
then remove reservoir filler cover and drain all brake COLLAR NUT
SPRING
fluid. Refer to Figure 18 and disassemble master cylinder. STOP
VALVE
PISTON
INSPECTION SEAL
WASHER
A master cylinder piston that is badly scored or INSERT 57P250
corroded should be replaced with a new one. Piston Figure 19-Master Cylinder (Sectional View)
MyMopar.com
46 CHASSIS
rod and piston. If adjusted so that it is shorter than ADJUSTMENT

normal length, the piston in the master cylinder will not (External Type)
have enough travel and pedal may go to floor board Adjust the anchor screw (Figure 22) so the clearance
before pressure is built up. If made too long, brakes will between the drum and the lining at the anchor bracket
not release. is .015 inch. Lock anchor screw. Turn guide bolt adjust-
ing nut (1) until the clerance between band and bottom
8. HAND BRAKE of drum is .015 inch. Then lock the guide bolt securely.
EXTERNAL TYPE Turn the adjusting bolt nut (3) until the clearance
between the upper half of band and drum is .015 inch.
REMOVAL AND INSTALLATION-Remove adjusting
bolt, nut and guide bolt, adjusting bolt nuts (3 and 1, The lock wire which retains the anchor bolt must not
Figure 20.) Remove anchor adjusting screw. Pull band be drawn up tight. Otherwise, it will cause excessive
assembly away from transmission and off propeller anchor bolt restriction and the result will be uneven
shaft. wear on the linings and poor braking action.
Relining Hand Brake Band-When band is removed, Adjust the hand brake cable by loosening the lock
remove old lining, cut the new lining inch longer than nut (4, Figure 22) and removing the clevis pin from the
the required length so that there will be a slight bulge yoke. Turn yoke until the cable slack is removed with
at the center when it is first installed on the band, drill the actuating cam flat against the end bracket on the
and counter-bore (at least one-half the thickness of the band. Do not substitute a cable adjustment for a hand
lining) four rivet holes (two at each end) to coincide with brake adjustment.
the holes at the extreme ends of the band.
Rivet the two extreme ends of the lining to the band. BRAKE SHOE ANCHOR PIN BRAKE ANCHOR WASHER
Due to the '/4 inch excess length, the lining will now OUTPUT SHAFT REAR BEARING BRAKE ANCHOR SHOE GUIDE
OIL SEAL
bulge slightly at the center of the band. Snap this lining BRAKE SUPPORT
BRAKE SHOE OPERATING
LEVER LINK
in against the band to make an even tight fit. Install the GREASE SHIELD 0 BRAKE SUPPORT GREASE
remaining rivets, starting from each end and work BRAKE SHOE ASSEMBLY SHIELD SPRING
alternately toward the center.

End-chamfer the two open ends of the lining to reduce
noise and grabbing effect. Reinstall brake band.
N
BRAKE SUPPORT
BRAKE SHOE
RETURN SPRING
CABLE ADJUSTMENT
CABLE GUIDE CLAMP
Sometimes, after long service, the cable will stretch BRACKET ASSEMBLY
to such an extent that pulling back on the hand brake

BRAKE SHOE ADJUSTING SCREW
lever will not apply band to drum. Loosen lock nut (4, BRAKE SHOE ADJUSTING SLEEVE
Figure 20), remove clevis pin from yoke and turn yoke BRAKE SHOE ADJUSTING NUT
until cable slack is taken up. Make certain that lock nut 53:511
is tightened after assembly. (This is not a substitute for Figure 21-Internal Expanding Hand Brake
hand brake adjustment.)
BRAKE ANCHOR SHOE GUIDE BRAKE SHOE ANCHOR PIN

3 ADJUSTING BRAKE ANCHOR WASHER BRAKE SHOE ANCHOR
NUT BRAKE SUPPORT GREASE SHIELD
BRAKE SHOE OPERATING LEVER LINK
BRAKE SUPPORT
(UPPER CLEARANCE) RAKE SUPPORT

BRAKE SHOE & LINING ASSY -
SPACER
2 ANCHOR 11111111isms.- SHAFT FLANGE & BRAKE DRUM ASSY
-4 _
SCREW
.J(1.) 0 BRAKE SUPPORT
SPACER SLEEVE
BRAKE ADJUSTING
SCREW COVER
BRAKE ADJUS.ING
SCREW COVER
C SCREW
1 GUIDE BOLT
BRAKE SHOE OPERATING LEVER SCREW
ADJUSTING NUT BRAKE SHOE OPERATING LEVER
BRAKE SHOE OPERATING LEVER SCREW LOCKWASHER
(LOWER CLEARANCE) BRAKE SHOE OPERATING LEVER SCREW NUT
SHAFT FLANGE WASHER
BRAKE SHOE ADJUSTING SCREW
SHAFT FLANGE NUT
BRAKE SHOE ADJUSTING NUT
CABLE LOCK BRAKE SUPPORT GREASE SHIELD SPRING
BRAKE SHOE ADJUSTING SLEEVE 53,3A
BRAKE SHOE RETURN SPRING
NUT
57P237 Figure 22-Internal Expanding Hand Brake
Figure 20-External Contracting Hand Brake (Exploded View)
MyMopar.com
BRAKES 47
When the clearance has been adjusted properly, the OPERATINGr

hand brake should lock when the lever is pulled back LEVER 'y
from four to six notches. CONTROL CABLE

GUIDE CLAMP
HAND BRAKE INTERNAL TYPE CLAMP BOLT,
NUT AND
The hand brake shown in Figure 21, is the internal LOCK
expanding type and is used only on cars equipped with WASHER
PowerFlite or TorqueFlite Transmissions.
The brake is fully enclosed to keep out dirt and oil
and requires very little servicing. Longer lining life is CABLE
assured by protection against dirt and the use of Cycle- ADJUSTING
bond linings. The adjustments, when needed, are very / NUT
simple for both the steel control cable and the shoes.
DISASSEMBLY
To service the internal expanding hand brake, refer
to Figures 21 and 22, then disconnect the propeller shaft
at the transmission. Engage holding Tool C-3281 with
/ SPRING
W ASHER
-.
_-
CONTROL CABLE,
-...s.
CABLE SPRING
SHOE ADJUSTING SCREW, NUT AND SLEEVE
BALL END OF CONTROL CABLE 50x137 A
the companion flange, then loosen and remove the com- Figure 23-Rear View of Internal Expanding Brake
panion flange nut, lockwasher and flatwasher.
Install Puller Tool C-452 on the companion flange;
removing flange and brake drum. Disengage the ball Place the outer anchor guide over the anchor, then
end of cable from the operating lever. Separate shoes secure shoes with retaining washer. Turn the brake
at the bottom, allowing the brake shoe adjusting nut, shoe adjusting nut until the shoes are in a released
screw and sleeve to drop out, then release the shoes. position, then install the brake drum. Be sure the brake
Pry the brake shoe return spring up and over the right shoes are centered on the backing plate and are free
hand brake shoe pin, then work the spring out of the to move.
assembly. Pry out the brake shoe retaining washer and
ADJUSTMENT
remove outer guide.
Slide each shoe out from under the guide spring. (As Remove adjusting screw cover plate. Turn the brake
the shoes are removed, the operating lever strut will shoe adjusting nut, as shown in Figure 23 to decrease
drop out of place.) Separate the operating lever from shoe-to-drum clearance until a slight drag is felt on
the right hand brake shoe, by removing nut, lockwasher the drum. Back off adjusting nut at least one full notch
and bolt. (using Spanner Wrench C-3014) or until brake drum is
The brake now has been disassembled as far as nec- free. Be sure the two raised shoulders on the adjusting
essary for replacement of worn or damaged parts. nut are seated in the grooves on the adjusting sleeve.
ASSEMBLY Test the hand brake lever for travel. When properly
adjusted, there should be from 11/2 to 2 inches of hand
Assemble the operating lever to the right hand brake brake lever rod travel. Install the adjusting screw cover
shoe. Slide the brake shoes under the guide spring and plate.
up on top of the inner anchor guide.
Spread the shoes and insert the operating lever strut
with the wide slot toward the operating lever, and the
CAUTION
stamped "top" facing up. Work the shoe return spring
under the grease shield spring and secure ends in Never substitute for a brake shoe adjustment by
proper holes in webs of shoes, as shown in Figure 21. adjusting cable.
Spread the bottom of both shoes apart and install the
brake shoe adjusting nut screw and sleeve.
HAND BRAKE CABLE INTERNAL TYPE
NOTE REMOVAL-If removal of the control cable is re-
Be sure to install the adjusting nut, screw and quired for replacement or repair, loosen the guide
sleeve in the proper position, as shown in Figure 21. clamping bolt, as shown in Figure 23, then remove ad-
If installed in the reverse position, adjustment would justing screw cover plate. Pry the ball end of the cable
be difficult. up and out of the operating lever slot with a screw-
driver. Remove the control cable from the guide.
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48 CHASSIS
INSTALLATION -Slide cable into the guide, then in- With the brake shoes adjusted properly there will be
sert Tool C-30l5 between the spring retainer washer free play in the brake operating lever. The hand brake
and the ball on the end of cable. Hook the cable into cable adjusting nut should be positioned against the
the slot in the operating lever, with the lever between cable guide so that the brake operating lever is cen-
the ball and the washer, as shown in Figure 23. tered in its normal free play arc. To lock this adjustment,
tighten the cable guide clamp and then tighten the
hand brake cable lock nut against the adjusting nut.
NOTE The cable adjusting nut should be held in position during
The cable must be installed so that the cable con- this operation so that the cable length adjustment is not
duit is not pulled taut between any of the fastening disturbed.
points. All bends in the conduit must be of a radius of
not less than 6 inches. The conduit must not hang
below the level of the frame. 9. POWER BRAKES
OPERATION
ADJUSTMENT The power brake unit is designed to reduce pedal
Always be sure that the hand brake lever handle is effort by applying power directly to the pedal linkage.
in the full returned position before the cable length The entire hydraulic brake system is identical to a
adjustment is made. With adjustment made as de- standard brake as no hydraulic connections are neces-
scribed, the hand brake should not drag nor chatter. sary.
YOKE YOKE
/
/
_........., VALVE OPERATING LEVER
PEDAL MOUNTING BRACKET----
ADJUSTING CAM
BRAKE PEDAL
RETURN SPRING
POWER LEVER
POWER LEVER MASTER CYLINDER
MASTER CYLINDER
MASTER CYLINDER PUSH ROD MASTER CYLINDER PUSH ROD
57P124
Figure 24-Power Brake Assembly
TO VACUUM POUNCE TO VACUUM SOURCE
AIR-VACUUM BELLOWS
AIR INLET
VACUUM VALVE
CLOSED VACUUM VALVE
OPEN
AIR VALVE
CLOSED
UNAPPLIED APPLYING
56P I 21
56P122
Figure 25-Power Brake-Unapplied Position Figure 26-Power Brake-Applying Position
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BRAKES 49
TO VACUUM SOURCE
vacuum reserve tank. The unit assembly contains the
air and vacuum valves. As the foot pedal is depressed,
V air is evacuated from the bellows allowing atmospheric
pressure to compress the bellows.
AIR INLET
The unit is mounted in the vehicle and connected to

VACUUM VALVE
CLOSED the brake pedal, as shown in Figure 24.
The power unit assembly is mounted on the engine
AIR VALVE
CLOSED
side of the dash panel. A yoke assembly protrudes
HOLDING, through the dash panel and provides the connection
between the power unit and the pedal linkage. When
OR "POISED" application of the brakes begins, force is applied from
the booster through the yoke assembly to the pedal
56P123
assembly. In this way the contraction of the bellows
assists in applying the brakes. Through the yoke, me-
chanical contact between the unit and the brake linkage
Figure 27-Power Brake-Poised Position exists only when the unit is assisting in a brake appli-
cation. If there should be a loss of vacuum, the brake
pedal is free to move completely independent of the
The unit is an oval-shaped air-vacuum bellows which power unit. A loss of vacuum power simply returns the
is mounted on the engine side of the dash panel and operator to conventional hydraulic brakes. The power
connected mechanically to the brake pedal linkage. unit is connected into the brake linkage when assisting,
It is a vacuum operated brake booster and includes a and completely disconnected when it is not.
AIR VALVE
BOLTS (4)
AIR FILTER
VALVE HOUSING
SEAL
LOCK WASHERS (4
"0" RING
COVER PLATE
"0" RING SPRING
VACUUM VALVE
SEAL
BELLOW S
RETAINER
RETURN SPRING
SPRING
GUIDE RETAINER
SEAL
BELLOWS SUPPORTS
OUTER MOUNTING COVER
INNER MOUNTING PLATE
NUTS (4)
OPERATING ROD BEARING
BUTTON
"0" RING
STOP-SEAL WASHER ----,0
SET SCREW
YOKE
"0" RING-- --'p(
SET SCREW 56x527A
Figure 28-Power Unit-Disassembled
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50 CHASSIS
Vacuum from the intake manifold is applied to the

unit, and air is evacuated from the air-vacuum bellows NOTE
through the vacuum valve during brake application. A service package is available that contains all
When the brakes are released, air (atmospheric) enters "0" rings and seals that are used in the power unit.
the unit through the built-in air cleaner, and is regulated When servicing a unit use all new "0" rings and
by the air valve. The valve operating rod, which is con- seals to insure complete satisfactory booster per-
trolled by the pedal, overcomes the spring pressure of formance.
the air valve spring and keeps atmospheric pressure The "0" rings and seals in this package are pre-
inside as well as outside the air-vacuum bellows. The greased with a silicone type grease for ease of
return spring assures complete extension of the bellows installation and to prevent any twist or damage
whenever the brakes are not being applied. when installing. If necessary to add grease to these
As shown in Figures 25, 26, and 27 these drawings parts be sure and use silicone type because it does
show the unit in the unapplied, applying and poised not change in consistency on the working parts dur-
positions, respectively. ing high and low temperatures.
In the unapplied position, the air-vacuum bellows is
filled with air (atmosphere). The power produced by 10. POWER BRAKE DISASSEMBLY
the unit is developed when vacuum removes the air
from the bellows and causes it to contract. REMOVAL
The position of the valves in Figure 25 shows the Place a wood wedge between the power brake lever
unit "unapplied." The air valve is open, so that air is and the forward edge of the triangular hole in the pedal
freely admitted to the air-vacuum bellows. The vacuum bracket. This will prevent the trigger arm from extend-
valve is closed, thus preventing any evacuation of air ing beyond the bracket.
from the bellows. The air valve spring bears against
the air valve and would cause it to close if it were not
NOTE
restrained by the valve operating rod, which passes
through the bumper on the end of it. The pedal linkage If pedal linkage is allowed to extend through the
return spring tends to keep the air valve in the "un- hole in dash panel the trigger arm may be damaged.
applied" position. This spring load which is transmitted
to the valve operating rod overcomes the air valve Remove the nuts that attach the dash panel reinforce-
spring and keeps the air valve open. As soon as foot ment to the unit. Slide plate off and away from unit.
pressure is applied to the pedal, this restraint on the
air valve is removed and it is allowed to close. Further DISASSEMBLY OF UNIT
movement of the air valve overcomes the vacuum valve Using an Allen wrench, back out the two set screws
spring and opens the vacuum valve, as shown in Figure sufficiently to allow removal of yoke. Slide yoke off end
26. The unit is in the "applying" position. With the bel- of guide and away from unit, as shown in Figure 29.
lows isolated from atmosphere and vacuum applied to (Slightly compress bellows by hand for clearance while
it, it contracts and applies force to the brake pedal loosening set screws.) Remove rubber stop seal washer.
linkage through the pedal-to-unit yoke. The amount of
force applied to the linkage by the power unit is in direct YOKE-
proportion to the amount of pressure applied to the
brake pedal.
BUTTON SEAL
As the pedal pressure is varied to suit braking re-
....1
quirements, the force supplied by the unit instantane-
SET SCREWS
ously varies in proportion. If at any point during brake
application or release, a holding position is required,
the unit immediately becomes "poised," ready to re- STOP SEAL WASHER
spond to further application or release. Valve positions VALVE
when the unit is "poised" are shown in Figure 27. The OPERATING
ROD
air and vacuum valves are closed. Additional pedal GUIDE
pressure will cause further evacuation of the bellows
to add force to the application; release of the pedal
pressure will open the air valve to admit air to the
bellows. At any point between fully released and fully
57P322
applied the unit will instantly become poised whenever
a constant pedal pressure is maintained. Figure 29-Yoke and Valve Operating Rod Removal
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BRAKES 51
OUTER
NOTCH MOUNTING
PLATE VALVE HOUSING
INNER
MOUNTING
GUIDE /PLATE
I
"0" RING
BEARING
ALIGNMENT
ARROWS
NUTSN
44 Ig. C\ NOTCH 56x535
56P127 AIR VALVE
Figure 30-Removing Outer Mounting Plate Figure 32-Air Valve Removal
BELLOWS FLANGE BELLOWS SUPPORTS (3)

AIR FILTER COVER GUIDE
"0" RING
/7-
4
AIR VALVE
SPRING
VALVE HOUSING-""--
DIMPLE
VALVE HOUSING BELLOWS
BOLTS---4" 56P135
56PI36
Figure 31-Valve Cover Removed Figure 33-Bellows Supports
Lift the valve operating rod out of the unit. Remove cover, as shown in Figure 31. (If necessary, use a flat
and discard the valve operating button seal, as shown blade to separate cover plate from the bellows flange.)
in Figure 29. Extreme care should be used to avoid marking or
Remove the nuts that attach the outer mounting plate scratching inner face of plate where it clamps to bellow
and using a screwdriver, gently pry up on plate to flange. A scratch on this surface could cause a leak.
loosen. Lift plate straight up and away from unit. Remove the "0" ring from valve cover and discard.
Compress the bellows by hand sufficiently to expose Remove the air valve spring from center of valve.
the guide sleeve bearing. Slide bearing off end of guide. Remove the air filter. Slide the air valve out of the valve
Remove and discard the bearing seal from inside of housing, as shown in Figure 32. It may be necessary to
bearing. use a hooked wire to remove valve.
Peel back the outer lip of bellows completely around Place the valve housing end up on bench. Remove
the inner mounting plate. Exercise care in removing the the bellows from valve by peeling back the outer lip of
inner plate as the bellows return spring may force the bellows. Lift bellows up and away from valve. If a new
mounting plate upward. Remove plate and lift out the bellows is to be installed, remove the three bellows
return spring and spring retainer. supports, as shown in Figure 33.
Remove the bolts and lockwashers that attach the
DISASSEMBLY OF VALVES
guide to the valve housing and lift off guide to expose
Place unit on its side. Remove the bolts and lockwash- the vacuum valve, valve spring and seals, as shown in
ers that attach the valve cover to valve. Lift off valve Figure 34. Remove and discard seals.
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52 CHASSIS
VALVE SEAL
GUIDE AIR VALVE SEAL (LIPS OF W
SEAL FACING OUT)N
VACUUM VALVE
GUIDE SEAL
SPRING
VACUUM
VALVE
VALVE
RETAINER
VALVE HOUSING
VALVE ,7-41"--
BOLTS 56x537
HOUSING 57P263
Figure 34-Valve Housing Guide Removed Figure 36-Air Valve Seal Removal and Installation
VACUUM VALVE Inspect all parts for wear or damage. Check the air
valve for signs of scoring or wear. If valve body or valve
is scored or worn, install new parts as required. At
VACUUM VALVE-,t assembly, use new "0" rings and seal rings through-
RETAINER out.
Be sure all seal and "0" rings are suitably covered
ISO
with silicone grease. (Rings and seals are pre-coated
in parts kits.)
11. ASSEMBLY OF POWER BRAKE

ASSEMBLY OF VALVE
Carefully position a new vacuum valve in the retainer.
VALVE HOUSING Invert valve housing and install vacuum valve and re-
56x538
tainer in housing, as shown in Figure 37.
Figure 35-Removal of Vacuum Valve and Retainer Install a new valve housing-to-guide seal in the groove
provided in the bore of guide, with the lips of seal toward
Lift out the vacuum valve and retainer, as shown in bottom of bore, as shown in Figure 38.
Figure 35. Remove and discard valve housing-to-guide ASSEMBLY OF BODY
seal.
Install the vacuum valve spring in the smallest end
Invert the valve housing, and remove the air valve of the valve. Position the guide over the vacuum valve,
seal from its groove in valve body. See Figure 36. lining up bolt holes in guide with the bolt holes in the
valve body. (Refer to Figure 34.) Carefully lower guide
CAUTION down against valve body, making sure the tapered por-
If a sharp instrument or pointed pliers is used
tion of the vacuum valve enters seal evenly. Press down
on guide to seat. Install bolts and lockwashers. Tighten
during the air valve seal removal, be very careful
not to mark or scratch the inside diameter bore of
evenly and securely.
valve housing as it might result in an air leak. If a new bellows is being installed, position the sup-
ports in bellows. Supports must be centered in the three
center accordion folds and aligned with bellows and
INSPECTION each other.
Clean all parts (except bellows and air filter) in a Using holding fixture, (fixture can be made from a
suitable solvent and blow dry with compressed air. If piece of 4" pipe high enough to support the guide and
necessary, the bellows can be cleaned with a mild soap valve assembly) install the bellows, as shown in Fig-
and water solution. The filter if extremely dirty should ure 39. Be sure the arrows on edge of bellows and hous-
be replaced. After parts are cleaned, place on clean ing are aligned to conform the bellows contour to the
paper for reassembly. housing.
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BRAKES 53
VACUUM VALVE AND

AIR VALVE
RETAINER
VALVE HOUSING
VALVE
SPRING
- VALVE HOUSING
56x541
Figure 37-Assembling Vacuum Valve and Retainer ALIGNING
57P260 ARROWS
Figure 39-Air Valve Assembly

Insert a new air valve seal into the bore of the valve
housing, as shown in Figure 36. Then install the air
valve seal retainer over seal retainer in valve housing.
RETURN SPRING
With the assembly in the holding fixture, lightly coat
the outside surface of the air valve with silicone grease
(do not use any other kind); then insert air valve (small
end first) into the bore of valve housing, as shown in
Figure 39. Use finger pressure to test for free movement
of valve against vacuum valve spring. GUIDE
Install air valve spring in recess in air valve. (Refer
to Figure 31). Install air filter. Install a new air valve
housing cover "0" ring on the shoulder provided on
the valve housing hub. Position the valve housing cover
over the valve housing, with notch in the edge of cover
matching the arrow on bellows.
Be sure that the air valve spring nestles on the dimple 57P267
in the center of the cover. Press cover down evenly over
valve housing to seat cover "0" ring. Install bolts and Figure 40-Assembling Return Spring
tighten securely.
Remove assembly from holding fixture and invert
unit. Coat the guide lightly with silicone grease and Place the spring retainer and inner mounting plate
install return spring, as shown in Figure 40. Position the over spring, being sure that the arrow stamped on plate
spring evenly around hub of valve housing and guide. is in line with arrow on edge of bellows. Compress re-
turn spring, then fold bellows lip over edge of plate.
See Figure 42.
SEAL
(LIPS TOWARD BORE) Install a new guide bearing sleeve seal in groove
inside bearing bore. The seal must nest snugly in bear-
ing with the lips pointing outward.
Using silicone grease, lubricate the inside of bearing
and slide over guide while compressing bellows.
I Install the bearing-to-mounting plate "0" ring. Lower
GUIDE outer mounting plate on assembly. The notch on edge
of plate must be in line with arrow on bellows.
56x542 Slide a new valve operating rod "0" ring over nylon
Figure 38-Assembling Valve Housing to Guide Seal bumper on end of rod and into groove. Install rod in the
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54 CHASSIS
center guide. Press on end of rod to test for free operation INNER MOUNTING COVER
$ TAPERED HOLES
or movement of the air and vacuum valves. A "two step" BEARING (SET SCREW)
movement should be felt when the rod is depressed and
released fully.
Place a new stop-seal washer in position and install
yoke on end of guide. Compress the bellows slightly
and alternately tighten set screws. The hub of yoke
must be down snug against shoulder of guide, with set
screws aligned with the tapered holes in guide.
Place the reinforcement with the long center line of
the bracket at a right angle to the long center line of the
power unit. The off -set of the bracket must be so located
that, when installed in car, the axis of the unit will be
p
inclined downward toward the front of the car. Install
lockwashers and nuts and tighten securely. 56x547
INSTALLATION OF UNIT Figure 42-Assembling Inner Mounting Plate Into

Bellows
Before installing unit make sure the two nylon bush-
ings on the power lever pin are in place with the flanged
end against the power lever. Position power brake adjusting screw (illustrated in
"A" Fig. 44). Using a screwdriver, wedge the power
NOTE brake pedal pivot to the rear side of hole in power lever
Be sure wedge is installed between power brake until the power brake adjusting screw collar is com-
lever and forward edge of triangular hole in pedal pletely compressed and metal-to-metal contact is made.
bracket. With gauge installed and adjusting screw collar com-
Position the unit so that its axis inclines down pressed, the outer curved surface of the trigger arm
toward front of car and that the vacuum inlet con- must contact the inner circle of the gauge, that is, the
nection is toward the engine. distance between the center line of the power brake
lever cross pin and the outer curved surface of the
PEDAL LINKAGE ADJUSTMENTS power brake pedal trigger arm must be .640 inch, plus
If it becomes necessary to disassemble or replace or minus .005 inch.
the pedal linkage, the following bench tests and ad- If the position of trigger arm does not conform to this
justments must be made prior to installation of linkage specification, adjustment is made by turning power
assembly of vehicle: brake adjusting screw until trigger arm outer surface
1. PEDAL TRIGGER ADJUSTMENT-Install gauge, is in alignment with inner circle of gauge, as shown in
Tool C-3508, on power lever cross pin, positioning center Figure 44 (Illustration "A"). After correct setting has
lines, on gauge, as shown in Figure 44. been made, tighten adjusting screw securely.
TO VACUU OURCE TO ENGINE INTAKE MANIFOLD

TO BELLOWS UNIT
AM-VACUUM BELLOWS
AIR IRLET
VALVE OPERATING ROD VACUUM CHECK VALVE
AIR VALVE
AM VALVE SPRING
VACUUM VALVE
YOKE
AM FILTER
VACUUM VALVE
4fr
56PI 20 VACUUM RESERVOIR 56P130
Figure 41-Unit Identifying Parts Figure 43--Vacuum Reserve Tank
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BRAKES 55
GAUGE
GAUGE
TRIGGER PIVOT
BRAKE
PEDAL
TRIGGER TRIGGER
PIVOT
COLLAR
POWER
BRAKE
LEVER CENTER LINE
ADJUSTING
SCREW
56x61 A
Figure 44-Power Brake Trigger Arm Adjustment
2. CHECKING ARC OF TRIGGER ARM - Install wedged apart, a false free play setting will be meas-
gauge, Tool C-3508, on power lever cross pin. With ured at the pad end of the pedal.
wedge, or screwdriver removed, and the trigger arm-to-
2. ADJUSTMENT OF POWER BRAKE FOR MAXI-
power brake lever cross pin dimension adjusted cor-
rectly, the outer curved surface of the trigger arm must MUM PERFORMANCE-After the pedal free play is
contact the outer circle of the gauge within the angle adjusted properly a final check should be made to
scribed on the gauge. Refer to Figure 44.
assure maximum performance of the booster. Slight
rotation of the adjusting cam in a counter-clockwise di-
rection will speed up a slow pedal vibration. A slight
NOTE adjustment of the cam in the clockwise direction will
With the pedal assembly clamped in vise, it will eliminate a time delay during a fast application.
be necessary to move power lever (by hand) to
locate trigger arm on outer circle of gauge.
NOTE
If position of trigger arm does not meet this require- Rotation of cam adusting screw should be 90°
ment, the trigger arm can be carefully bent to specifica- about original setting.
tions. In cases where trigger arm is "out" an excessive
amount, the entire trigger arm assembly must be re-
placed. If a new trigger arm assembly is installed, di- 12. DIAGNOSIS PROCEDURES
mension must be rechecked.
SPONGY PEDAL
PEDAL ADJUSTMENT
When the brake pedal, while being depressed, feels
1. FREE PLAY ADJUSTMENT-A free play adjust-
like it is pushing against a "cushion," the condition is
ment check should be made at NO VACUUM. Insert a
generally termed "spongy pedal."
wedging tool (a long screwdriver will do) between the
trigger pivot and the rear side of the hole in the power AIR-Check for air in lines. Air can enter system
brake lever forcing the brake pedal and power lever through a leak when brake fluid is low in the master
apart. Check free play with linkage in this position by cylinder reservoir, or when any part of system has been
pushing lightly at the pad end of the brake pedal. This disconnected. Air may be left in the system, if the bleed-
should be from IA to 1/2 inch. Lengthening or shortening ing operation is not properly performed; or air bubbles
of the push rod if necessary, should be made at this may develop in a tightly sealed system when an inferior
time. If the trigger pivot and power brake lever are not type brake fluid is used.
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56 CHASSIS
DRAGGING BRAKES spect all connections and flexible hose. Check wheel
cylinder rubber cups for scoring or damage.
The major causes of dragging brakes are: Too tight
an adjustment of brake shoes, or the failure of brake 2. FREE PLAY-Check adjustment of push rod.
shoes to return to their released position. 3. AIR IN LINES -Check for air in system. Air can
1. ADJUSTMENT-Perform a brake adjustment to be enter through a leak, when brake fluid is low in master
sure the brake shoe cams are correctly positioned. cylinder reservoir, or any part of system is discon-
nected. Air may be left in system if brake bleeding is
2. BRAKE SHOE RETURN SPRINGS-Check for weak improperly performed or, air bubbles may appear in a
return springs. Make sure correct spring is used. tightly sealed system when an improper type brake
3. MASTER CYLINDER-Remove the filler cap and fluid is used.
check the relief port with a tag wire to be sure it is 4. BRAKE PEDAL GOES TO FLOOR BOARD BUT
not partially blocked. A swollen primary cup, incorrect CAN BE PUMPED UP-Look for the following condi-
pedal free play, scoring or rust between the piston and tions:
the piston stop, may also partially restrict the return
of fluid to the master cylinder reservoir. (a) Adjustment-Adjust the brake shoe cams.
(b) Master Cylinder-A scored or damaged primary
4. WHEEL CYLINDERS-Check for swollen cups cup will not hold pressure due to leakage of fluid past
which can slow up the return of the pistons. Check the the cup, and will result in the pedal going to floor board
inside of the wheel cylinders for scoring or corrosion. slowly on a light brake application.
5. BRAKE HOSE-Inspect for plugging or swelling (c) External Leakage-Inspect for leaks at wheel
which could restrict the return flow of fluid in the lines. cylinders, all brake lines and connections.
LOCKED BRAKES
HARD PEDAL
1. MASTER CYLINDER-Check relief port with a
piece of tag wire. Make sure it is free of dirt, or other If excessive effort is required when applying the
foreign material. It may also be blocked by a swollen brakes, the condition is usually referred to as "hard
primary cup, incorrect free pedal travel, scoring or rust pedal."
between the piston and piston stop. 1. LININGS-Inspect linings for evidence of oil,
grease, brake fluid or a heavy glaze.
2. FLEXIBLE HOSE-Inspect for plugging or swelling.
This could restrict the return flow of fluid in the lines. 2. SHOE ADJUSTMENT-Check for proper shoe ad-
justment or uneven contact.
3. BRAKE SHOE RETURN SPRINGS - Check for
broken return spring. 3. MASTER CYLINDER-The relief port may be par-
tially restricted. To check, insert a piece of tag wire
GRABBING BRAKES in the relief port.
1. ADJUSTMENT-Check for improper adjustment of BRAKE NOISE
brake shoe cams. 1. BRAKE SHOE ADJUSTMENT-Adjust cams.
2. BRAKE LINING-Inspect linings. If brake fluid, oil 2. BRAKE SHOE-Check straightness of brake shoes.
or grease, has contacted the linings, the brake may
"take hold" prematurely. If the lining has become 3. LINING CONTACT-Inspect lining to determine if
soaked with brake fluid, oil or grease, it may slip, giv- it is contacting the brake drum over entire surface.
ing the effect of a grabbing brake on the opposite wheel. 4. BRAKE DRUMS-Inspect brake drums for evidence
3. BRAKE DRUM-Inspect for scoring, cracks, or an of heavy scoring or cracks. Determine if drums are out-
out-of-round condition. If one of these conditions exists, of-round.
grabbing may occur when brakes are applied. CHATTERING
PEDAL GOES TO FLOOR BOARD The following conditions may result in brake chatter
when front wheel bearings, or front suspension parts,
If no braking action results when the brake pedal is are loose.
pushed all the way to the floor board and pressure can-
not be built up by pumping the pedal several times, the I. ADJUSTMENT-Check brake shoe adjustment.
following causes may be responsible. 2. BRAKE DRUM - Inspect for an out-of-round or
1. BRAKE FLUID-Check the brake fluid level in the cracked brake drum.
Master Cylinder reservoir. Loss of brake fluid due to 3. LININGS-Inspect for oil, grease, dirt or brake
leakage is the most likely cause of this condition. In- fluid on linings.
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BRAKES 57
CARS EQUIPPED WITH POWER BRAKE

IMPROPER PEDAL RETURN If the test shows unit is not operating:
1. BRAKE PEDAL HUB-Width of the brake pedal I. VACUUM TEST-Check vacuum from manifold
hub plus the nylon bushing flanges may exceed the to tank and to booster unit. Vacuum should be 15 to 20
length of the pedal pivot spacer. Remove a small amount inches at engine idle speed.
of metal from the pedal pivots freely. 2. LEAKS-Check for leak at hose connections, leak
2. PEDAL PIVOT SPACER - Nylon bushing width in reserve tank or faulty check valve.
may exceed the length of the pedal pivot spacer.
PARTIAL LOSS OF BOOSTER
3. LINKAGE-Bent or misaligned.
If booster follows pedal but does not give full boost,
remove inspection screw at back of unit and install a
UNIT DOES NOT BOOST vacuum gauge.
Test to determine if unit is operating: With the engine CHECKING VACUUM-Push pedal pad until pedal
stopped, depress brake pedal several times to eliminate becomes solid. Vacuum should be at least 5 to 6 inches.
all vacuum from the system. Apply the brakes, and
while holding foot pressure on the brake pedal, start NOISE
the engine. If the unit is operating, the brake pedal will
1. SCRAPING NOISE -Trigger or power lever bent.
move forward when engine vacuum power is added to
the pedal pressure. 2. CLUNK OR THUD-Reduce pedal free play.
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58 CHASSIS
SPRING
COVER EYE BOLT ASSEMBLY
LEVER
SPRING
DISC ASSEMBLY
PIN PLATE
STRUT
55 P1047
Figure 1-Borg & Beck Clutch (9% inch) Disassembled
COVER DRIVE LUG
EYE BOLT PRESSURE

NUT SPRING
LEVER
RELEASE
SPRING
LEVER
s-
EYE BOLT \ DRIVEN DISC
%.\\<PRESSURE PLATE
STRUT PIVOT PIN
DRIVE LUG
EYE BOLT OPENING
NUTS 45 x 450
Figure 2-Borg & Beck Clutch (10 inch) Disassembled
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59
PART ONE CHASSIS

SECTION IV CLUTCH
Pages
1. Clutch Pedal Adjustments 59
2. Clutch Assembly 59
3. Clutch Shaft Pilot Bushing 64
4. Clutch Release Bearing 64
1. CLUTCH PEDAL ADJUSTMENTS REMOVAL

To remove the clutch disc and clutch cover and pres-
The clutch pedal is suspended from a bracket mounted
sure plate assembly, disconnect the propeller shaft,
to the dash panel. See Figure 3. Note that only two
adjustments are provided-pedal free play and pedal speedometer cable, parking brake cable, and gear shift
pressure. control rods. Then remove the transmission.
When removing the transmission pull it straight back
CLUTCH PEDAL FREE PLAY
until the pinion shaft clears the clutch disc, before lower-
One inch pedal free play is necessary to insure proper ing the transmission. This will avoid bending the clutch
clearance between the release bearing and levers. disc. Remove the clutch cover pan. Mark the clutch cover
To adjust the clutch pedal free play, turn the clutch and flywheel so that they can be installed in their
release fork rod adjusting nut until 3A 6 inch free move- original position to maintain balance.
ment of the clutch fork outer end is obtained. See Figure
3. This adjustment, if correctly set, will give the neces- CLUTCH DISC
sary 1 inch free play at the pedal.
Carefully inspect the clutch disc for worn or loose
CLUTCH PEDAL
lining, broken cushion springs, distortions, or evidence
of oil or grease on the facing. If grease or oil are present
The adjustment of the clutch pedal overcenter spring discard the disc. Locate the source of the oil or grease
controls the amount of pedal pressure required to re- leak and correct it. Inspect the rear main bearing oil
lease the clutch. See Figure 3. The correct adjustment is
to tighten the eye bolt sleeve nut on the clutch pedal seals and front of transmission for evidence of oil
overcenter spring bolt finger tight with the pedal in the leakage.
depressed position then tighten four complete turns.
ADJUSTING NUT OVER-CENTER
SPRING
2. CLUTCH ASSEMBLY PEDAL

MOUNTING
BRAKE PEDAL
Clutch service usually involves only the replacement 1/4,111
ASSEMBLY BRACKET
of the disc. It is not practical to repair or reline a disc, as
there is no satisfactory method of checking or repairing
the dampener and cushion springs in the disc. On the CLUTCH PEDAL
other hand, the clutch pressure plate assembly seldom DASH PANEL
requires replacement. It can be adjusted and the com- CLUTCH FORK
ponent parts can be replaced. TORQUE SHAFT
PULL BACK SPRING
CLUTCH
When working on the clutch assembly always check HOUSING
the clutch finger height adjustment and the pressure BRACKET --b- ELEASE FORK
plate for parallelism. Test the clutch pressure plate CLUTCH RELEASE FORK ROD
springs for proper tension. Carefully inspect the flywheel SPRING CLIP
ADJUSTING NUT 57P106
and pressure plate for evidence of burning or heat
checks. Figure 3-Measuring Clutch Pedal Free Play
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60 CHASSIS
At DISC ASSEMBLY
A- PLATE
RELEASE
WASHER
LEVER PIN
PLATE
RETURN
SPRING
PRESSURE
\ RELEASE
LEVER
SPRING
ADJUSTING
SCREW
AND LOCK NUT
55P1152
Figure 4-Auburn Clutch (9'/4 inch) Disassembled
CLUTCH
Borg and Beck

Clutch Models or Borg and Beck
Auburn
Outside
Diameter 91/4 in. 10 in. Std.
of Disc. 10 in. spec. equip. 101/2 in. spec. equip.
Number of 91/4 in. B & B-6 springs 10 in. B & B-9 springs
Springs in 9'/4 in. Auburn-3 springs 101/2 in. B & B-9 springs
Pressure Plate 10 in. B & B-9 springs 11 in. B & B-12 springs
(350 cu. in. engine)
Type Single Plate -Dry-Ventilated
Clutch housing to cylinder block screws 30 to 35 ft. lbs.
Clutch cover assembly to flywheel screws
91/4 in. clutch % in. bolt 15 ft. lbs.
10 and 101/2 in. clutch % in. bolt 30 ft. lbs.
11 in. clutch % in. bolt 30 ft. lbs.
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CLUTCH 61
CLUTCH COVER
PUNCH MARKS:
BALANCE DRILLING FLYWHEEL

ON FLYWHEEL
g.
5 5 PI 04 6
Figure 5-Punch Marks on Clutch Cover 34x 97

and Flywheel Figure 7-Removing or Installing Release Lever
COVER SUPPORT PLATE
CLUTCH PRESSURE PLATE
COMPRESSION NUT
FIXTURE C-585
CLUTCH COVER
PLATE RETURN SPRING
WASHER
ADJUSTING SCREW
COMPRESSION
WASHER
PUNCH MARKS ON
PRESSURE PLATE
AND COVER 4t
45x452
55P1177 UNCH MARKS
Figure 6-Clutch Cover and Pressure Plate
Assembly in Fixture C-585 Figure 8-Disassembling Auburn Clutch in
Fixture C-585
DISASSEMBLY (BORG AND BECK CLUTCH)
Mark the cover and pressure plate with a punch (Fig- The strut can then be lifted over the ridge on the end
ure 5) so that they can be assembled in their original of the lever, making it possible to lift the lever and eye
positions in order to maintain balance. bolt off the pressure plate.
With the assembly on fixture C-585, See Figure 6,
install the three-legged spider over the center screw, so DISASSEMBLY (AUBURN CLUTCH)
that it rests directly against the top of the clutch cover. Adaptors are available for use with fixture C-585 for
Install the plain thrust washer and hexagon compression this operation.
nut. Turn down the nut to compress the springs.
First, place the cover support plate, C-585-33, over the
With the springs under compression, remove the main screw of the fixture. Then install the clutch cover
clutch release lever eye bolt nuts and slowly relieve the assembly on fixture C-585. See Figure 8. Mark cover and
spring pressure by unscrewing the compression nut. pressure plate with punch and install compression
Then, lift off the cover.
washer C-585-33 and fully compress the finger. Remove
To remove a release lever, grip the lever and eye bolt adjusting screw, washer and plate return spring. Place a
between the thumb and fingers so that the flat side of the 1/2 inch steel block, C-585-32, under outer end of each
lever and the open end of the eye bolt are close together. finger. Back off the compression nut slowly until the
Also, keep the eye bolt pin seated in the socket in the release levers rise and contact the steel blocks. Remove
lever. See Figure 7. the nut and compression washer. Then lift off the cover.
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62 CHASSIS
SELF WASHER I COMPRESSION NUT

ALIGNING COMPRESSION
WASHER WASHER
HOUSING
CLAMP
ADJUSTING FEELERpt
45x453
Figure 10-Adjusting Clutch Release Levers
(Borg and Beck)
Fixture shown is C-585
the ridge on the lower end of the lever, and drop into
Figure 9-Testing Clutch Pressure Spring Tool the groove in the lever.
Shown in No. C-647 Position the release lever springs and place the pres-
sure springs over the bosses on the pressure plate. Place
To remove a pressure spring, force each release lever the clutch cover over the pressure plate assembly and
downward by hand, take out the block and release the match up the punch marks so that these parts will be in
finger slowly. their original positions. Install the correct thickness
To remove the release levers from the cover, grind off spacer on the center screw of the fixture. See Chart on
one end of the pin and drive out the pin. this page. Install the compression plate, self-aligning
INSPECTION
washer, thrust washer and the compression nut on the
center screw. Make sure the pressure springs are seated
If the pressure plate is scored or warped, it should be in the embossed seats of the cover. Tighten the com-
replaced. If any other parts are damaged or indicate pression nut on the fixture and install the release lever
excessive wear, they should be replaced. Check the eye bolt nuts.
pressure plate springs (Figure 9) for correct pressure
with special tool C-647. Refer to chart for correct spring CLUTCH RELEASE LEVER ADJUSTMENT
pressures at the indicated checking height. (BORG AND BECK)
On the Auburn clutch, inspect the pressure plate re- Place the correct thickness spacer on the center screw
turn springs by comparing with a new spring. If springs of the fixture. Refer to Chart on this page for spacer
appear to be weak, install new springs. thickness. Install the compression plate, the self-aligning
washer, the plain thrust washer and the compression
ASSEMBLY (BORG AND BECK CLUTCH) nut. Tighten nut until the levers are fully compressed.
Place the pressure plate on the base of the clutch Install clutch housing clamps over the bolt holes and
fixture. Hold the threaded eye of the eye bolt between tighten them securely. Adjust the release levers until
the thumb and index finger, with the lever end resting each of the feeler gauges has the same slight "drag" or
on the second finger. See Figure 10. Insert the strut "feel" when pushed in and out. Tighten release lever
upward and tilting it at the same time, it will pass over nuts to decrease "drag" and loosen to increase "drag."
CLUTCH FIXTURE SPACERS
Clutch Assembly Fixture C-585

Model Number Size Spacer Number
Auburn 100131-1 9'/4 in. 43
Borg and Beck 1384 91/4 in. 19
Borg and Beck 1376 10 in. 21
Borg and Beck 1418 10' /2 in. 21
Borg and Beck 1464 11 in. 19
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CLUTCH 63
CLUTCH PRESSURE SPRINGS

Clutch Number of Springs Spring Pressure
Type Assembly and and
Model No. Identification Checking Height
91/4 in. Auburn 100131-1 3 dark blue springs 254 to 280 lbs. @ 11%6 in.
91/4 in. Borg & Beck 1384 6 white springs 239 to 251 lbs. @ 1% in.
10 in. Borg & Beck 1376 9 brown springs 224 to 236 lbs. @ 1 % 6 in.
10 in. Borg & Beck 1463 9 white springs 239 to 255 lbs. @ 11/2 in.
101/2 in. Borg & Beck 1418 9 white springs 239 to 251 lbs. @ 1% in.
101/2 in. Borg & Beck 1461 12 unpainted springs 185 to 205 lbs. @ 11/2 in.
11 in. Borg & Beck 1464 6 white springs 235 to 255 lbs. @, 11/2 in.
6 tan springs 150 to 170 lbs. (a) 1 1/2 in.
Recheck release lever adjustment to make certain WASHER COMPRESSION NUT

each one is adjusted properly. Stake the release lever COMPRESSION
SELF ALIGNING
nut. See Figure 10. WASHER WASHER
IMPORTANT HOUSING
When removing the clutch cover assembly from CLAMP
the fixture, loosen the housing clamps first, and then
remove the compression nut. This procedure will
avoid imposing unequal strain on the release levers.
ASSEMBLY (AUBURN CLUTCH)

Assemble the levers to the cover and peen over the
ends of the lever pins. Install the pressure spring be- ADJUSTING FEELER
tween the lever and the cover. Make sure the springs
rest on the bosses of the cover and are seated in the
embossed seats of the levers. Press down on the release S5P1178
lever and then insert steel blocks under the outer ends of Figure 11-Adjusting Clutch Release Lever
the levers. Place the pressure plate on the fixture and (Auburn)
place the cover assembly over the pressure plate. Match screws to decrease "drag" or loosen them to increase
up the punch marks so the parts are in their original "drag." Then re-check the adjustment of each lever to
positions. Place the number 43 spacer on the center make certain the adjustment is correct and tighten lock
screw of the fixture. Install the compression plate, self- nuts. See Figure 11.
aligning washer, thrust washer and the compression INSTALLATION OF CLUTCH
nut on the center screw. Tighten the compression nut on Apply a small amount of short fiber grease in the
the fixture. Install the washers and adjusting screws in clutch shaft pilot bushing. Clean the surfaces of the
the pressure plate. Release the fixture compression nut flywheel and pressure plate thoroughly. Then, hold the
slowly and install the pressure plate return springs. clutch cover plate and disc assembly in place (driven
NOTE disc is to be installed with long part of hub on the side
Do not lubricate parts of the clutch pressure plates away from the flywheel). Insert clutch disc aligning
assembly with ordinary oil or grease. Use a suitable arbor, C-360, through the hub of the driving disc into
lubricant such as Lubriplate on drive lugs and the pilot bushing in the crankshaft. See Figure 12.
fingers. Line up the punch marks on the cover and flywheel.
CLUTCH RELEASE LEVER ADJUSTMENT (AUBURN) Bolt the cover plate loosely on the flywheel so that these
Install clutch cover plate assembly on fixture and parts are lined up in their original positions. To avoid
make certain that the housing clamps line up with the distortion of clutch cover, tighten each bolt a few turns in
holes. Assemble the Number 20 thickness spacer on progression until they are tight. Tighten bolts to torque
the center screw. Install the compression washer, the as specified.
self-aligning washer, and the compression nut and When installing the transmission, care must be taken
tighten nut until the release levers are completely com- not to "dish" or bend the clutch disc. Support the trans-
pressed. Install clutch housing clamps and tighten mission so that the drive pinion can be guided through
securely. Adjust clutch release levers until each of the the clutch disc. After installation, tighten the transmis-
three feeler gauges has the same slight "drag" or "feel," sion to clutch housing screws from 45 to 50 foot pounds.
when being pushed in and out. Tighten the release lever Then, adjust clutch pedal free travel.
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CHASSIS
NEW BEARING
OLD BEARING
TOOL C360
RELEASE BEARING SLEEVE
55P1151 45 x 89
Figure 12-Clutch Disc Aligning Arbor Figure 14-Installing Clutch Release Bearing
NOTE
Be sure the clutch pressure plate (1) and the fly-
wheel face (2) are perfectly clean. Insert about 1/2
teaspoonful Short Fiber Grease in pilot bushing (3).
4. CLUTCH RELEASE BEARING

Exercise care when installing a new clutch release
2 bearing to avoid damaging the bearing race. Never
drive the bearing on the sleeve with a hammer.
Installation can be accomplished by placing the front
sides of the old and new bearings together and aligning
45 x 436 them against the release bearing sleeve. Then place
Figure 13-Lubricating Pilot Bushing the bearings and sleeve in a vise and press the new
bearing on the sleeve. See Figure 14. Turn the bearings
as they are pressed together. The new bearing must be
3. CLUTCH SHAFT PILOT BUSHING flush with the shoulder of the release bearing sleeve.
REMOVAL
Use tool C-3185 to remove worn or scored pilot 5. DIAGNOSIS PROCEDURES
bushings. SLIPPING
Screw the tapered pilot into the bushing, allowing the To test for a slipping clutch, start the engine, set the
pilot to cut its own threads until a solid grip is obtained. hand brake and shift into high gear. Then, release the
Insert the puller screw and rotate, forcing the bush- clutch pedal and accelerate the engine slowly. The
ing out. engine should stall immediately if the clutch is not
INSTALLATION slipping.
When installing a new pilot bushing, slide over the I. PEDAL FREE PLAY-Inspect for sufficient pedal
pilot of tool C-3181 and drive into place with a soft free play, which may prevent the clutch from engaging
hammer. This causes the bushing to tighten up on the completely.
pilot. Install the cup and puller nut and tighten, remov- 2. CLUTCH DISC-Inspect for burned, worn, or oil
ing the tool from the bushing. This action burnishes the soaked clutch disc facings.
bushing to correct size. 3. PRESSURE PLATE SPRINGS-Inspect for weak or
Lubricate the bushing (Figure 13) with about a half- broken pressure plate springs. Test each coil spring for
teaspoon of short fiber grease. Insert the grease in the weakness. If the paint on a spring is burnt or coils are
bushing, not on the end of the pinion shaft. too close together, the spring is probably weak.
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CLUTCH 65
CHATTERING PEDAL STIFF OR BINDING
This condition can be determined by vibration that 1. CLUTCH LINKAGE-Inspect clutch linkage for rust
may occur during clutch engagement. or corrosion. Inspect for bent or misaligned linkage.
2. OVERCENTER SPRING-Check adjustment of free
1. CLUTCH DISC-Inspect for oil or grease on facings.
play and overcenter spring if clutch pedal is hard to
Before replacing disc, determine the source of the leak.
operate, or the pedal will not return properly.
Oil may come from a leaky rear main bearing, the trans-
mission, or from use of excessive lubricant in the pilot
NOISES
bushing.
1. RELEASE BEARING-A high-pitched noise, occur-
2. PRESSURE PLATE-Inspect for a cocked pressure ring only with the engine running, the transmission in
plate. If the pressure plate does not meet the disc evenly, NEUTRAL, and the clutch pedal down, usually indicates
chatter may result. If the clutch release levers are not that the release bearing should be replaced.
adjusted properly, the pressure plate will not meet the
disc evenly. 2. RELEASE LEVERS-A rattling noise may develop
when an uneven release lever causes the release bear-
DRAGGING ing to shuffle on its sieve.
This condition exists when the clutch is slow in dis- 3. PILOT BUSHING-A high-pitched noise, occurring
engaging, or will not completely release. When this only with the engine running, the transmission in GEAR,
occurs, the gears may be difficult to shift without and the clutch pedal down, may indicate that the pilot
clashing. bushing is tight, worn or dry. The noise is usually more
evident in low or second gear than it is in high gear.
1. PEDAL FREE PLAY-Inspect for excessive pedal
free play which might prevent the clutch from releasing 4. CLUTCH DISC-If a metallic grinding noise, simi-
completely. lar to a rear axle gear or bearing noise, if heard, it may
be caused by improper functioning of the clutch disc
2. CLUTCH DISC- Inspect for a bent clutch disc. If damper unit, and the disc should be replaced. This noise
the disc is bent, it will not be parallel with flywheel and is usually evident when the car is accelerated from 25
pressure plate, and disengagement will not be complete. to 30 MPH, or when decelerated from 50 to 35 MPH.
3. CLUTCH RELEASE LEVERS-Inspect adjustment of 5. PRESSURE PLATE ASSEMBLY-If a whining noise
clutch release levers. Disengagement may be uneven is heard when the engine is accelerated and the clutch
and cause the clutch to drag if release levers are im- disengaged (pedal down), it may be due to excessive
properly adjusted. clearance between the pressure plate lugs and the open-
ings in the stamped cover.
4. CLUTCH DISC HUB-Make sure clutch disc hub
does not bind on the drive pinion shaft. If it does bind, a If a squeaky noise is heard while the clutch pedal is
dragging condition may be created. being operated, it may be due to the pressure plate
release levers, or the drive lugs rubbing on the cover.
5. RETURN SPRINGS (AUBURN)-Inspect for broken Work Lubriplate between the clutch cover and the drive
or weak return springs. lugs using feeler stock.
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66 CHASSIS
WHEELS AND TIRES

Type Steel Disc
Rim Drop Center-Safety Wheel
Wheel Size 14 x 5 in. Std.

EC
a)
14 x 51/2 (Spec. Equip.)
14 x 6 (Spec. Equip. for 12" Brakes)
Number of Bolts to Attach Wheel 5
Bolt Hole Circle-(dia.) 41/2 in.
Bolt Size 1/2 in.-No. 20

65 ft. lbs. Torque
Type Super Soft Cushion Tubeless
Tire Size 7.50 x 14 in. Std.

8.00 x 14 (Spec. Equip.)
e Ply 4
cu
1:
Tread Twin Grip
TIRE PRESSURE
Pounds-Cold (7.50 x 14 &
8.00 x 14) 22 24
57x22 54x367
Figure 1-Removing Tire from Rim with Tool C-715 Figure 2-Installing Tire Beads
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67
PART ONE-CHASSIS
SECTION V-WHEELS AND TIRES
Pages
1. Dismounting and Mounting Tires 67
2. Repairing Tubeless Tires 68
3. Tire Care 70
4. Wheel Balance 71
5. Wheel Bearings 72
6. Diagnosis Procedure 73
. DISMOUNTING AND constricting the tread centerline, as shown in Figures

4 and 5.
MOUNTING TIRES
The use of tool C-3440 (Figure 4) will seat the beads
SAFETY RIM WHEELS to seal the pressure for inflation. If the mechanical con-
strictor is not available, a simple rope tourniquet can
The wheel rim incorporate a special safety feature to be used. See Figure 5. When using the rope tourniquet,
give added protection in case of a blow out or rapid use one or two turns around the tire (depending on the
deflation of the tire while the car is in motion. It is a size of the rope). Using a tire iron, twist the rope and at
raised section between the rim flange and the rim well, the same time, pound the tread (using a rubber mallet)
as shown in "A" of Figure 3. Inflation of the tire snaps at various places to evenly distribute the tension.
the tire bead over this raised section and out against
the flange. The force required to pull the bead back over
this raised portion tends to keep the tire out against the
flange even though rapid deflation occurs.
REMOVING TIRE FROM SAFETY RIM
With wheel and tire removed from car, deflate tire

completely by removing valve core. After loosening
both beads, squeeze both sides of tire (at one place)
together and work into rim well. Then opposite this point,
insert a regular tire tool and pry casing off wheel rim
using care not to damage sealing grooves on tire bead.
REMOVING TIRE WITH SPECIAL SERVICE TOOL

A
Completely deflate tire by removing valve core. Place
tire and wheel over base of Tool C-715, then insert pry
arm on the tire directly next to the rim of the wheel.
See Figure 1. Holding the tool in the compressed posi-
tion, press the complete tire bead into the well with the
foot. Then remove tire in the regular manner.
MOUNTING TIRES
To install tubeless tires on the wheel apply a very

mild soap and water solution (1 or 2%) on the tire beads.
See Figure 2. After the tire has been mounted on the
wheel and with the valve core out, apply a blast of air. 54 x 364A
If the beads do not contact both bead seats sufficiently
to seal the pressure then the beads must be spread by Figure 3-Safety Wheel Rim
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68 CHASSIS
57x24
54x372
Figure 4-Constricting Centerline of Tire
Figure 6-Leak at Valve Stem
with Mechanical Tool
Att,
57x25 57x26
Figure 5-Constricting Centerline of Tire Figure 7-Installing Snap-In Type Valve Stem
with Rope Tourniquet Using Special Tool
When the beads have moved out to contact the seats, rim flange. Allow five minutes, any slow leak will show
again apply air pressure, but only enough to seat the up as an accumulation of white foam or air bubbles.
beads. Remove the constricting tool or rope, install the Fast leaks will sometimes blow through the soap film
valve core and inflate the tire to the recommended pres- and not form bubbles or foam. If no foam shows, reapply
sure. the coating carefully, watching at the same time for
large bubbles.
2. REPAIRING TUBELESS TIRES Valve leaks usually show up as bubbles issuing from
LOCATING LEAKS between the valve stem and wheel. Drop some soap
solution at this point and watch for the bubble, as shown
In most cases the tire and wheel need not be removed
from the car for repair if the leak can be readily found. in Figure 6.
The puncturing object, when found, can be removed and There have been cases of rim leakage through cracks
leak repaired using the plug method. or around rivets. If the leak does not show up from the
If the tire is flat, reinflate and listen for a fast leak. If usual places (punctures, rim flange, valve or stem) then
the leak is too slow to be found by sound, remove the be sure to check the rim.
wheel and tire and submerge in a water test tank. The metal-type valve stem can be repaired, in most
When a test tank is not available, apply a coating of cases, by replacement of the rubber gasket. A snap-in
soap solution with a paint brush or hand spray. Cover type rubber valve stem that leaks must be replaced.
surface of tire, valve stem and the juncture of tire and See Figure 7.
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WHEELS AND TIRES 69
57x28 54 x 386A
Figure 8-Inserting Needle and Plug In Puncture Figure 10-Plug and Needle Installed In Puncture
OUTSIDE REPAIR METHOD Push the needle and plug in until the short end of the
plug snaps through the tire, as shown in Figure 10. Re-
Ordinary punctures are easy to repair with a tubeless
tire repair kit, using the plug method. The repair can be
move the needle by pulling straight out. The plug will
unhook automatically. Trim the plug approximately 1/2"
made with the tire inflated or flat without removing the
tire from the rim. The repair kit contains an assortment above the tread surface, as shown in Figure 11. A prop-
erly installed plug will last the life of the tire.
of rubber plugs, a needle inserting tool and repair
cement and instructions for their use. See Figure 8. INSIDE REPAIR METHOD
Remove the puncturing object from the hole. Dip the When a tire has been punctured by an irregular
needle in the repair cement and probe into the puncture shaped object, it may still leak when repaired by the
to locate its direction, as shown in Figure 9. "outside or plug" method. The "outside method" is re-
commended first because it is the easiest. This condition,
Repeat until hole is well lubricated. Do not force the when found, will require the use of the "inside" method
needle if it seems to be blocked. Forcing may make a for repair.
double hole that is difficult to seal completely. PREPARATION-Remove the tire from the wheel. In-
Select the plug or plugs according to the size of the stall spreaders, as shown in Figure 12.
hole. The plug should be about twice the diameter of Trim the inside end of plug flush with the liner. Next,
the hole. Dip the plug and needle end in the repair buff the liner approximately 1 inch around the puncture.
cement and immediately insert into the hole in the tire (Be sure and leave the plug in the hole as this will serve
with a firm and steady motion. to keep moisture out of the tire fabric).
57x27 54 x 388A
Figure 9-Lubricating Puncture with Cement Figure 11-Sealing Plug Correctly Installed
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70 CHASSIS
The inside curing methods will provide easy, com-

pletely permanent repair for any kind of a tubeless tire
puncture that has not seriously damaged the cord body.
3. TIRE CARE
TIRE PRESSURE
The air pressure in tires (tubeless or with tubes) will

increase after the car has been driven, due to pressure
build-up. Never reduce this build-up pressure. When the
tires are cold, such as after standing over night, the
pressure will be less than when the tires are warm after
driving.
After driving at moderate speeds, such as in the city,
54x389 a pressure build-up (summer or winter) of at least 3
Figure 12-Spreaders Installed in Casing pounds over the cold pressure is normal.
After driving at high speeds on the highway, a pres-
If no plug is available, a little extra repair gum should sure build-up (summer or winter) of at least 5 pounds
be worked into the hole before applying the patch. over the cold pressure is normal.
It is not necessary to use cement to obtain good ad-
hesion. TIRE PRESSURES
EQUIPMENT-Two types of equipment are now avail- 6 cyl. V-8
able for curing inside patches. The "Match Patch" or
power burning type depends upon heat from the slow Cold 22 lbs. 25 lbs.
fire. The "Electric" type has a "fuse" plug that auto- Moderate 25 lbs. 27 lbs.
matically cuts off the power when the cure is completed. Hot 27 lbs. 29 lbs.
Both types depend upon "C" clamps for pressure during
cure.
Always use an accurate gauge when testing tire pres-
sure. An inaccurate gauge can be in error as much as
NOTE 2 or 3 pounds, which is ten percent of the recommended
All inside tire repairs must be made with HOT tire pressure.
PATCHES to insure proper curing and adhesion. TIRE ROTATION
The rotation of tires every 3,000 miles evens out normal
PATCHING-Remove the strip from the rubber patch tire wear at the different wheel positions and increases
on the metal curing plate and center over puncture. the life of the tire. By including the spare, the total mile-
Apply pressure and cure according to instructions sup- age available from the set of five tires will be increased.
plied with the equipment. See Figure 13.
ROTATION OF TIRES EVERY 3,000 MILES

IS THE ONLY WAY TO EVEN OUT TIRE
WEAR AT THE DIFFERENT WHEEL POSI-
TIONS AND TO OBTAIN MAXIMUM TIRE
LIFE.
45x572
Figure 13-Tire Rotation Plan
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WHEELS AND TIRES 71
STATIC ELECTRICITY DIRECTION OF FORCE

Sometimes enough static electricity is built-up by CENTER LINE
tire friction to give a person a perceptible shock when OF WHEEL CENTER LINE OF WEIGHT MASS
the door handle or other metal parts of the car are
touched. This condition is also sometimes reflected in
the performance of the car radio, creating a static noise AXIS OF
ROTATION
developing in the radio speaker. SPINDLE
Static under these conditions, can usually be sup-
pressed by the use of Tire Static Suppression Power.
The power is supplied as a service package for one STEERING
car and consists of a large envelope containing five KNUCKLE
smaller envelopes, each of which includes the right PIVOT
amount of power for injection in one tire. The tool for
injecting the power into the tire is known as a tire static DIRECTION
suppression power injector. OF B
FORCE
A 54x393
4. WHEEL BALANCE
The need for balancing wheels is indicated by heavy Figure 15-Dynamic Unbalance
vibration of the steering wheel of the car, when driving
at speeds above 40 miles an hour over a smooth straight
highway. A wheel and tire assembly which has been balanced
statically may rotate freely without bouncing or shim-
STATIC BALANCE
mying if the amount of weight added to the rim flange
To balance a wheel statically, remove oil seal and does not throw the assembly out of dynamic balance.
grease from bearings to permit free rolling of the wheel. The use of wheel balancing equipment will greatly
Then install the wheel, hub and drum assembly on the facilitate the operation of balancing the assembly both
steering knuckle spindle. The brakes must be fully statically and dynamically.
released so that they do not drag.
Rotate wheel. When wheel stops rotating, heavy part DYNAMIC BALANCE
of the assembly will be at the bottom. Install two external Dynamic balance (running balance) is the even distri-
balance weights directly opposite the heavy side of the bution of the total weight of the wheel and tire assembly
wheel. See Figure 14. around its axis of rotation. An assembly can be in static
Gradually move weights apart-equal distance from balance yet not balanced dynamically. A wheel and
the starting point until the wheel is in balance. The wheel tire assembly correctly balanced should run smoothly
is in balance when it will stand in any position of its at all speeds on its axis of rotation through the center-
accord. line of the wheel. See Figure 15.
If wheel and tire weight is unevenly distributed in
relation to the centerline of the wheel, as shown at "A",
centrifugal force will throw the wheel out of line first in
one direction then in the opposite, as the wheel rotates
180° and will increase as car speeds increase. This can
cause wheel wobble or shimmy.
To correct this condition, weight should be added so
that the total weight is evenly distributed in relation to
both the axis of rotation and the centerline of the wheel,
rs
CHECKING WHEEL AND TIRE RUN-OUT
Since the general practice of checking a wheel for
run-out is to measure the radial and lateral movement of
I .... 55P1006
the tire, it should be remembered that such run-out is
only an indication and not a proof that the wheel may
Figure 14-Balancing Wheel and Tire be at fault. Where measurements indicate that the radial
Assembly Statically runout of the wheel and tire assembly exceeds .090" or
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72 CHASSIS
CENTER LINE THRUST WASHER

OF WHEEL
NUT
EVEN
BALANCE
-111
STEERING NUT LOCK
KNUCKLE
PIVOT
WHEEL SPINNING -
NO WABBLE
54x394 ,
COTTERPRM
Figure 16-Dynamically Balanced Wheel and Tire
approximately %2", or lateral (or wobble) run-out ex- STEERING KNUCKLE

ceeds .120" or approximately Ve", the tire should be _57x325
removed from the wheel and the wheel itself checked. Figure 18-Installing Lock Nut
Referring to Figure 17, the radial run-out at each point
indicated by "A", should not exceed .045", while the IMPORTANT
lateral run-out, when checked at points "B", should not Under no circumstances should points indicated by
exceed .060" or approximately 1/16" total. "C" in Figure 17 be used for checking run-out as this
metal has been sheared in the manufacturing
process and as a result is not an even surface.
When checking the wheel for run-out, it should be

attached to a hub that is free to rotate but tight enough
to prevent any wobble; likewise, the dial indicator
should be known to be accurate and attached to a firm
surface to assure that it will be held steady while taking
the run-out readings.
5. WHEEL BEARINGS
ADJUSTMENT
To adjust the front wheel bearings, remove hub cap
and grease cap, then jack up front of car. Remove
cotterpin that retains nut lock. Then, remove nut lock.
See Figure 18.
Using an inch-pound torque wrench, tighten adjusting
nut to 90 inch-pounds, while rotating wheel. Selectively
position the nut lock over adjusting nut so that the
spindle cotterpin hole is in approximate alignment with
one set of slots in nut lock, as shown in Figure 18. Then
back off to next slot adjustment, without removing nut
lock, until the slots are aligned with cotterpin hole.
Install cotterpin, grease cap and hub cap. Remove jack.
LUBRICATION
54 x 395A If grease is emulsified or short in quantity, it should

be completely removed, by thorough washing and
Figure 17-Checking Wheel and Tire Run-Out cleaning of bearings in clean solvent. NEVER ADD
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WHEELS AND TIRES 73
57x31 57)(36
Figure 19-Spotty Wear Figure 21-Over-Inflation Wear
GREASE TO WHEEL BEARINGS. After cleaning, inspect EXCESSIVE TIRE WEAR

the bearing and races for crackling, flaking, brinelling
In addition to normal wear, other types of tire wear
or excessive wear, if found satisfactory, repack bearings
are classified as "Spotty Wear," "Under-Inflation Wear,"
with Short Fiber Wheel Bearing Grease and add 2.5 "Toe-In and Toe-Out Wear" and "Camber Wear." Tires
ounces to the inner surface of the hub.
wear at a different rate on all four wheels due to driving
conditions, the distribution of the car's weight, the power
6. DIAGNOSIS PROCEDURES on the rear wheels, and the crown of the road. For this
WHEEL TRAMP reason, it is recommended that tires be rotated every
Wheel tramp usually develops at high speeds and is 3,000 miles to equalize wear and to obtain maximum
caused by the bouncing of the wheels on the road. The tire life.
effects of wheel tramp can be felt, not only in the steer- I. SPOTTY WEAR-This condition occurs on front
ing wheel, but also, throughout the car. Wheel tramp is tires (Figure 19), but does not progress to any great ex-
caused by excessive looseness of king pin bushings or
wheel bearings, lack of control in shock absorbers, or tent before the first 3,000 miles of driving. This type of
out-of-balance front wheels. wear is caused by the natural rolling of the tire on
the road.
This condition should not be confused with the rough-
ness resulting from spotty wear on front tires. Spotty Changes in wheel alignment, balancing of front wheel
wear can only be controlled by the rotation of tires at assemblies, will not correct this condition. The only
the recommended interval of 3,000 miles. known method of controlling spotty wear is to keep the
57)(33
57x35
Figure 20-Under-Inflation Wear Figure 22-Toe-In Wear
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74 CHASSIS
5 x34 x32
Figure 23-Toe-Out Wear Figure 24-Camber Wear
tires inflated to the recommended pressure and rotate as toe-in wear, except that the feather-like edge is formed
them every 3,000 miles. on the outside edges of the tread ribs.
2. UNDER-INFLATION WEAR-This type of wear can 5. CAMBER WEAR-Excessive positive camber will
be recognized by excessive wear on the two tread ribs cause noticeable wear on the outer ribs of the tire. See
adjacent to the inner and outer shoulder ribs. See Figure 24. Excessive negative camber will develop wear
Figure 20. on the inner ribs of the tire. Camber wear may also be
evident if the car is driven most of the time on highly
This condition indicates that the tire has been used at crowned roads.
a lower operating pressure than that for which it is
designed. 6. GRABBING BRAKE WEAR-A high spot or out-of-
round brake drum, or any condition causing a brake to
3. OVER-INFLATION WEAR-This type of wear can grab momentarily as the wheel rotates, will cause flat
be recognized by excessive wear on the center of the spots to appear on the tire tread.
tread and little wear on the outer edges of the tire. See
Figure 21. Using a tire at higher than recommended
WHEEL BEARING NOISE
operating pressure will result in early failure at the
center ribs and may also lead to breaks in the wall. WHEEL BEARINGS-To determine if the wheel bear-
ings are worn or damaged, road test the car and apply
4. TOE-IN OR TOE-OUT WEAR-The amount of toe-in
brakes. This action will take some of the load off the
or toe-out of the front wheels affects the rate of tire wear
more than any other factor of front wheel alignment.
wheel bearings, and noise, if present, will diminish,
Toe-in wear (Figure 22) produces a feather-like edge at
indicating that the bearings are at fault. Raise front
wheels and check for loose bearings by shaking wheels
the inside edges of the tread ribs and can usually be felt
when the hand is rubbed over the face of the tread.
in and out. If a wheel is loose, remove it and check
condition of bearings and bearing cups before tightening
Toe-out wear (Figure 23) produces the same condition the bearings.
MyMopar.com
75
PART ONE-CHASSIS
SECTION VI UNIVERSAL JOINTS AND PROPELLER SHAFT
Pages
Data and Specification 76
2. Checking Propeller Shaft Alignment 76
3. Ball and Trunnion Universal Joints 77
4. Universal Joint Dust Covers 77
5. Cross and Roller Universal Joint 78
1. GENERAL INFORMATION the thrust and torque of the drive line.

The cross and roller type universal joint consists of a
The universal joints used on Plymouth cars are the yoke, steel forged spider and four needle bearing assem-
ball and trunnion type at the front and the cross and blies. See Figure 1. The journals of the spider are drilled
roller type at the rear, as shown in Figures 1 and 2. to provide a lubricant reservoir. Additional lubrication
On the ball and trunnion type, the ball head is an should be applied each 20,000 miles. The needle bear-
integral part of the tubular shaft and is covered by the ing assemblies are held in place by a metal retainer
joint body. The pin with ball and needle bearings at and are sealed against lubricant leakage or dirt enter-
each end, extends through the ball on the shaft and ing. Two of the bearing assemblies are held in place by
rides in the channels in the body, controlling movement bolts, while the other two are held by retainers to the
of the joint. This balanced joint is designed to absorb yoke on the propeller shaft.
(it0) CENTERING BUTTON

GREASE COVER
(50,- BUTTON SPRING CLAMP -LONG
GASKET ROLLERS
BOOT
CLAMP SHORT
THRUST WASHER
BODY
BALL
PROPELLER SHAFT
SHAFT BOLT
ROLLERS
LOCKWASHER
BUTTON SPRING
NUT
THRUST WASHER C).....10-0-CENTERING BUTTON 58P27

Figure 1-Ball and Trunnion Universal Joint
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76 CHASSIS
PROPELLER SHAFT AND UNIVERSAL JOINTS

Type Tubular
Standard Transmission (All exc. Sub.) 3 in. 21/2 in. 31/4 in. 23/% in.
(Suburban) 3 in. 3 in. 31/4 in. 3 in.
Overdrive (All exc. Sub.) 2% in. 23/4 in. 3 in. 31/4 in.
(Suburban) 3 in. 3 in. 31/2 in. 31/2 in.
ii) PowerFlite (All exc. Sub.) 23/4 in. 23/4 in. 2% in. 2% in.
3.31-3.54 Axle
e 3 in.
.o 3.73-4.1 Axle
ci)
0a) (Suburban) 3 in. 3 in. 31/4 in. 31/4 in.

ca.
TorqueFlite (All exc. Sub.) 2% in. 2% in.
g (Suburban) 31/4 in. 31/4 in.
Standard Transmission (All exc. Sub.) 58.8 in. 54.8 in. 59 in. 55 in.
(Suburban) 54.8 in. 58.8 in. 55.2 in. 59 in.
Overdrive (All exc. Sub.) 54.8 in. 54.8 in. 55 in. 55 in.
A (Suburban) 58.8 in. 58.8 in. 59 in. 59 in.
trl
0
PowerFlite (All exc. Sub.) 54.8 in. 54.8 in. 55 in. 55 in.
aa,
(Suburban) 58.8 in. 58.8 in. 59 in. 59 in.
TorqueFlite (All exc. Sub.) 54.96 in. 54.96 in.
(Suburban) 58.96 in. 58.96 in.
Ball and Trunnion Front
Type
Cross TypeRear
Number Used 1 ea. 1 ea.
1
17)
Bearing Lubrication Prepack
a)
.0 (Front) Stamped Forged

Body
(Rear) Cross-Type
Propeller Shaft Flange Bolt % in. Front 35 ft. lbs.
Propeller Shaft Flange Bolt % in. Rear 20 ft. lbs.
2. CHECKING PROPELLER SHAFT (on the degree scale) the number of dgrees the pinion
ALIGNMENT flange tips down from the true vertical position, see
Figure 3.
The included angle between the propeller shaft and
the rear axle pinions in the vertical plane, or looking Place the spirit level protractor on top of, or directly
from the side of the propeller shaft, will remain at 1° below, the propeller shaft-parallel to the propeller
to 3°, with 2° preferred. This angle can be measured as shaft, then adjust the spirit level until the bubble has
follows providing no extra weight is in the car. centered in the sight glass. After the spirit level bubble
Place a spirit level protractor against the back side of has been centered, note on the degree scale-the num-
the rear axle pinion flange in a vertical position. Adjust ber of degrees the propeller shaft tips up towards the
the spirit level until the bubble has centered in the sight front of the car from the true horizontal position. See
glass. After the spirit bubble has been centered, note Figure 3.
MyMopar.com
PROPELLER SHAFT AND UNIVERSAL JOINTS 77
ROLLER AND BUSHING ASSEMBLY
PROPELLER SHAFT RETAINER

BUSHING RETAINER
RETAINER
CLAMP
t LOCKWASH ER
ROLLER DUST SEAL
DUST SEAL RETAINER
CROSS ASSEMBLY
/
//
BOLT
BUSHING RETAINER ROLLER DUST SEAL
ROLLER AND BUSHING ASSEMBLY DUST SEAL RETAINER
55x767 A
Figure 2-Cross and Roller Universal Joint
Add the number of degrees the rear pinion flange is Each end of the trunnion pin should protrude the same
away from the true vertical to the number of degrees distance, or with a variation of not more than .006 inch;
the propeller shaft is away from the true horizontal. The otherwise the balance will be destroyed and cause vibra-
total of these two will give the working angle of the rear tion. Tool C-3313, as shown in Figure 4, will facilitate
universal joint, which should be between 1° to 3°. the removal, installation and centering of the trunnion
pin.
3. BALL AND TRUNNION UNIVERSAL
4. UNIVERSAL JOINT DUST COVERS
SHAFTS
The one piece synthetic rubber dust cover may be
Disassemble the universal joint for repair or inspec- installed without removing the universal joint pin.
tion of all component parts, refer to Figure 1. Remove the
joint body metal cover and gasket. Slide body down on To replace universal joint dust covers that are dam-
propeller shaft exposing the two centering buttons and aged, remove the propeller shaft assembly from the car
turn so that the body will not spring back over the bear- and clamp lightly on a vise on the bench in a horizontal
ings. Remove the centering buttons from the ends of the position. Disassemble joint, removing all parts except
trunnion pins. the body and pin. Clean body, ballhead and pin
thoroughly. A complete coating of grease (or suitable
Now slide the two balls, rollers and thrust-washers off rubber lubricant) must be smeared on the outside and
the trunnion pin. Remove trunnion pin from propeller inside of dust cover; and entire surface of the ballhead,
shaft ball, using Tool C-552, pressing pin through and pin and inside of body. (It is very important that this
out of shaft ball. instruction be followed.)
At reassembly, remember that the endwise location Stretch the lubricated dust cover over the pin and ball-
of the trunnion pin can affect the runout and balance of head, as shown in Figure 5. Work the dust cover into
the propeller shaft. The trunnion pin should be a very the body as far as possible (use no tools for this opera-
tight fit after assembling in the end of the propeller shaft. tion). Now with the body in position so the pin can enter
MyMopar.com
78 CHASSIS
58P21
Figure 3-Checking Rear Axle Angularity
the ball channels, pull the body sharply over the pin, Insert 11/2 ounces of heavy fibre universal joint grease
thereby forcing the dust cover into the body. With one in the joint and install the cover. Install shaft, using new
hand, grip the end of the dust cover protruding through lockwashers. Be sure and double check the flange bolts
the back end of body. With the other hand, pump the for tightness, 35 foot pounds, to insure against leakage.
body back and forth, as shown in Figure 6, until the
entire dust cover has passed through the body.
During the operation, the cone may reverse itself CAUTION
inside the dust cover. Pull it out of its normal position.
Slide dust cover in the ballhead groove and over the Never attempt to use a needle like arrangement
neck of the body, then secure with clamps provided. for forcing lubricant into the dust cover of the uni-
versal joint. Excessive grease can be forced into the
cover and cause the shaft to be thrown out of bal-
ance, or the lubricant can be lost through the injec-
tion hole during high speed operation. The joints
must be disassembled and packed with correct type
of grease.
TOOL
5. CROSS AND ROLLER UNIVERSAL
JOINT
The universal joint shown in Figure 2 should not be
disassembled except for the 20,000 mile lubrication, or
unless they have been damaged or excessive wear exists
between the cross and rollers. Before disassembling the
cross and roller joint, mark the needle bearing assem-
blies, propeller shaft, cross spider and flange so that all
parts, even though some may be new, can be re-assem-
bled in their respective locations.
To disassemble the joint remove the two bearing re-
55P1045 tainers that hold the assembly to the yoke and the bolts
Figure 4-Installing Universal Joint Pin at the flange. Push one bearing assembly toward the
1-Jig and Locating Bushing (Tool C-3313)
spider, forcing out the opposite bearing assembly. Now
MyMopar.com
PROPELLER SHAFT AND UNIVERSAL JOINTS 79
UNIVERSAL JOINT PROPELLER SHAFT

CENTERING
PIN t
UNIVERSAL JOINT UNIVERSAL JOINT BODY

DUST COVER OR 49x911
BOOT 49x910
Figure 5-Sliding Cover over Ballhead and Pin Figure 6-Working Dust Cover Through Body
reverse the procedure and push on the cross spider to other chassis parts can usually be detected by driving
remove other bearing assembly. (It may be necessary at a speed slightly above the speed where the condition
to remove dust seal from cross spider to remove spider is most noticeable and shifting the transmission into
from yoke.) neutral and letting the car slow down. If vibration is still
evident, look for the following conditions:
Clean all parts using a suitable solvent, then inspect
for damage and wear. (Clean out lubricant reservoirs in I. PROPELLER SHAFT-Inspect the propeller shaft for
cross.) When reassembling the cross and roller universal dents, accumulation of road tar, mud, ice or body under-
joint, be sure and use new seals. Pack each reservoir in coating and incorrect propeller shaft angle.
cross spider journals with lubricant.
2. UNIVERSAL JOINTS-Inspect the trunnion pin for
correct installation. If the trunnion pin is installed incor-
6. DIAGNOSIS PROCEDURES rectly, the propeller shaft balance and runout will be
NOISE
affected.
UNIVERSAL JOINTS-Check for worn universal joints 3. UNIVERSAL JOINT FLANGES-Inspect for bent
by turning the propeller shaft by hand. Excessive back flange on either rear axle or transmission, causing run-
lash or looseness can be felt by hand pressure. Inspect out of propeller shaft.
for improperly lubricated or worn universal joints. 4. WHEELS AND TIRES-A wheel, brake drum or tire
Roughness at low to moderate speeds often indicates assembly that is out of balance may cause vibration that
worn universal joints. could be mistaken for propeller shaft vibration. The
virbation frequency of an unbalanced propeller shaft is
VIBRATION much higher than that of unbalanced wheels, the wheel
Vibration caused by an unbalanced propeller shaft or unbalance being similiar in frequency to wheel tramp.
MyMopar.com
80 CHASSIS
PITMAN ARM
LOCK NUT
ADJUSTING SCREW BEARING

BEARING CUP LEVER JACKET
BEARING
GEAR SHAFT
SEAL SPACER WASHER
TUBE
WORM AND PIN
TUBE
LEVER NUT
CLAMP SEAL
COVER AND
TUBE
HORN
BEARING
no RETAINER
CUP
HOUSING
BOLT Ilk PIN WASHER
SPRING
HOUSING SPRING
SHIMS LUBE FITTING HORN WIR
SPRING SHIFT ROD WASHER SHIFT TUBE
57)(314
Figure 1-Steering Gear
11111Mi
ADJUSTING SCREW
ADJUSTING SCREW
LOCKNUT
54x694
34 x146
Figure 3-Removing Tie Rod End from Steering

Figure 2-Roller Tooth and Worm Adjustment
Knuckle Arm
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81
PART ONE-CHASSIS
SECTION VII-STEERING
Page Page
Data and Specifications 82, 114, 119 9. Constant Control Power Steering-
1. General Information 81 Removal and Installation 104
2. Steering Wheel 81 10. Constant Control Power Steering-
3. Steering Gear 82 Service Procedures 105
4. Steering Linkage 83 11. Constant Control Power Steering-
Tests and Adjustments 112
5. Coaxial Power Steering 84
12. Coaxial Power Steering Pump
6. Coaxial Power Steering-Servicing (Rotor Type) 113
Power Unit 85 13. Coaxial Power Steering Pump
7. Coaxial Power Steering-Adjusting the (Sleeve Type) 118
Power Steering Unit 99 14. Constant Control Power Steering Pump
8. Constant Control Power Steering- (Slipper Type) 124
Operating Principles 101 15. Diagnosis Procedures 127
1. GENERAL INFORMATION threaded through the shaft and roller cover. The base
end of the adjusting screw is engaged in a slot in the
The type of steering linkage used on Plymouth cars is end of the sector shaft. Correct backlash can be obtained
known as Symmetrical Idler Arm Steering. It consists of by turning adjusting screw in or out as required.
the pitman arm, drag link, idler lever, idler lever support
bracket, tie rods (right and left) and the steering knuckle The steering wheel and pitman arm are splined to the
arms. steering tube and sector shaft respectively. Both the
steering wheel and the pitman arm have a master
In using this type of linkage, the steering gear arm serration to insure correct installation.
link assembly (drag link) is supported at one end by the
steering gear pitman arm and at the opposite end by the The high point is the point of least clearance between
idler arm. The idler arm is mounted in a bushing and the worm and roller and is at the midpoint of the worm
pivots on the idler lever support bracket which is welded and roller travel.
to the right hand frame side rail. The steering tie rod An oil seal is installed in the bore of the steering gear
assemblies are of equal length and are attached to the housing at the outer end of the sector shaft to prevent
drag link with ball sockets. The outer ends of the tie oil leakage and to protect the steering unit against
rods are threaded for adjustment. foreign matter.
STEERING GEAR-(THREE TOOTH ROLLER AND WORM) 2. STEERING WHEEL

The steering gear used is of the worm and roller type. REMOVAL
The steering worm is integral with the steering tube and
is supported at each end by tapered roller bearings. The Disconnect battery. Center the steering wheel in the
three tooth roller is attached to the sector shaft by means straight ahead position then remove the two screws on
of a steel shaft and supported by two sets of ball bear- the underside of the medallion and remove medallion.
ings. The worm is adjusted for end play by means of Disconnect horn wire from terminal on travelplate and
shims inserted between the housing and housing cover. insulator. Remove horn ring, travel plate and insulator
assembly, contact spring plate and ground plate. Push
The sector shaft rotates in two bronze bushings horn wire aside to make room for steering wheel puller
pressed into the steering gear housing. The three tooth pivot.
roller on the sector shaft is meshed with the worm, and
when the steering wheel is turned, the worm rotates the Remove steering wheel nut. Then, attach puller Tool
sector shaft and roller, moving the pitman arm which C-612 and remove steering wheel. When installing the
is splined to the end of the sector shaft. steering wheel, be sure that the master serrations are
in alignment and the directional signal cancelling cam
Backlash between the sector shaft roller tooth and the on the bottom of the wheel is inserted between the
worm is controlled by an adjusting screw that is switch levers (if so equipped).
MyMopar.com
82 CHASSIS
MANUAL STEERING

Type Worm and 3 tooth roller
Ratio 18.2 to 1
Worm Thrust Bearings Tapered roller (shim adjusted)
Cross Shaft Bushing Bronze
Steering Wheel Diameter 17 inch
Backlash at Center Position
Zero
of Cross Shaft
End Play of Tube and Worm None
Steering Linkage Type Idler Arm
Cross Shaft Nut (Pitman Arm) 120 ft. lbs.

Gear Housing to Frame 50 ft. lbs.
Steering Wheel Nut 40 ft. lbs.
3. STEERING GEAR plate and the cover bolts then remove the sector shaft
and shaft cover from the housing. Pull the sector shaft
REMOVAL bearing oil seal out of the housing then remove the
cover and grease tube assembly with shims, from the
To remove steering gear jack up the car and remove bottom end of the steering gear housing.
left front wheel. Remove front seat cushion and floor
mat after sliding draft pad up the column then remove Pull the steering tube and worm assembly out of the
steering column opening cover. bottom end of the housing. Remove the steering arm
shaft bushings by means of a puller, if replacement is
Disconnect the directional signal control wires (if so necessary.
equipped). Attach a length of wire to the loose ends of
control wires before withdrawing through the jacket ASSEMBLY
tube. This will enable all wires to be drawn back
through the tube at reassembly. Be sure to disconnect When assembling, thoroughly clean the inside of the
battery before tying wires together. steering gear housing as well as the steering gear
worm, steering arm shaft and bearings. Do not coat any
Remove the transmission shifting mechanism at the parts with lubricant until adjustments and assembly
steering column (if so equipped). Remove the bolts which have been completed.
hold the steering gear housing to the frame. Then, dis-
connect the steering gear pitman arm with Tool C-3402. If bushings have been removed, press new bushings
into place. Install the steering arm shaft oil seal. Refer
Remove steering gear post bracket cap at the instru- to Figure 1, then reassemble unit by repeating steps (in
ment panel then remove the steering gear assembly by reverse order) that were used at disassembly.
withdrawing it up through opening in floor pan and
out of car. Adjust pre-load of worm bearings and make neces-
sary adjustments to roller tooth and worm as described
DISASSEMBLY in Gear Adjustments. Check to see if adjustment has
been made correctly. This may be done with use of scale
Drain the lubricant from the housing then fasten the to find pound pull necessary to turn steering wheel.
steering gear in a bench vise holding it at the frame When properly adjusted the specified scale reading
bracket flange, with the steering column jacket hori- should be from 7/B to 1% pounds pull.
zontal. Loosen the column jacket clamp and pull the
jacket off the steering gear housing. Install lubricant in steering gear housing. When in-
stalling the steering jacket tube, care should be taken
Remove the roller tooth shaft adjusting lock nut and to see that the slot at the bottom of the tube is in align-
MyMopar.com
STEERING 83
ment with the small raised point of the steering gear ADJUSTMENT OF ROLLER TOOTH AND WORM-
housing. End play of steering arm shaft and mesh of the roller
tooth with the steering worm may be adjusted either
GEAR ALIGNMENT during assembly or in the car.
Before an adjustment of the steering gear is at- Using Puller Tool C-143, remove the steering gear pit-
tempted, be sure the body to frame bolts are tight and man arm, (with the two tie rods assembled) from the
the spacers in place. With the body bolts tight, loosen steering arm shaft and install another arm. Turn the
the gear housing mounting bolts to allow the steering steering wheel to mid-position. This is obtained by turn-
gear to move in relation to the frame. Tighten the mounting the wheel to the extreme right or left-then turning
ing bolts to a torque of 45 to 50 foot-pounds. Next loosen it to the opposite extreme counting the number of turns
the steering column bolts that hold column to instru- required-then turn back 1/2 the number of turns re-
ment panel, to determine if the column shifts its position quired for turning from one extreme to the other extreme.
in relation to the support. (Should the column be binding With the steering wheel in mid-position move the
up against the upper bracket, the compression of the steering gear arm back and forth to determine whether
column bracket rubber would indicate too much bind.) or not there is any backlash. There should be none but if
If necessary, shim the gear housing so that the column there is more than V32 inch free movement at the end of
will be in a free position, then tighten bolts. the steering gear arm, mesh of the roller tooth and worm
should be adjusted.
GEAR ADJUSTMENTS Loosen the roller shaft adjustment screw lock nut.
Tighten the roller tooth shaft adjustment screw (Figure
Adjustments are provided for end play of the worm 2) just enough to eliminate free play between the roller
shaft bearings, end play of the steering arm shaft and tooth shaft and worm but it must not bind. Tighten the
mesh of the roller tooth with the steering worm. Adjust- roller tooth shaft adjustment screw lock nut. Check to
ments may be made while the steering gear is assem- see if adjustment has been made correctly. This may
bled in the car, or during the process of assembling after be done with the use of scale to find pound pull neces-
having been disassembled for complete overhauling. sary to turn steering wheel. When properly adjusted
ADJUSTING WORM BEARINGS - To adjust worm the specified scale reading should be from 7/8 to 1%
bearings when the gear is assembled in the car rotate pound pull. Reinstall the steering gear arm with tie rods.
the steering wheel to the extreme right or left and then
turn back 1/4 turn.
4. STEERING LINKAGE
Press a finger at the joint between the bottom of the
steering wheel hub and shell. Have a helper shake the Remove cotterpin and loosen nut on upper end of tie
front wheels hard sidewise but not enough to turn the rod ball. Insert a pry bar between tie rod and steering
steering wheel. Any end play in the worm bearings can knuckle arm. Jar tie rod ball loose by driving on rear
then be felt at the steering wheel hub. If any excessive end of steering knuckle arm (Figure 3). Tie rod balls are
end play exists, disconnect the horn wire at the con- not removable from tie rod ends. If replacement of
nector between the steering gear and the horn. either is necessary, the complete tie rod end and ball
Remove the bolts which hold the grease retainer cover assembly should be replaced. To remove a tie rod end
and tube at the bottom of the steering gear body. Re- loosen clamping bolt nut on tie rod end then unscrew
move shims, between this cover and the steering gear tie rod end assembly from tie rod.
body, of sufficient thickness to eliminate the end play in When assembling tie rod ends to tie rod, be sure to
worm but not enough to cause binding when the cover thread ends evenly on tie rod to obtain proper position-
is bolted tightly in place. Shims at this point are availa- ing of the steering wheel with respect to the straight-
ble in the following thicknesses: .003, .006 011 and ahead position of the front wheels. Care must be taken
.025 inch. to make certain the clamping bolts are beneath the tie
Turn steering wheel from extreme right to left. If any rods to prevent interference on turns.
stiffness exists, too many shims have been removed or
the steering gear assembly is misaligned on the car. BALL JOINTS
Check to see if adjustment has been made correctly.
This may be done with use of scale to find pound pull Should it become necessary to remove the ball joints
necessary to turn steering wheel. When properly ad- for installation of new parts due to damage or wear
justed the specified scale reading should be from 1/8 refer to the Upper and Lower Ball Joint section of the
to % pound pull. Front Suspension System.
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84 CHASSIS
RUBBER BUSHING COLUMN

JACKET
BRACKET
2-1/4 INCH
BETWEEN
CONTACT
SURFACES
IDLER ARM
THIS CONTACT SURFACE MUST BE SMOOTH INSTRUMENT

PANEL BRACKET
57x321
DUST PAD 57P336
Figure 4-Idler Arm (Sectional View) Figure 5-Steering Column Installed
IDLER ARM 5. COAXIAL POWER STEERING

REMOVAL-To remove the idler arm, see Figure 4. OPERATING PRINCIPLES
Place the front wheels in the straight-ahead position.
Remove the cotterpin and nut that holds the link and All components of the power steering gear are fitted
ball joint stud in the idler arm. Insert a pry bar between into an elongated, tubular-shaped housing and have
link and idler arm. Jar stud loose from arm by driving been concentrically located about the axis of the steer-
on end of arm. Separate link and arm. ing column. The unit fastens to the steering column at
the underside of the instrument panel and extends down
Remove the cotterpin and nut that attaches the idler through the dash panel and is bolted to the frame
arm to the frame bracket. Remove mounting bolt, then sidemember.
slide idler arm out of bracket. If a new bushing is re- Whereas the mechanical steering system normally
quired, install a new idler arm and bushing assembly. uses worm-and-roller action, the Coaxial power steering
The component parts are not serviced separately. unit incorporates two basic gear mechanisms; a worm
Before installing arm, be sure the bushing contact and worm connector and a rack and sector gear.
surface on the bracket is smooth. If burrs are present, The worm and worm connector act in a manner simi-
especially around the mounting bolt hole (top and bot- lar to a bolt and nut assembly; rotation of the worm
tom), remove with a file. Measure the width of bracket. causes linear (axial) motion of the worm connector.
The distance between bushing contact surfaces should Fastened to the worm connector, in seccession, are an
be 21/4 inches. If necessary, bend bracket to obtain this upper piston rod, a piston, and a lower piston rod, all
measurement. concentric to the steering column axis. (This arrange-
ment provides a means for adding power assistance to
INSTALLATION-When reinstalling idler arm, pro- the system.)
tect the ends of the bushing by two pieces of shim stock
slightly larger than diameter of bushing. Sandwich the A rack, machined in the lower portion of the lower
ends of bushing between protectors, then slide into posi- piston rod, meshes with a sector gear. This combination
tion, and remove protectors. (This will protect bushing produces rotation of the steering gear arm and thereby
ends from damage from sharp edges of mounting actuates the steering linkage.
bolt hole.) The hydraulic system of the gear consists of double-
Coat mounting bolt with lubriplate then slide through acting piston, a valve (which fits inside the piston), and
bracket and bushing. Install nut and tighten to 60 foot - a hydraulic reaction chamber (which gives the driver
pounds. Install cotterpin. (Again be sure wheels are in the "feel" of the road).
the straight-ahead position before tightening nut.) This Axial positioning of the valve directs high pressure
will prevent over travel stress of the bushing which oil to one side or the other of the double-acting piston.
would cause premature bushing failure, and prevent At the same time, valve movement opens an oil return
lead to one side. line which carries oil from the lower pressure side of
MyMopar.com
STEERING 85
HOSE FITTING
HOUSING
FILLER PLUG
WORM HOUSING
ADJUSTING
COUPLING SCREW
GEAR HOUSING
HOLDING FIXTURE
momk_
GEAR SHAFT
al
57P34I
Figure 6-Steering Unit Mounted in Holding Fixture
the piston to the oil reservoir. The direction of oil flow Remove steering wheel nut and remove wheel with
(which depends upon the direction of steering wheel Tool C-612. Remove turn signal lever, steering column to
rotation), is such that hydraulic force is added to the instrument panel bracket and shroud, as shown in
driver's effort and is transmitted through the rack and Figure 5.
sector gear to the steering gear arm.
Loosen steering column jacket clamp screw. Raise
Other components of the hydraulic system are, a belt- front of car. Remove cotter key and nut from the drag
driven oil pump with a pressure relief valve and flow link to Pitman arm ball joint. Disengage drag link from
control valve, and a filter with the oil reservoir. The Pitman arm, then remove Pitman arm to gear shaft re-
flow control valve limits the oil flow in a predetermined taining nut and pull Pitman arm with Tool C-3402.
maximum (2 gallons per minute) and thus holds the
horsepower required to drive the oil pump to a Loosen three gear housing to frame attaching bolts
minimum. and lower front of car to floor. Pull jacket from steering
shaft then remove floor mat retaining plate, and remove
6. SERVICING POWER UNIT rubber dust pad and access plate.
STEERING GEAR ASSEMBLY Place a large pan underneath unit, then disconnect
REMOVAL pressure and return hoses and drain gear assembly by
Remove two screws from horn ring ornament and slowly rotating steering wheel until all oil is drained
remove ornament from steering wheel. Disconnect horn from unit. Fasten disconnected ends of hoses above oil
wire, remove three horn ring screws and remove horn level in reservoir to prevent further loss of oil and cap
ring. Remove front seat cushion. ends to prevent any foreign matter from entering.
SNAP RING BEARING
BEARING
"0" RING HOUSING SEAL
WASHER
SCREW PLUG
SEAL
WASHER SNAP RING
COVER
SEAL SEAL
\SHAFT \
*AO SNAP RING
BEARING
ROD
WASHER ADAPTER BODY
GASKET SPRING
NUT
NUT PLUNGER
BUSHING
BOLT NUT LOCK "0" RING PISTON
PIN RING
RETAINER CUP
"0" RING
CONNECTOR RING
SPACER SNAP RING
PIN
SEAL LOCK
SEA
BALL
RETAINER
"0" RING "0" RING
PISTON AND ROD HEAD
CLAMP-0.40 THRUST BEARING
GUIDE
NUT
ROD-UPPER
WASHER
HOUSING
"0" RING
WORM
RACE
"0" RING ----'
0
WORM BEARING THRUST BEARING
DOWEL
WASHER
BOLT COUPLING
PLUG SPACER
RACE BOLT
NUT
SEAL
WASHER
I 57x363
Figure 7-Coaxial Power Steering

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STEERING 87
Remove the steering gear attaching bolts, then lift the

steering gear assembly up through the opening in the
floor pan.
TOOL
PRECAUTIONS DURING DISASSEMBLY AND ASSEMBLY
Cleanliness through the entire disassembly and as-

sembly cannot be over-emphasized. Unit should be
thoroughly cleaned in a suitable solvent when removed
from vehicle. When disassembling, each part should
be placed in the solvent, washed, then dried by com-
pressed air. Careful handling of parts must be exercised
to avoid the occurrence of nicks and burrs. Crocus cloth SPLINED DIAMETER
may be used to remove small nicks or burrs provided
it is used carefully. When used on valve spool, use
extreme care not to round off the sharp edge portion. 57P340
The sharp edge portion is vitally important to this type
of valve, it helps to prevent dirt and foreign matter from Figure 9-Tools for Removing or Installing
getting between the valve and bore. Adjusting Nut
REMOVAL OF WORM HOUSING

Drain the lower portion of the steering gear through
the pressure and return connections, by turning the
steering tube coupling from one extreme of travel to the
other. Remove the worm housing filler plug, using a %6
inch alien wrench. Drain the upper housing.
Bolt the holding fixture C-3323 to the power steering
unit, then mount the fixture in a vise, see Figure 6.
Remove the bolt and washer that attaches the coupl-
ing to the worm shaft. Slide Tool C-3392 down between
the housing and the coupling, then rap sharply with a
hammer, forcing the coupling off end of shaft, as shown
in Figure 8.
Insert a screwdriver under the lip of the worm hous-
ing oil seal, then gently pry seal out away from housing
and slide off end of worm shaft.
HOLD
STATIONARY
TOOL 57P342
Figure 10-Removing or Installing Bearing

Adjusting Nut
Using a thin blade screwdriver, pry the locking collar

portion of the bearing adjusting nut out of the keyway
in the worm shaft. Slide Tool C-3320A over the worm
shaft and down over nut. Position Tool C-3319 over shaft
end and engage serrations, as shown in Figure 9. Hold-
ing the worm shaft stationary, loosen the bearing ad-
justing nut, as shown in Figure 10. Remove tools, and
57x400
then remove the adjusting nut. Discard the adjusting
Figure 8-Removing Coupling nut, use new nut at reassembly.
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88 CHASSIS
HEAD "0" SEAL

BEARING RACE WORM CONNECTOR RING
BEARING SPACER WORM HOUSING
q'.
LOCK
/ GEAR
NUT HOUSING
THRUST BEARING "0" SEAL RING
571'344
57P343
Figure 11-Removing or Installing Bearing Race, Figure 12-Removing or Installing Worm Housing
Bearing and Spacer
WORM SHAFT CONNECTOR

CAUTION
Use extreme care so as not to damage threads HOUSING HEAD
SPACER AND BEARING
of shaft or torque reading will be affected at ad-
BEARING RACE LOCK
justment.
/
Now, slide the outer bearing race, thrust bearing
-"',.....
inner race and spacer out of the housing, as shown in
Figure 11.
1\ )4
THRUST BEARING
Remove the bolts and washers that attach the worm
housing to the gear housing. Slide the worm housing BALL GUIDE
NUT
\
"0" SEAL RINGS
up and away from gear housing, exposing the worm
connector, as shown in Figure 12. Lightly tap the worm 57P255
housing to overcome the interference fit of the "0" seal
Figure 13-Worm Connector Assembly
rings, between the worm housing and the housing head.
Remove the "0" seal rings from the head and discard.
the connector, then slide the lock up on the connector
Remove the bearing races, thrust bearing and spacer far enough to clear the nut. Slide Tool C-3321 over the
(with needle bearings) from the worm housing. The rails of the connector, as shown in Figure 14. Now,
spacer and needle bearing assembly are serviced as an rotate the steering gear shaft and raise the connector
assembly only. The bearing races should be smooth, far enough to install Tool C-3326. Move the connector
without pits or scratches, and the wear pattern should down to hold Tool against the housing head to keep
be uniform around the race. The rollers of the bearings Tool from slipping out of nut. Remove the worm con-
should be smooth, highly polished and free to turn in nector nut, as shown in Figure 15.
their retainers. The needle bearing rollers in the lower
spacer should also be free to roll in the cage. The Slide the worm connector assembly from the upper
spacers should fit flat against the shoulders in the worm piston rod. Now, remove the valve adjusting cup from
housing and the machined surfaces at each end of the the inside of the worm connector.
housing must be smooth, without nicks or burrs. Replace Pry the retaining portion of the piston rod nut lock
all parts that show signs of wear. from the indents in the nut. Remove the lock. (Use care
when removing lock so as not to damage the control
REMOVAL OF WORM CONNECTOR AND spacer.) Install Tool C-3328 in the indents in the nut,
VALVE CONTROL then remove the nut, as shown in Figure 16.
To remove the worm connector and valve control Slide the spacer and seal assembly and the nut from
assembly, refer to Figure 13, then proceed as follows: the valve rod, as shown in Figure 17. Now, slide the
Pry the worm connector nut lock from the openings in housing head off the end of the valve rod.
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STEERING 89
RETAINER CONNECTOR
NUT
SPACER
SPACER AND
SEAL
TOOL
UPPER
TOOL
PISTON
57P361 ROD 57P358
Figure 14-Worm Connector Nut Removing or Figure 17-Removing Spacer and Seal Assembly
Installing Tools and Nut
HOUSING HEAD
CONNECTOR The piston rod nut must be smooth on both ends. The
RAIL NUT
LOCK nylon insert nut must be tight in the valve adjusting
cup. The flange inside the connector nut should be
smooth and the housing head should be free from nicks
11110110
or burrs.
The inner bore of the valve control spacer should
show little or no wear from the retainers, and the edges
toHOLD should be smooth; free from nicks or burrs. If nicks or
STATIONARY burrs are present, remove with crocus cloth spread over
TOOL a flat surface.
The valve control spacer is serviced in two different
lengths, with a .001 inch differential. The spacer must be
exactly the same length as the spacer between the
57P360 piston rod nut and the shoulder of the piston rod. With
the nut tightened, the spacer should roll freely in the
Figure 15-Removing or Installing Worm groove, barely holding its own weight.
Connector Nut
DISASSEMBLY OF WORM CONNECTOR
HOUSING HEAD When disassembling the worm connector, care should
be taken so as not to bottom the worm shaft in either
CONNECTOR NUT direction. Bottoming the worm shaft may damage the
ball guides, which will cause either a tight or rough
t TOOL operating worm.

Remove the bolts and lockwashers that attach the ball
guide clamp to the connector. Remove clamp, then care-
fully remove the guide (with balls), as shown in
Figure 18.
CAUTION
Do not lose any of the balls. The worm balls are a
PISTON ROD NUT
select fit and if one or more is damaged, it is recom-
57P359 mended that a new complete set of 40 balls be
installed.
Figure 16-Removing or Installing the Piston Rod Nut
MyMopar.com
90 CHASSIS
COVER-
"0" SEAL
RING
WORM SHAFT
NEEDLE
BEARING
ADJUSTING---- GEAR
SCREW -_HOUSING
CLAMP
--GEARSHAFT
BOLTS AND LOCKWASHERS 57P357 57P356
Figure 18-Removing or Installing the Ball Guide Figure 20-Gearshaft Cover Removed
-ADJUSTING
With the worm connector held upside down, carefully SCREW
remove the remaining balls by turning the worm in and
out. Be sure and count the balls which were removed
from the connector, so that the same number can be
installed at reassembly.
Slide worm out of connector, then remove the nut lock
by sliding off connector. The guide rails on the con-
nector should be free of nicks or burrs and slide freely
on the guides in the housing. The ball track on the worm
should be smooth, without pitting or roughness. The
balls should show no signs of brinelling, pitting or flak-
ing. Check the fit of the adjusting cup and spacer in the GEARSHAFT
connector, if loose, install new spacer; adjusting cup, or
both. (Install spacer and adjusting cup in connector, 57P355 ft.
then install nut. Tighten securely. Use torque wrench Figure 21-Removing the Gearshaft
and socket on elastic nut to check fit.)
DISASSEMBLY OF GEAR HOUSING

Remove the lock nut from the gearshaft adjusting
screw then remove the gearshaft oil seal snap ring,
using a pair of pliers. Slide the threaded portion of
Tool C-3350 over end of gearshaft and down against
GEAR HOUSING seal. Install the nut on the threaded portion of shaft.
Turn complete Tool until the Tool has entered seal.
Install the half collars and retainer to lock the tool
together. Now, back off on the nut and pull seal out of
the housing, as shown in Figure 19. Remove Tool.
Remove the bolts and washers that attach the gear-
OIL SEAL shaft adjusting cover to the housing. (Two bolts have
LOCK RING sealing washers. The bolt holes are tapped through to
the inside of housing.) Discard sealing washers.
To remove the gearshaft cover, turn the adjusting
screw into the cover until flush. Now, spin cover off
57x410
adjusting screw and remove from housing. See Figure
Figure 19-Removing the Gearshaft Oil Seal 20. Remove and discard the cover "0" seal ring.
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STEERING 91
GEARSHAFT ADJUSTING SCREW PISTON
If SNAP RING LOWER PISTON ROD
PISTON VALVE
57x416
57P363
PLIERS (TOOL)
Figure 22-Removing or Installing the Adjusting Figure 25-Removing or Installing the Lower
Screw Snap Ring Piston Rod
GEAR
UPPER PISTON ROD
PISTON HOUSING PISTON UPPER ROD
PISTON
Imte (.1.
PISTON VALVE
"0" SEAL RING 57P364
Figure 23-Removing the Piston and Rod Assembly VALVE ROD 57x417
PLIERS (TOOL) UPPER PISTON ROD
Figure 26-Removing the Piston Valve
SNAP RING
Using Tool C-3229 pliers, remove the adjusting screw
retaining snap ring, as shown in Figure 22. Slide adjust-
ing screw, "0" seal ring and retaining washer from the
end of gearshaft. Remove thrust washer from seat in
end of shaft. Discard the "0" seal ring.
The gearshaft should be free of pits, scores or signs
of excessive wear in the seal and bearing contact areas.
The gear teeth should be smooth and show a good
PISTON contact pattern. The needle bearings in the cover should
be smooth and rotate freely in the race.
LOWER PISTON
PISTON ROD
57x415
DISASSEMBLY OF PISTON AND RODS
Figure 24-Removing Lower Piston Rod Snap Ring
Place a suitable container under the gear housing to
catch the trapped oil, then remove the piston assembly
Align the gear on the gearshaft to clear the opening and rods from the housing and disassemble. Hold the
in the housing, then using a fibre hammer, rap lightly on upper piston rod firmly, then twist the housing, as shown
end of gearshaft. Slide gear and shaft out of housing, as in Figure 23. Do not permit lower piston rod to touch
shown in Figure 21. piston bore to prevent scratching.
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92 CHASSIS
"0" SEAL PAPER CLIP OR WIRE

RING
UPPER
ROD PISTON PIN
PIN
"0" SEAL RING
PISTON
rm-UPPER PISTON ROD
WOOD
BLOCK OIL PASSAGE
Allei="0" SEAL RING
57x418 57P367 \--7
Figure 27-Driving Pin into Upper Piston Rod Figure 29-Removing Piston Pin from Upper Rod
UPPER PISTON ROD

Remove the snap ring that holds the lower rod in the
piston, using snap ring pliers C-3106, as shown in
Figure 24.
Carefully work the lower rod out of the piston, to
expose the piston valve, as shown in Figure 25. Remove
and discard the rod "0" seal ring. Slide the piston valve
out of piston, as shown in Figure 26. Use care so as not
to bend the valve rod during or after removal. Support
the piston assembly (in order to protect seal ring lands)
using a soft wood block, then drive the piston pin into VALVE ROD "0" RING 53x823
the upper rod using a 1/4 inch round drift, as shown in
Figure 27. Figure 30-Removing Valve Rod "0" Rings
Using snap ring pliers C-3106, remove the upper pis-
ton rod retaining snap ring. Carefully work the upper rings (piston rings) from each end of the piston. Using
piston rod out of piston, as shown in Figure 28. Insert a a 7A8"-14 (standard thread) bolt, remove the restrictor
wire (or paper clip) down through the piston pin, then valve from the lower piston rod. Thread bolt into valve,
bend inserted end over (through oil passage hole in finger tight. Clamp head of bolt in a vise, then rap on
rod). Pull piston pin out of piston rod, as shown in end of rod, using a fibre hammer. Slide valve out of
Figure 29. Discard "0" seal ring. rod. See Figure 31. To disassemble valve, insert a stiff
wire to push out retaining pin. Remove plunger and
Remove the large "0" seal ring from the base of the spring.
upper rod, then using a paper clip, remove the valve
rod "0" seal rings from each end of the upper rod. The restrictor valve plunger should slide freely in the
(See Figure 30.) Remove and discard the "0" seal valve body and show no signs of sticking. The lower
piston rod should be free of burrs or scratches. The
PISTON upper rod should be unmarked in the seal contact area.
UPPER PISTON ROD
The valve port rings inside the piston should have a
RESTRICTOR VALVE LOWER PISTON ROD
57x419 BOLT "0" RING LAND 57x421

Figure 28-Removing Upper Piston Rod Figure 31-Removing the Restrictor Valve
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STEERING 93
BUSHING
-4-7----5 INCH POUNDS OR BETTER
ADJUSTING CUP-..._
57P373
Figure 34-Lower Piston Rod Bushing

VALVE ROD
5 inch-pounds. The piston "0" ring grooves should be
free from nicks or burrs, with no sharp edges around
the piston pin hole.
1\
DISASSEMBLY OF GEAR HOUSING
57x369 Using a suitable blunt drift, drive out the welsh plug
in the bottom of the gear housing from the cylinder side.
Figure 32-Testing Torque of Adjusting Cup on Do not remove plug by punching hole and flipping out.
Valve Rod
This method will damage aluminum housing.
bright, highly polished surface with sharp edges. The Using a thin blade screwdriver, pry out the lower
valve rod should slide freely through the "0" seal rings. piston rod thrust pad from the gear housing. (Refer to
To check the valve rod, insert valve in piston until Figure 34.)
centered. Lay piston on flat surface, then place Tool Remove the lower piston rod oil seal from the hous-
C-3333 under valve rod, as shown in Figure 33. Rotate ing, using Tool C-3450. To remove seal, insert the disc
piston slowly. If rod is bent, the distance from the tool end of tool through the opening in end of housing, locat-
will vary. The rod must be tight in valve. If loose, install ing the disc between the seal and the housing shoulder.
new assembly. The adjusting cup should grip the Using the offset (curved) section as a fulcrum, force the
threads of the valve rod tightly. To check, install cup on disc between seal and shoulder, until retainer screw
end of rod, then install Tool C-3380, as shown in Figure
33. The minimum torque reading should not be less than
VALVE ROD
TOOL
...-/
/
.*
__-1
PISTON GEAR HOUSING
/
Figure 33-Checking Valve Rod
57 x 254
Figure 35-Removing Lower Piston Rod Oil Seal
57x422
MyMopar.com
94 CHASSIS
HOUSING
TOOL
TOOL SEAL
57x371
Figure 36-Removing Upper Needle Bearing
HOUSING
TOOL
HOLDING
57 x 251
FIXTURE
(TOOL)
Figure 38-Installing Lower Piston Rod Seal
57P369
Figure 37-Removing Lower Needle Bearing ASSEMBLY OF GEAR HOUSING
almost contacts the seal. Drive seal out of housing, Remove the garter spring from a new piston rod seal
using a hammer, as shown in Figure 35. then install seal on driver C-3331. (Lip of seal toward
Inspect the steering gear shaft needle bearings in the driver.) Slide pilot SP-1927 through seal and into driver
gear housing, for broken or rough needles. Do not re- until bottomed. Now insert assembly into housing
move bearings unless inspection reveals it is necessary (keeping tool centered in bore), as shown in Figure 38.
to do so. If necessary to remove bearings, install Tool Drive seal into position, then remove tool. Carefully
C-3332, as shown in Figure 36 and 37 and pull the work garter spring into seal with the aid of two long
upper and lower needle bearings out of the housing. shank screwdrivers. (If Tool C-3331-A is used, it will not
be necessary to remove garter spring.)
Inspect the bearing surface of the lower piston rod
thrust pad if scratched, install new one. Check the piston Slide the gear shaft lower needle bearing (if removed)
cylinder walls for scoring, nicks or scratches. All over pilot of Tool C-3333, (lettered end against driver)
machined surfaces of the housing should be smooth and then insert into housing. Drive needle bearing into
free from nicks or burrs. The steering gear unit has now housing, Figure 39. The outer end of bearing should be
been disassembled as far as necessary for cleaning, 11/18 inches from end of housing when seated.
inspection and the replacement of parts.
Slide the gear shaft upper needle bearing (if removed)
Clean all parts in a suitable solvent and blow dry over pilot of Tool C-3333, (lettered end against driver)
with compressed air. Be sure and use new "0" seal then insert into housing. Drive needle bearing into hous-
rings and seals at reassembly. Coat seals and "0" seal ing, as shown in Figure 40. The outer end of bearing
rings with lubriplate at installation. should be flush with end of bore when properly seated.
MyMopar.com
STEERING 95
Place the lower piston rod thrust pad in position, (refer PLUNGER
to Figure 34) align shoulder with recess in housing and
press into position. VALVE
ASSEMBLY OF PISTON AND ROD

PIN
Slide the restrictor valve spring and plunger into
valve body, as shown in Figure 41. Secure with pin,
then install assembly into the lower piston rod bore.
(Refer to Figure 31.) Press in until flush with end of bore.
Check the plunger for free operation in the valve.
LOWER PISTON
Install two new valve rod "0" seal rings in each end
of the upper control rod, as shown in Figures 42 and 43.
57x 248
Coat a new "0" seal ring with lubriplate, then slide into
position in the groove on the end of the upper piston rod. Figure 41-Restrictor Valve
Carefully slide the rod into the piston, aligning the
piston pin holes. Slide a new "0" seal ring over piston
pin, then insert into opening in piston. Be sure the pin is
perfectly straight, then carefully tap into piston, using UPPER PISTON ROD
a 1/4 inch drift. The pin should be flush in piston.
Using pliers C-3106, install the retaining snap ring
(bevelled side out). It may be necessary to tap the snap
ring, using a brass drift, to be certain it is fully expanded
in the groove. Slide the valve and rod into the piston and
GEAR HOUSING,N,1/4.
TOOL
"0" SEAL RING
57x425
Figure 42-Installing Valve Rod Upper "0" Seal Ring
UPPER PISTON ROD
57x423 I
Figure 39-Installing Gearshaft Lower Needle Bearing
TOOL
GEAR ;0" SEAL RING
HOUSING
"0" SEAL RING 57x426

Figure 43-Installing Valve Rod Lower "0" Seal Ring
upper rod, working carefully past the "0" seal rings

previously installed, as shown in Figure 45. Be careful
not to bend the rod.
Slide a new "0" seal ring into position in the groove
57P368
on the bottom of the lower piston rod. Carefully slide
rod into piston and down into position. Using pliers
Figure 40-Installing Gearshaft Upper Needle Bearing C-3106, install the retaining snap ring.
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96 CHASSIS
.4.--LOWER OR UPPER TOOL

PISTON ROD
HOLES NOT RESTRICTED

BY SNAP RING
ENDS OF
SNAP RING
CLEAR OF 57 x 255
HOLES
Figure 46-Installing Piston Assembly
PISTON
into position in end of shaft, then install adjusting screw

and retaining washer. Install snap ring, using pliers
57x427 C-3229. (Refer to Figure 22.) Install Tool C-3401 over
end of adjusting screw and slide down until seated.
Figure 44-Snap Ring Correctly Installed Now, slide new "0" seal ring over tool and into groove
of adjusting screw, as shown in Figure 47. (This opera-
tion may be done before installing screw.) Install the
sector gear to mesh with the rack, as shown in Figure
CAUTION
48. Seat shaft to mesh teeth. Check the gear timing,
Be sure that the ends of the snap ring do not using the steering pitman arm to rotate gear shaft. Full
obstruct an oil passage, as shown in Figure 44. Any piston travel must be approximately 2 inches. Failure
obstruction at this point will affect steering per- to follow the timing instructions will result in a broken
formance. gear housing.
Place a new gear shaft oil seal (suitably coated with
Install new "0" seal rings on each end of piston, then lubriplate) lip side down, on a piece of clean paper.
locate Tool C-3344 on the gear housing (around cylinder Carefully slide the tapered end of sleeve (part of Tool
bore). Coat Tool C-3554 with lubriplate then place over C-3350) in seal and slide seal back approximately Vs
teeth of the lower piston rod. Slide piston and rod assem- inch on sleeve. Slide sleeve and seal over shaft (lip of
bly into cylinder bore, as shown in Figure 46. Guide seal toward housing) until seal contacts bore of housing.
seal protector Tool C-3554 out of lower housing (through Now slide adaptor over sleeve, followed by coupling
cover opening), as piston is being pushed into cylinder. nut. Install seal in housing by turning nut on shaft
As piston is being installed, align teeth on lower rod for threads until shoulder of adaptor contacts housing, as
meshing with teeth on gear shaft. Remove tools. shown in Figure 49. Remove nut and adaptor. Wrap a
new piece of friction tape around the sleeve to provide
GEAR SHAFT INSTALLATION a firm grip. Slide sleeve off gear shaft using a twisting
Slide the gear shaft adjusting screw thrust washer
GEAR SHAFT ADJUSTING SCREW
PISTON ASSEMBLY
TOOL
1
"0" RING
57P370
VALVE ASSEMBLY 57P366
Figure 47-Installing Gear Shaft Adjusting Screw
Figure 45-Installing Valve in Piston "0" Ring
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STEERING 97
GEARSHAFT TOOL
EVENLY SPACED
LOWER PISTON
ROD (RACK) 57P346 57P351
Figure 48-Gear Tooth Alignment Figure 49-Installing Gearshaft Oil Seal
motion, as shown in Figure 50. Do not use any tool to

remove sleeve. Install oil seal retaining snap ring.
Install a new "0" seal ring in the groove on adjusting
cover, (refer to Figure 20) then place cover on adjusting
screw and spin down as far as possible. Align cover
with bolt holes. Using a screwdriver, move the adjusting
screw out of cover until cover is seated on housing.
Install bolts and washers (with seals), in the inside holes
and tighten from 25 to 30 foot-pounds.
Install the adjusting screw locknut but do not tighten
at this time. Place a new welsh plug in position of bot-
tom of housing and drive into position.
VALVE CONTROL SPACER INSTALLATION 57P350
Remove the garter spring from a new upper piston Figure 50-Removing Oil Seal Protector Sleeve
rod seal, then position seal on driver C-3331 with lip
of seal toward driver. Install seal aligning pilot in end
rod. Using a suitable punch, drive the outer diameter
of driver. (If Tool C-3331-A is used, it will not be neces-
into the recess in nut, as shown in Figure 54.
sary to remove garter spring.)
Place the housing head on a flat surface (single flange WORM CONNECTOR
side up) and drive seal into head until seated, as shown Slide the worm into the connector and visually align
in Figure 51. Remove tool, then reinstall garter spring. the upper portion of the passages with the ball guide
Position a new "0" seal ring over shoulder on the hous- holes. Insert 30 balls (no more), into lower hole by push-
ing head, then carefully slide head over piston rod and ing them gently, using the rubber end of a pencil, and
down against housing. Be sure "0" seal ring is seated. at the same time, oscillating the worm, as shown in
Slide the connector nut over piston rod with threaded Figure 55. When 30 balls have been inserted, they
end out. Slide a new control spacer seal into spacer and should be visible in the upper hole. Place the remaining
install retainers, as shown in Figure 52. balls (10) in either half of the ball guide. Grease the
end balls to help hold them in place, then place the
Place seal protector Tool C-3329 over threads on other half over balls.
upper rod. Now, slide spacer assembly over Tool and
Insert the guide and ball assembly into the holes in
down against shoulder of upper rod, Figure 53. the connector. (Refer to Figure 18.) Install clamp, lock-
Install the upper piston rod nut and tighten with sharp washers and bolts. Tighten bolts from 10 to 12 foot-
rap of hammer on Tool C-3328 (Refer to Figure 16). pounds. Check the operation of the worm, making sure
Install new lock cap over nut and index with slots in it is free to turn the maximum travel of the worm shaft.
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98 CHASSIS
SPACER
TOOL
UPPER SHAFT
CONNECTOR NUT
I-4-TOOL
HOUSING HEAD 57P348
Figure 53-Installing Valve Control Spacer
53x834
Figure 51-Installing Upper Piston Rod Seal
VALVE CONTROL
SPACER
57P365
Figure 54-Locking Upper Piston Rod Nut Lock

VALVE CONTROL'
SPACER SEAL
57P302
Figure 52-Removing or Installing Seal in Valve

Control Spacer PENCIL
The worm should rotate freely by its own weight in .143,
either direction. Do not allow worm to bottom.

Install the valve adjusting cup on the end of the
valve rod. Now, slide the new worm connector nut lock
over the threaded end of connector with the tang side
facing threads.
Slide the worm connector over the control spacer and
screw the nut on to the connector by hand. Hold the
worm connector with Tool C-3321, then using Tool
C-3326, tighten nut securely. (Refer to Figure 15.) Engage 571,362
tang of lock with recess in nut, then stake lock in hole

in connector. Remove Tools. Figure 55-Installing Balls in Worm Connector
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STEERING 99
TOOL
TOOL
57x238
Figure 56-Testing Gear for Leaks
TESTING FOR LEAKS

Align the housing head to gear housing, then install
Tool C-3555 over head. Install bolts and tighten securely.
Now, install hose fittings, adaptors and test hoses from 57x239
pump to unit, as shown in Figure 56.
Fill the pump reservoir with type "A" Transmission Figure 57-Adjusting Worm Housing Bearing (Outer)
fluid and have additional fluid available. Now, install
Tool C-3445 through the worm shaft (forked end first)
housing with hand pressure only.) Install attaching bolts
and engage valve rod. and washers. Tighten from 25 to 30 foot-pounds.
Remove coil wire and turn engine over, using the
starting motor. (This will prevent damaging the steering Slide the bearing spacer over worm shaft (shoulder
unit should the valve be positioned to give excessively towards worm) and seat in housing. Now, slide bearing
fast self steering.) As the steering gear fills, it will self race thrust bearing and race over worm shaft and
steer and the reservoir will need additional fluid. Be down against spacer. (Refer to Figure 11.) Install new
ready to turn the valve to stop the self steering before adjusting nut with locking flange up.
piston reaches limit of travel. Turn the valve to the right Pour 14 oz. of Type "A" Transmission fluid into the
if piston moves up, and to the left as the piston moves upper housing, then install filler plug. Make the worm
down. Fill the reservoir. Allow unit to warm up to full bearing adjustment, piston valve adjustment and the
operating temperature then check for leaks. (This was gear adjustments as described in the Steering Gear
a temporary valve adjustment. The final adjustment Adjustment Paragraph.
should be made after unit is completely assembled.)
After leak test, stop engine and remove tools. 7. ADJUSTING THE POWER STEERING
WORM HOUSING INSTALLATION UNIT
Slide a new "0" seal ring on the smallest land of the The three adjustments, all of which can be made
housing head. Now, slide a bearing race over worm without removing the assembly from the car, should be
shaft followed by a thrust bearing and a race. Slide the made in this sequence: Worm Bearing Adjustment,
spacer and needle bearing assembly into housing past Piston Valve Adjustment, and Gear Lash Adjustment.
the rail guides. Press shoulder of bearing spacer into Since a considerable amount of work is involved in
housing, using a suitable tool. making either the worm bearing adjustment or the
Turn the connector until the ball guide is directly piston valve adjustment in the car, it is suggested you
down and rails are aligned. Slide the worm housing make definitely sure that these are causing the difficulty
over connector with the vent on top side. Use care so as before making the adjustment necessary, and all other
not to force the "0" seal ring off the housing head. Hold possibilities have been checked, and you want to make
housing in alignment with connector rails, then seat the adjustment without removing the assembly from
against gear housing. (Worm housing must meet gear the car; then proceed as follows:
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100 CHASSIS
temperature. Attach a small tap handle (or equivalent)

to the flat on end of Tool C-3445, then insert tool through
the worm shaft over the end of piston valve rod.
With the foot-pound torque wrench on the steering
arm nut, read tension while turning the steering gear to
full right and full left. Wrench movement should be
smooth. Turn the piston valve in the direction necessary
INCH POUNDS to produce the same torque reading in both directions.
WRENCH Torque reading must be equal and under 40 foot-pounds.
If the torque reading is equal at less than 25 foot-
pounds, a much more accurate adjustment can then be
made with the 300 inch-pound torque wrench, using the
same procedure.
FOOT
GEAR LASH ADJUSTMENT
POUNDS
WRENCH With engine running and steering gear at normal
operating temperature, turn steering gear to the straight
ahead position.
Using a very light finger-tip touch at the end of the
steering gear arm, turn gear shaft adjusting screw
57x240 clockwise until all gear lash has been eliminated. Turn
adjusting screw 3/4 turn tighter (clockwise) and tighten
Figure 58-Adjusting Worm Housing Bearing (Final) lock nut.
Stop engine. Install worm housing oil seal, lip of seal
Remove the steering wheel using puller C-612, then down. With gear still in straight-ahead position, install
remove the steering column jacket and tube. Remove coupling on worm shaft with slot in up-and-down posi-
tube coupling bolt and washer from the center of the tion. Install drag link on steering gear arm then install
coupling. Using Tool C-3392, remove the coupling from steering tube, steering wheel, etc.
worm shaft, then remove the worm housing oil seal.
FRONT END ALIGNMENT
Remove steering connecting rod (drag link) from
steering gear arm. Back off gear lash adjusting screw Front end alignment is very important, not only from
until the lash is maximum. the point of excessive tire wear, but ease of handling as
well. For procedures on checking front end alignment
WORM SHAFT BEARING ADJUSTMENT and specifications, refer to Front Suspension Section in
Slide Tool C-3320-A over adjusting nut, and Tool this manual.
C-3319 on the splines of the worm shaft with sufficient
space between tools to life C-3320-A off the adjusting TIE RODS
nut. Turn the steering gear to the full left turn and hold Whenever it becomes necessary to install new tie
in this position with a foot-pound torque wrench, as rods and/or tie rod ends, make definitely sure when
shown in Figure 57. adjusting toe in, that both tie rod end tubes are turned
Attach torque wrench C-3380 to C-3320-A in an in-line an equal amount. Clamp bolts must be positioned hori-
position. Lift wrench off nut and re-position with torque zontally below the tube. Make sure the tie rod ball studs
wrench down or slightly to your left. While holding are positioned so they do not bind on edges of sockets,
five foot-pounds (left) tension with the large wrench, check by turning the tie rods back and forth after the
loosen nut with small wrench and adjust to exactly five clamp bolts have been tightened.
inch-pounds, as shown in Figure 58. Remove tools with
extreme caution so as not to move adjusting nut. Crimp STEERING GEAR SHAFT OIL SEAL
ring section of adjusting nut into keyway in worm shaft, (Unit Mounted in Car)
with care not to move adjusting nut. REMOVAL-Remove steering gear arm nut and lock-
washer and remove steering arm and transverse link
PISTON VALVE ADJUSTMENT from steering gear shaft. Remove steering gear shaft oil
Start the engine and run at medium idle speed. Allow seal lock ring (circular section). Using Tool C-3350, as
the steering gear to reach maximum normal operating outlined in disassembly, remove steering gear oil seal.
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STEERING 101
INSTALLATION-Before attempting to install a new housing down over steering shaft and on to housing.
seal, thoroughly clean the sealing surfaces on the gear Install turn signal lever being sure column jacket does
shaft and counterbore of steering gear housing. not restrict lever. Tighten jacket to coaxial housing
Lubricate a new steering gear shaft oil seal with lubri- clamp. Connect turn signal and horn wires. Install
plate and place (lip of seal down) on a piece of clean steering column to instrument panel bracket and shroud.
paper. Install steering wheel. If clearance between steering
column jacket and wheel is less than Vs inch, adjust
steering column jacket to provide proper clearance.
CAUTION
Tighten front upper and lower gear housing to frame
Do not remove garter spring when installing seal. attaching bolts to 20 foot-pounds torque. Install wedge
over rear bolt between housing and frame, tapping
lightly in place. Tighten three attaching bolts to 70
Carefully install tapered end of sleeve (part of Tool foot-pounds torque.
C-3350) in seal and slide seal back approximately VI Install horn ring and horn wire in steering wheel.
inch on sleeve. Install this assembly (lip of seal toward Install horn ring ornament. Connect hoses from steering
housing) over steering gear shaft until seal contacts gear to hydraulic pump.
counterbore in housing. Using Tool C-3350, push seal
into position by installing adaptor over sleeve, and in- If car is equipped with standard 3 speed transmission,
stalling coupling nut on shaft threads until shoulder of install gear shift tube and connect linkage.
adaptor contacts housing. Remove nut and adaptor.
Wrap a new piece of friction tape around sleeve to 8. CONSTANT CONTROL POWER
provide a firm grip and with a turning motion, remove
STEERING
sleeve from seal and gear shaft. Seal is then positioned
properly. OPERATING PRINCIPLES
Install oil seal lock ring (circular section), make sure The Constant Control Power Steering is a completely
it is properly seated. Install steering arm and transverse new power steering gear system consisting of a hy-
link then install steering gear arm lockwasher and nut, draulic pressure pump, a power steering gear and con-
tighten from 100 to 120 foot-pounds. necting hoses. The power steering gear, as shown in
Figures 59 and 60, consists of a gear housing, contain-
LUBRICATION ing a gear shaft and sector gear, and a power piston
with gear teeth milled into the side of the piston. The
Proper lubrication of the steering gear and front sus- piston is in constant mesh with the gear shaft sector
pension is very important on vehicles equipped with teeth, and a worm shaft connects the steering wheel to
Power Steering. Lubrication of the tie rods remain the the power unit piston through a coupling. Figure 60
same as specified for manual steering. shows how the wormshaft is geared to the piston
through recirculating ball contact. At the upper end of
REFILLING HYDRAULIC SYSTEM
the piston, a flange carries the rubber "D" ring which
If oil has been removed from hydraulic system, bleed separates the power chambers of the piston.
the steering gear as follows: Start engine and allow to A steering gear valve lever upper end is fitted into a
run from a short time to circulate oil through the hoses. spool valve in the steering gear valve body and the
With the engine running at idle speed, turn the steering bottom end into a radially drilled hole in the thrust
wheel back and forth several times from extreme right bearing center race. The valve lever pivots in the bear-
to left to bleed any remaining air out of the system. ing center race spacer. The spacer is compressed at its
Check the level in reservoir. Add oil if needed to reach outer diameter between the steering gear cylinder and
level mark. Total capacity approximately 2 quarts. the column jacket support, holding the spacer in a fixed
position. The center thrust bearing race which tips the
INSTALLATION OF COAXIAL STEERING GEAR
valve lever (which in turn actuates the steering valve)
(In Car) is held firmly against a shoulder on the worm shaft by
Install the steering gear assembly through the floor two thrust bearings, bearing races and an adjusting nut.
pan, and down into position. Install housing to frame The center thrust bearing race is, in effect, clamped
attaching bolts, flat washers, and nuts but do not tighten. axially to the wormshaft and must therefore move with
Install access plate. the wormshaft whenever the steering wheel is turned.
Install rubber pad in coupling. Engage steering shaft In this description the left end of the steering gear
with coupling and install pin. Slide steering column means the lower end, and the right end means the
102
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CHASSIS
BACK PRESSURE VALVE OIL OUT OIL IN

VALVE BODY
LEFT TURN
POWER /SPOOL VALVE
CHAMBER
PIVOT LEVER
RIGHT TURN
POWER CENTER THRUST
CHAMBER BEARING RACE
I N. 'a fr-- STEERING

COLUMN
CONNECTION
COLUMN
JACKET
SUPPORT
WORM SHAFT
BALANCING RING
POWER PISTON LEFT TURN
REACTION RING
MAIN HOUSING
\ CYLINDER HEAD
RIGHT TURN
WORM SHAFT REACTION RING
RECIRCULATING BALL CIRCUITS
STEERING GEAR
CROSS SHAFT
58P 73
Figure 59-Steering Gear (Sectional View)
upper end of the steering gear. For simplicity, direction Pressure on end of wormshaft is balanced by the pres-
of flow will be described as flowing to left or flowing to sure against the area of the wormshaft balancing ring.
right as shown in the following illustrations. At the same time, oil from the right groove in the
When the car is in the straight-ahead direction, the steering valve is directed to the left, through a galley,
steering valve is in the neutral (center) position and oil parallel to the wormshaft. This oil flows to the area to
flow through both of the grooves in the steering valve the left of the power piston flange. Part of this oil is then
body is equal, since, in the neutral position, as shown directed through the cylinder head into the left reaction
in Figure 61, the two lands of the steering valve are chamber.
centered in the grooves of the valve body. The left oil Forces exerted on the piston through oil pressure on
passage directs its oil where it contacts the right end its faces are completely balanced by two reaction rings.
of the power piston and across into the right reaction These are shown in cross section in Figure 62 on either
chamber. Part of this oil is forced around the grooves of side of the pivot lever through the center bearing race.
the wormshaft, inside the piston and around the recir- The reaction ring shown to the left of the center bearing
culating balls, to the hollow area between the left end race is fed oil from the right-turn power chamber oil
of the wormshaft and the left end of the power piston. galley through a drilled hole, as shown in Figure 62.
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STEERING 103
CROSS SHAFT
SECTOR GEAR
TO RESERVOIR
PUMP
4 PRESSURE IN
POWER PISTON 58x198
Figure 60-Steering Gear Housing (Sectional View)
When the driver makes a left turn, power is immedi-

ately provided by the unit to effect the turn. As the
wormshaft rotates inside the power piston, the piston is
prevented from instantly "climbing down" the worm-
\ \
.';*1}.
ISibik
in
.4 )'.'4: X : '
00/./174%012;4. FAO) IIMY
x`11 \.
t=11-1.1
N
4117
shaft by the resisting forces which the steering linkage

and wheels transmit to the steering gear cross-shaft.
t t
TO PISTON
Instead, the wormshaft is "drawn out" of the piston a 58P69
very small amount (a few thousands of an inch). The
center thrust bearing race, which is in effect clamped
axially to the wormshaft, moves the same distance. The Figure 61-Steering Gear Valve (Neutral Position)
race thus tips the pivot lever and moves the spool valve
to the left (down).
The oil flow diagram for a left turn is shown in PIVOT LEVER
Figure 63. Here it can be seen that as the left edges of SPACER PRESSURE PLATE
the two lands on the valve approach the groove edges rThif
t.
of the valve body, two things happen: First, flow to the CENTER THRUST
right groove in the valve body is reduced. Secondly, the BEARING RACE
flow of oil to the left groove is increased because the

opening is larger. Oil then flows from the power steer- ilf( WORM SHAFT
ing pump through the enlarged orifice and through the

oil galley to the left turn power chamber of the piston.
Since the supply of oil to the left side (right turn cham-
ber) of the piston has been cut off by movement of the
steering valve, a force unbalance on the piston exists,
and it is pushed to the left. Its linear movement is trans-
lated into rotation of the cross-shaft sector gear, see
Figure 60, and subsequently through the steering link- RIGHT TURN REACTION
RING AND RING SEAL
LEFT TURN REACTION
RING AND LIP SEAL
58P70
age to the front wheel.

Figure 62-Reaction Area
This entire action takes place instantaneously when-
ever the steering wheel is turned to the left, as shown
in Figure 64. The force of this reaction spring also contributes to
In the reaction area of the steering unit another increased on-center "feel". The "feel" is further pro-
action takes place simultaneously as the wheel is vided by operating oil pressure which tends to return
turned to the left. The restraining force of the reaction the center thrust bearing race to its neutral position.
spring must be overcome before the center race can The driver feels this force on the reaction rings, see
move to the right. The force of the reaction spring Figure 61, as a force proportional to operating oil pres-
provides positive returnability to the unit. At the instant sure. It causes the driver to exert a steering effort pro-
when power assistance is no longer desired by the portional to the total force required to turn the front
driver, the reaction spring and operating oil pressure wheels of the car. The force he actually exerts is only
move the race and spool valve back to the neutral a small percentage of the total force that would be re-
position. Equal oil flow then is directed through the quired to steer the car with a manual gear. If oil pres-
unit, and no power assist is provided. sure is interrupted in the steering gear, it would operate
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104 CHASSIS
TO RESERVOIR TO RESERVOIR
4 PUMP
4 PUMP PRESSURE IN
PRESSURE IN
SPOOL VALVE
VALVE ACTUATING
LEVER
LEFT TURN
REACTION RINGS
58P74
Figure 64-Oil Flow (Left Turn Position)

TO PISTON
RETURN FLOW 58P68
----- STEERING GEAR
Figure 63-Steering Gear Valve in Left Turn Position
with increased effort and there would be more steering

wheel free play. Steering wheel movement by the 104°; ARM
driver will turn the wormshaft inside the power piston
causing it to move right or left. The steering wheel
movements will travel through the wormshaft and pis-
ton to turn the cross-shaft sector gear, and through the
steering linkage to the front wheels. Complete steering
control is retained by the driver if a lack of power TOOL
assist condition should ever arise.
58x231
9. CONSTANT CONTROL POWER Figure 65-Removing Steering Gear Arm With Puller
STEERING - REMOVAL AND C-3646
INSTALLATION
REMOVAL and place shoe of puller behind steering arm. Tighten-
ing tool center screw against gear shaft will push steer-
Disconnect battery ground cable. Disconnect horn ing arm from shaft. Remove the gear housing to frame
wire. Remove horn button and horn ring and disconnect bolts and remove steering gear at engine compartment.
horn wire. Remove steering wheel nut and pull steering
wheel with Tool C-3428. INSTALLATION
Disconnect the direction signal wires at the connectors. Enter steering gear through engine compartment and
Remove the jacket tube support bracket at instrument install attaching bolts and spherical washers. Tighten
panel. Loosen the two bolts attaching the jacket tube to bolts finger tight only. Align the steering tube coupling
steering housing, push the jacket tube upward to ex- with the steering column tube and install coupling pin,
pose the steering tube coupling pin and remove pin. insulator and inserts.
Remove cotter key and nut at the drag link to steering Slide the jacket tube down in position over the steer-
arm ball joint. Disconnect the pressure and return hoses ing gear housing and tighten clamp bolts. Install jacket
at steering gear. Fasten the disconnected ends of hoses tube at instrument panel. (Do not tighten). Connect di-
above oil level in reservoir. Cap ends of hoses and fit- rection signal wires at connectors. Install steering wheel
tings on steering gear. and steering wheel nut. Tighten nut to 40 foot-pounds
Remove steering arm nut and washer at steering gear torque. Install horn wire, stationary plate, bushings,
shaft. Slide Tool C-3646, Figure 65, up on steering arm horn ring and attaching screws. Do not overtighten
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STEERING 105
VALVE ASSEMBLY VALVE LEVER
ADAPTER
"0" RINGS 58x34

Figure 67-Removing or Installing Valve Body Assembly
SUPPORT
pressed air. Careful handling of parts must be exercised
HOLDING to avoid the occurence of nicks and burrs. Crocus cloth
may be used to remove small nicks or burrs provided
FIXTURE it is used carefully. When used on the steering gear
valve, use extreme care not to round off the sharp edge
portions of the two lands located between the valve
drilled holes. The sharp edge portion of these two lands
is vitally important to this type of valve.
58x64 Remove and discard all "0" seal rings and seals,
Figure 66-Removing Coupling Pin using new ones lubricated with petrolatum when reas-
sembling. To disassemble the power steering unit for
repair or overhaul refer to Figure 60, then proceed as
screws (horn ring must be free to flex). Install steering follows:
wheel ornament. Drain the steering gear through the pressure and re-
turn connections by turning the steering tube coupling
from one extreme of travel to the other. Remove cou-
NOTE
pling pin, as shown in Figure 66, and remove coupling.
Check to make certain that cancelling dogs on
steering column actuate the direction switch.
NOTE
Support the coupling when driving the pin out
If distance between steering column jacket and steer- to avoid damaging the bearings.
ing wheel is more or less than Vs inch, adjust column
jacket and tighten jacket clamp bolt.
Tighten the jacket to dash panel support bracket Remove the valve body housing attaching screws
screws. Tighten the steering gear housing to frame at- and remove valve body and the three "0" rings, as
taching bolts to 50 foot-pounds torque. Install steering shown in Figure 67. Remove valve lever by prying
arm and tighten nut to 120 foot-pounds torque. Connect under the spherical head, as shown in Figure 68. Do not
the pressure hoses. Refill the reservoir and gear housing. use pliers.
10. CONSTANT CONTROL POWER

NOTE
STEERING - SERVICE PROCEDURES
Use care not to collapse slotted end of the valve
DISASSEMBLY
lever as this will destroy the bearing tolerances of
Clean the gear assembly thoroughly in a suitable sol- the spherical head.
vent and install unit in hold fixture C-3323, as shown in
Figure 66.
When disassembling, each part should be placed in Loosen gear shaft adjusting screw locknut. Remove
a suitable solvent, washed, then dried by dry corn- gear shaft cover nut with wrench Tool C-3633.
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106 CHASSIS
(s1
SPANNER NUT
----.1.:"
TOOL
VALVE LEVER SPANNER NUT
58x35 58x38
Figure 68-Removing Valve Lever
Figure 71-Removing Steering Column Support Nut
, -ft With Tool C-3634
_.-..----lr-- TOOL
POWER TRAIN
TOOL
HOLDING FIXTURE
JACKET TUBE SUPPORT
58x36 JACKET TUBE SUPPORT 58x39

N.
Figure 69-Removing or Installing Gear Shaft Figure 72-Removing or Installing Power Train
Cover Nut With Tool C-3633
ADJUSTING SCREW
NOTE
NiLI. -- SHAFT COVER There will be a discharge of oil when shaft and
STEERING GEAR SHAFT cover are pulled from housing.
\41,"--------
Turn worm shaft to full right position to compress

parts and back off as necessary to align holes in column
and worm shaft. Enter a piece of drill rod or suitable
drift through the holes in jacket support and wormshaft
to keep the parts from turning and carefully remove the
power train as a complete assembly, as shown in Figure
72. Remove steering gear housing from vise.
saw 58x37
DISASSEMBLY OF POWER TRAIN
Figure 70-Removing or Installing Gear Shaft and Place power train in a vise equipped with soft jaw
Cover Assembly protectors to avoid damaging the piston assembly. Re-
move column jacket support assembly, reaction spring,
Rotate worm shaft to full right turn, then return worm- reaction ring, and spacer, ferrule "0" ring center, and
shaft and piston to center of travel to remove gear shaft bearing spacer.
and cover as an assembly, as shown in Figure 70. Hold the worm shaft from turning, then turn nut
Remove the steering column support nut with Tool slightly to left to shear the staked portion of the nut and
C-3634, as shown in Figure 71, and remove tanged carefully pick out locking portion of the bearing adjust-
washer. ing nut out of the notch in the worm shaft.
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STEERING 107
STEERING GEAR HOUSING JACKET TUBE SUPPORT

-00'411162:1=2& OIL SEAL
TOOL
JACKET TUBE
SUPPORT
TOOL
SPANNER NUT
SEAL 58x44
58x40
Figure 73-Removing Worm Shaft Upper Oil Seal Figure 75-Installing Worm Shaft Upper Oil Seal
With Tool C-3638 With Tool C-3650
AIR NOZZLE JACKET TUBE

SUPPORT
REACTION SEAL '- "0" RING

REACTION RING
JACKET TUBE SUPPORT/ 58P64
58P65
Figure 74-Removing Reaction Seal From Jacket Support Figure 76-Installing Reaction Seal Into Jacket Support
REASSEMBLY COLUMN JACKET SUPPORT ASSEMBLY DISASSEMBLY
Install worm shaft upper oil seal with sealing lip Remove worm shaft upper oil seal with puller Tool
toward bearing, as shown in Figure 75. Use Tool C-3650 C-3638, as shown in Figure 73. Remove large "0" ring
and drive seal until tool bottoms on casting to obtain from groove in jacket support. Remove reaction seal
proper compression on rubber seal. Lubricate reaction from groove in face of jacket support by blowing air
seal and install in groove in face of column jacket sup- pressure into the ferrule chamber, as shown in Figure
port with flat side of seal out, as shown in Figure 76. 74. Inspect grooves for burrs. Make sure passage from
Remove thrust bearing nut, upper thrust bearing race ferrule chamber to upper reaction chamber is unob-
(thin), upper thrust bearing, center bearing race, lower structed.
thrust bearing, lower thrust bearing race (thick), lower
reaction ring and lower reaction spring. Remove cylin- NOTE
der head assembly. Column jacket support and worm shaft upper
bearing are serviced as an assembly.
NOTE
The worm and piston assembly is furnished as a CYLINDER HEAD DISASSEMBLY
complete assembly only. Remove the two "0" rings in the two outer grooves
in the cylinder head. Remove the lower reaction "0"
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108 CHASSIS
CONTROL SCREW "0" RINGS

"0" RINGS CYLINDER HEAD VALVE "0" RINGS VALVE LEVER
BODY
"0" RING
AIR NOZZLE
047
SPRING STEERING
VALVE BODY
PISTON
GASKET
FITTING
SPOOL VALVE
SCREW
GA'"
/
SKET.
\\\ CYLINDER HEAD 58x48 END PLUG
OIL SEAL
"0" RING
REACTION "0" RING FERRULE Figure 79-Control Valve (Disassembled)
58x46
Figure 77-Removing Reaction Ring From Cylinder Head
STEERING VALVE DISASSEMBLY
FERRULE
Compress pressure control valve spring and remove
CYLINDER HEAD spring retainer pin, spring and pressure control valve
OIL SEAL piston. Remove the two screws attaching the pressure
control valve body to the steering valve and remove
FERRULE "0" RING valve body. Carefully shake out the valve piston, see
Figure 79. Do not remove the valve and plug unless in-
spection indicates a leak at the seal.
L BACK UP RING NOTE
If steering valve or valve housing is damaged, it

will be necessary to replace the complete valve
assembly.
RETAINER REACTION "0" RING 58x47

REASSEMBLY
Figure 78-Removing Cylinder Head Seal
If steering valve was removed from valve housing,
install the valve in the valve housing so that the valve
ring in groove in face of cylinder head with air pressure lever hole is aligned with the steering gear valve lever
into oil hole located in groove between the two "0" ring opening in the bottom of the valve housing. Valve must
grooves, see Figure 77. Inspect the worm shaft seal in fit smoothly in housing without sticking or binding. If
the cylinder head counterbore for possible damage, re- valve end plug had been removed, install new seal and
place cylinder head seal if necessary, see Figure 78. tighten plug to 50 foot-pounds torque.
Check oil passage in ferrule for obstruction. Check lands Lubricate pressure control valve piston and slide it
of cylinder head for burrs. into the pressure control valve body (nose end first) see
Figure 79. Install the pressure control valve spring on
REASSEMBLY
top of the valve piston. Compress spring and install the
Lubricate the two large "0" rings and install in spring retainer pin through both holes at top of pressure
grooves on cylinder head. Install the lower reaction control valve body. Assemble pressure control valve
seal in groove in face of cylinder head. The small "0" body to main valve with the two attaching screws.
ring for the ferrule groove should be installed after Tighten screws to 10 foot-pounds torque. Install new
worm shaft bearing preload has been established other- copper sealing gasket and fitting in threaded hole on
wise "0" ring will be damaged by the reaction springs. top of valve body. Tighten to 30 foot-pounds torque.
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STEERING 109
(TOOL)
TOOL
58x49
--11 ADAPTER
(TOOL)
Figure 80-Removing Gear Shaft Oil Seal
GEAR SHAFT DISASSEMBLY Figure 81-Installing Gear Shaft Oil Seal
Remove gear shaft adjusting screw lock nut and un-

screw cover from adjusting screw. Remove screw and
washer from "T" slot in end of gear shaft. Remove small NOTE
"0" ring from top of cover and large "0" ring from
base of cover. Steering gear housing with inner and outer gear
shaft needle bearings is serviced as an assembly.
NOTE
REASSEMBLY
The gear shaft cover and bearing are serviced
only as an assembly. Install gear shaft oil seal in gear housing (lip of seal
toward needle bearing) using Adapter Tool SP-3052 and
Tool C-3350. Place adapter against seal and the tool nut
REASSEMBLY on the threaded end of gear shaft. Tighten tool nut until
Place adjusting screw washer over adjusting screw adapter shoulder contacts housing, as shown in Figure
and slide both the "T" slot of gear shaft. Screw cover 81. Install oil seal back-up washer, and snap ring. Make
onto the adjusting screw until gear shaft bottoms in sure snap ring is seated in groove.
cover. Lubricate a new small "0" ring and install it
over the adjusting screw into position at top of gear ASSEMBLY OF POWER TRAIN
shaft cover. Install adjusting screw lock nut on adjust-
ing screw but do not tighten. Lubricate a new large "0" Place piston assembly on work bench in a vertical
ring and "0" ring groove heavily with petrolatum. position (worm shaft up). Slide cylinder head assembly
Install "0" ring in groove on lower face of gear cover. (with ferrule up) on worm shaft and against piston
flange, as shown in Figure 82.
STEERING GEAR HOUSING DISASSEMBLY Lubricate and install in the following order. Lower
Attach steering gear housing on holding fixture Tool thrust bearing race (thick), lower thrust bearing, lower
C-3323 and install holding fixture in a vise. Remove oil reaction spring over ferrule, lower reaction ring (with
seal snap ring with pliers Tool C-760. Remove seal back- flange up so that the ring protrudes through the reaction
up washer. Remove the gear shaft oil seal with adapter spring), center bearing race indexing control lever hole
SP-3056 and Tool C-3350 as follows: Slide the threaded
portion of adapter SP-3056 over end of gear shaft and
install the threaded nut section of Tool C-3350 on the NOTE
shaft, as shown in Figure 80. Maintain pressure on If worm shaft is turned more than one-half turn,
adapter SP-3056 with nut of Tool C-3350 while turning the cylinder head seal will clear the oil ring on the
adapter SP-3056, forcing it into seal, until it has bot- worm shaft. Always check position of worm shaft
tomed in the seal. Apply the two half rings and retainer oil ring before bottoming cylinder head against
over both portions of tool. As hexagon nut is removed worn piston shoulder to avoid damaging oil ring.
from the shaft the seal will be pulled from the housing.
BEARING WASHER SHAFT HOUSING BEARING (INNER)
SEAL
RETAINER
WASHER
o
NUT ADJUSTING BEARING (OUTER)
N SCREW WORM AND PISTON
0
SEAL VALVE "O" RING
I "0" R NG
COVER WORM SHAFT
SEAL
RETAINER
SLEEVE
"0" RINGS
SEAL
CYLINDER HEAD AND FERRULE
RING
REACTION "0" RING
BEARING RACE
SPACER
SPRING
REACTION RING
CENTER RACE 7
BEARING-
SPACER 1
RACE
SPACER ASSEMBLY
REACTION RING
SPRING
REACTION RING
NUT
S
"0" RING PIN
SUPPORT
BEARING
SEAL
58x54
NUT ADAPTER
Figure 82-Steering Gear (Disassembled View)

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STEERING 111
-W
WORM SHAFT
WORM SHAFT
ADJUSTING NUT
-,11114t, NUT
CENTER BEARING RACE 4,4
CORD
CENTER RACE
REACTION -
RING
SCALE (TOOL)
FERRULE
58P63 58P67
Figure 83-Checking Center Bearing Race Preload Figure 84-Locking Worm Shaft Bearing Adjusting Nut
SPACER
with hole in center bearing race, see Figure 62. Install )10
ADJUSTING NUT
outer spacer, upper thrust bearing, upper thrust bearing UPPER RACE
race (thin) and a new worm shaft thrust bearing nut.
CENTER RACE
Tighten nut as follows: Turn worm shaft counter-clock-
FERRULE
wise one-half turn and hold worm shaft in this position
while tightening nut to 10 foot-pounds torque. REACTION RING
BEARING
Rotate the worm center bearing race several turns to
position all parts, then loosen adjusting nut. Retighten CYLINDER HEAD -
the worm bearing adjusting nut to give a bearing torque SPRING
of 8-16 ounces. Check torque by placing several rounds "0" RINGS
of cord around the center bearing race. Make a loop "0" RING,;.----',
in one end of cord and hook the loop of distributor
breaker arm spring scale, Tool MTU-36 in the cord loop,
as shown in Figure 83. Pulling on the cord will cause the 58P66
bearing race to rotate. If adjusting nut is tightened
properly, reading on scale should be 8 to 16 ounces. Figure 85-Aligning Center Bearing Spacer
Depress flange of adjusting nut into depression in worm
shaft to lock securely, as shown in Figure 84. Align parts on power train so that valve lever hole in
center bearing spacer is 90 degrees counter-clockwise
from piston rack teeth and lock all parts to the worm
NOTE shaft by entering a drill rod or suitable drift through
The torque of 8-16 inch ounces must remain after jacket support and worm shaft holes.
the adjusting nut is securely locked.
REASSEMBLY OF STEERING GEAR
With steering gear housing in holding fixture Tool
Install center bearing spacer over center bearing race C-3323 in approximate car position; lubricate bore of
to engage dowel pin with slot in center bearing race, housing with petrolatum and carefully install power
as shown in Figure 85. Place inner and outer reaction train assembly, see Figure 72, with center bearing
rings over center spacer and install upper reaction
spring with cylinder head ferrule through hole in
spring. Install a new "0" ring in ferrule groove. Place IMPORTANT
lubricant in small bore of column jacket support (for Place an .0015 inch feeler stock to cover the
cylinder head ferrule). Install the jacket support over aligning notch in the steering gear housing to pro-
the worm shaft carefully engaging the cylinder head tect the "0" ring seals when installing the gear
ferrule and "0" ring and making sure reaction rings train.
enter groove in jacket support.
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112 CHASSIS
C-3649. Tool should not be removed until spanner nut

TORQUE WRENCH is securely tightened, as shown in Figure 86.
Install column support spanner nut and tighten to
150 foot-pounds torque with Tool C-3634, see Figure 71.
Set piston at center of travel and install gear shaft
and cover assembly so that sector teeth index with
WRENCH (TOOL) piston rack teeth. Make sure "0" ring is positioned in
face of cover, see Figure 60.
Install cover spanner nut and tighten to 100 foot-
pounds torque with Tool C-3633, see Figure 69. Install
valve lever (double bearing end first) into center bear-
TOOL ----". ing spacer through hole in steering housing so that slots
in the valve lever are parallel to worm shaft in order
to engage the anti-rotation pin in center bearing race,
Install valve body on housing making sure that the
valve lever enters the hole in the piston, see Figure 67.
Be sure "0" ring seals are in place. Tighten valve
mounting screws to 30 inch pounds.
11. CONSTANT CONTROL POWER

......alk STEERING TEST AND ADJUSTMENTS
Remove oil reservoir cover and fill reservoir to level
marks. Connect test hoses C-3211 and C-3318 with
58x232 proper adapters to hydraulic pump on car with pressure
Figure 86-Alignment of Bearing Spacer and Center
gauge C-3309B installed between pump and steering
Bearing Race with Aligning Tool C-3649
gear to register pressures. Start engine and operate at
idle to bring steering gear to normal operating tem-
perature. Expel all air from the unit by turning steering
spacer valve lever hole in "up" position to line up with wheel several times to the right and then to the left.
control valve lever clearance hole in the steering gear Refill reservoir before proceeding with the following
housing. test and adjustments.
Make sure cylinder head is bottomed on housing Turn the gear shaft adjusting screw outward through
shoulder, see Figure 60. Do not remove power train the gear shaft cover to assure no mesh adjustment
locking pin, see Figure 72, until all parts are positioned preload for this phase of the test. Tighten steering
in steering gear housing. valve body attaching screws to 7 foot-pounds torque.
Apply oil pressure to complete unit and position steer-
Align valve lever hole in center bearing spacer ex-
actly with clearance hole in housing with aligning Tool
ing valve by tapping lightly on one of the pressure
control valve screws or on valve end plug to position
VALVE LEVER
valve, (up or down) on steering housing to give equal
gear shaft torque (within 5 foot-pounds torque not to
10 SPANNER NUT exceed 20 foot-pounds in either direction) when gear
shaft is slowly turned. Perform this operation carefully
to prevent a lockup in the steering gear. After valve
body is located, tighten attaching screws to 15 foot-
pounds.
With the gear shaft on center, tighten the gear shaft
adjusting screw until backlash just disappears. Tighten
11/4 turns from this position and while holding adjusting
screw in this position tighten lock nut.
"0" RINGS Turn off hydraulic power to unit. Operate unit man-
ually for a minimum of 180° from center in each direc-
58x57 tion, measured at worm shaft. Turn on hydraulic power
Figure 87-Installing Valve Lever to unit. Operate unit through a minimum of one corn-
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STEERING 113
ADJUSTING SCREW
12. COAXIAL POWER STEERING PUMP
(ROTOR TYPE 6 CYLINDER MODELS)
COVER PRESSURE CHECKS
BLEEDING HYDRAULIC SYSTEM-With front wheels
off of floor, turn coupling completely to the left then to
the right exerting pressure at the end of each turn.
Repeat this operation then system is properly bled.
Should the lack of steering assistance be encountered
and other checks have been made (refer to Service
Diagnosis Chart), a pressure check should be made as
58x66
follows to determine if pump is at fault.
Figure 88-Adjusting Gear Shaft Adjusting Screw Connect gauge C-3309 in the pressure line between
pump and hose with the shut-off valve on the gauge in
plete cycle (complete rotational travel of worm shaft the open position, start the engine and turn the steering
from one extreme of travel to the other extreme and wheel.
then back). Operate unit through another cycle, this If the gauge does not show at least 750 to 800 pounds
time holding unit at extreme travel in each direction pressure at idle with 900 p.s.i. max. at 1500 R.P.M. when
while watching the oil pressure gauge. The gauge the steering wheel is in straight-ahead position, check
reading should be equal in each direction. If not, it the pump by turning the shut-off valve of the gauge
indicates excessive internal leakage in the unit.
C-3309 to its closed position. If the pressure does not
gradually increase as the valve is closed, the flow con-
NOTE trol valve in the pump may be stuck in open position, or
Holding the worm shaft at either extreme posi- the drive coupling may be broken. If 750 pounds pres-
tion for more than a few seconds will abnormally sure does show on gauge with the engine idling, the
increase the oil temperature and cause undue oil pump is in good condition, look for trouble under service
pump wear. diagnosis. Remove gauge and connect high pressure
hose to pump.
With oil temperature between 150°F. and 170°F., Remove cover from reservoir, start the engine and
checked with thermometer in the reservoir, the oil pres-
sure should be 850 to 950 psi. for satisfactory power turn the steering wheel. If oil flows through the filter, a
steering operation. stuck flow control valve plunger is indicated. Shut off
With gear shaft on center plus or minus 2 degrees, engine. Remove the high pressure hose at the pump
readjust the gear shaft backlash. This will require fitting and insert a 1/4 inch clean, blunt probe against
loosening the adjusting screw until backlash is evident. valve plunger. If the plunger moves inward %6 to 1/4
Then retighten adjusting screw until backlash just dis- inch, the plunger was stuck and will probably function
appears. Continue to tighten for 3/8 to 1/2 turn from this correctly the next time.
position and tighten lock lock nut to 50 foot-pounds
torque to maintain this setting, as shown in Figure 88. Recheck pressure, and if it still registers less than 750
Starting from a point at least one full turn of the worm pounds on gauge and if oil flows through filter but still
shaft either side of center, the torque at the gear shaft does not flex the pressure line, remove the flow control
required to turn the unit through center at 2 rpm in each valve plunger and clean thoroughly. If this does not cor-
direction shall not exceed 20 foot-pounds or vary more rect the condition, install a new pump assembly.
than 5 foot-pounds from left to right. Position steering If oil does not flow through the reservoir filter in the
valve to obtain equal torque and tighten valve body above test, a broken coupling is indicated. Remove
attaching screws to 15 foot-pounds torque to maintain
this setting. pump from generator. If either coupling is broken turn
With the unit under power, but with no load, the the pump shaft by hand at least ten revolutions. If the
torque required to rotate the worm shaft through an in- shaft turns freely, install new couplings on both the
cluded angle of 180° (90° either side of center) shall be pump and generator shafts. If the pump shaft binds
5-9 inch-pounds. Disconnect test equipment and mount- when turned by hand, replace both the pump and
ing fixture. Place steering gear worm at center of travel couplings. If the generator armature shaft is damaged,
and install worm connector. Install unit in car. replace necessary parts.
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114 CHASSIS
POWER STEERING
(ROTOR TYPE)
Model P-30
Capacity of Hydraulic System 31/2 pts.
Capacity of Worm Housing 14 oz.
Type of Fluid Type "A" Automatic

Trans. Fluid
Maximum Pump Pressure (psi) 900
Maximum Fluid Flow at 3000 rpm 2 gal./min.

E 8 al Between Rotor Lobes .008 inch
ooN
flP' cz 0cs Between Outer Rotor and Bushing .006 inch
0R a)
2g0 End Clearance (Between Rotors and Face of Body) .001 to .002 inch
4w Free Length 2.13 inch

0 o> .., Working Length 1.20 inch
o En
u.., .O Pressure at Working Length 14 + 11/2 lbs.
a)
a) Free Length 1.51 inch
Working Length 1.18 inch
cO
Force at Working Length 30 to 33 lbs.
Foot Pounds
Steering Knuckle Arm Nuts 55 to 75

Steering Gear Arm (Pitman) to Shaft Nut 100 to 125
Steering Gear Assembly to Frame 40 to 50
Tie Rod Clamp Bolts 10 to 15
Tie Rod to Steering Knuckle Arm Nuts 45 to 75
Gear Shaft Cover Bolts 25 to 30
Ball Guide Clamp Bolt 10 to 12
Worm Housing to Gear Housing Bolt 25 to 30
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STEERING 115
ADJUSTING BOLTS FOR

RESERVOIR OIL LEVEL
LOCK RING Nli

TOOL
-41INIFT
57,371
Figure 90-Disassembly of Pressure Relief and

54x650
Flow Control Valve Using Tool C-3229
Figure 89-Leveling Oil Pump Reservoir
DISASSEMBLY
Remove clamp that retains cover on reservoir, then

NOTE remove cover. Remove the relief valve that retains the
filter element in reservoir. Lift filter element out and
If the gauge is not available, a fairly accurate
drain oil from reservoir. Remove the two pump attach-
way of making the test is as follows: Start the engine
ing screws and lockwasher, unscrew the filter element
and turn the wheel to both extreme positions. If the
standpipe and separate reservoir from pump.
high pressure hose flexes, the pump is in good con-
dition. If the high pressure hose does not flex, lack
of pressure from the pump is indicated. Shut off the NOTE
engine and check the pump as described below.
There are four rubber "0" seal rings between the
reservoir and pump body.
PUMP REMOVAL
Disconnect the pressure and return hoses from pump Using holding Tool C-3227, remove coupling locking
assembly. Loss of oil will be noted when hoses are screw, lockwasher and coupling.
removed, keep both hose ends up to prevent further loss
of oil. Ends of hose should be covered or capped to CAUTION
prevent the entrance of foreign matter.
The locking screw is of a special type and should
Remove the pump to generator mounting screws and not be replaced with any other type.
lockwashers. Remove pump and reservoir assembly
from generator. Remove the rubber coupling.
Place pump body in a vise equipped with protective
INSTALLATION jaws and remove the five body to cover attaching bolts.
Place the rubber insulator into position in pump as- Remove cover and "0" seal ring. Remove outer pump
rotor by inverting and tapping pump body on wooden
sembly. Place pump and reservoir assembly in position
block. Remove pump shaft and inner rotor from pump
on back of generator, using care to index coupling.
Install the pump to generator mounting bolts, lock- body. Remove inner pump rotor from pump shaft by
removing the rear circular section snap ring and sliding
washers and washer. Draw down evenly and tighten
from 12 to 17 foot-pounds. Connect the pressure and rotor and drive key off shaft.
return hoses to pump and tighten. Adjust reservoir oil To remove the combination flow control and relief
level by loosening the mounting bolts and rotating valve in pump cover, remove the 11/4 inch hexagon
(Figure 89) the pump until oil level covers filter. Add oil fitting and circular section rubber "0" ring. Lift out
if highest part of filter is not covered with oil. flow control valve spring. Tap cover on wooden block
COVER
VALVE
WASHER
ROTOR
RING
GASKET BUSHING
GASKET
GASKET SHAFT01,
GASKET
RETAINER "4"---RETAINER
n
col
in
BODY 4 ---BUSHING
OIL SEAL \
FLANGE /ADAPTER
WASHER
GASKET
BOLT AND LOCKWASHER
SCREW
AND
WASHER
FLANGE 56P177
COUPLING
Figure 91-Rotor Type Steering Pump-Disassembled

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STEERING 117
TOOL
C-3185
55P 1308 55P 1309
Figure 92-Removing Pump Figure 93-Installing Pump Figure 94-Removing Babbitt Bushing from Body
Cover Bushing-Using Cover Bushing-Using Using Tool C-3214 and C-3234
Tool C-3185 Tool C-3233
OUTER ROTOR BUSHING
to remove the flow control and relief valve combination. Thread Tool C-3214 into pump body (cover removed)
To remove pressure relief valve and spring from flow using adaptor Tool C-3234 and remove bushing, refer to
control valve body, use Tool C-3229 to remove the Figure 94. Clean all parts thoroughly in a suitable sol-
internal snap ring, refer to Figure 91. vent and blow dry with compressed air. When installing
bushing start squarely, then using Tool C-3251, drive
INSPECTION into place, as shown in Figure 95.
Clean all parts in a suitable solvent and blow dry
PUMP SHAFT OIL SEAL
with clean filtered compressed air. Inspect the babbitt
pump rotor bushing in pump body for wear or scoring. Reposition pump body in vise. Place seal on Tool
Inspect bronze pump shaft and thrust bearings in cover C-3230, refer to Figure 96. Drive seal into position in
and pump body. Inspect pump rotors and shaft for pump body.
scoring and wear. Position rotor and shaft in pump
body. Using a straight edge and feeler gauge, check
the end clearance. The specified limits are .001 inch to
.002 inch. Inspect the pressure relief valve and the flow
divider plunger for scoring, replace if necessary.
PUMP COVER BUSHING .4- TOOL
Place pump cover in a vise equipped with protective
jaws, install Tool C-3185 and tap threads into bushing
with outer section of tool, as shown in Figure 92.
When tool has been threaded into bushing suffi-
ciently, screw "T" handle section of tool into cover until
it bottoms and continue turning to remove bushing.
Install bushing with Tool C-3233, as shown in Figure 93.
BUSHING
PUMP BODY BUSHINGS
Place pump body in a vise equipped with protective
jaws. Place pump cover on pump body and install
attaching bolts. Install Tool C-3185 in cover bushing
hole, thread tool into housing bushing and remove 55P 13111
bushing and seal. Always use new seal when bushing
is replaced. Place bushing on Tool C-3233. Start bushing Figure 95-Installing Babbitt Bushing in Body
squarely and drive into place. Using Tool C-3251
MyMopar.com
118 CHASSIS
and position on pump body. Place cover in position on

pump body and install the attaching bolts and lock-
washers. Tighten from 15 to 20 foot-pounds. Tap
TOOL coupling flange on pump shaft until it bottoms and
C-3230 install special square washer, screw and lockwasher.
Using Tool C-3227 to hold coupling, as shown in Figure
98, tighten screw from 10 to 12 foot-pounds.
To attach reservoir to pump, coat the "0" seal rings
OIL SEAL with Lubriplate. Install the two large and two small "0"
rings on the reservoir mounting surface of pump. Place
reservoir on pump, install filter standpipe stud and two
reservoir to pump attaching screws. Tighten screws
from 12 to 17 foot-pounds. Install filter seat on standpipe
with seating surface below the standpipe pilot. Install
57P372 filter element and tighten filter retaining screw assembly
until it seats on the screw shoulder.
Figure 96-Installing Pump Shaft Oil Seal
with Tool C-3230
ROTOR - CAUTION
Install cover to keep dirt out of pump until after it
has been installed on generator.
SHAFT 13. COAXIAL POWER STEERING PUMP

(SLEEVE TYPE 8 CYLINDER MODELS)
A sleeve type Power Steering Pump is used on all
Plymouth V-8 1957 models, as shown in Figure 99.
The level of oil in reservoir will vary according to
operating temperature of pump. The normal operating
TOOL temperature is approximately 175° F. At 70°F., the oil
C-3228
55P1313 level will be approximately 3'/4 inches below the top of
filler neck.
Figure 97-Installing Pump Shaft Oil Seal Thimble
with Tool C-3230
ASSEMBLY OF PUMP
Lubricate all moving parts with clean SAE 10W
engine oil. Coat "0" seal rings with Lubriplate.
Reassemble combination flow control and relief valve
by inserting spring and relief valve with small end first.
Compress valve and spring and install snap ring.
Make sure snap ring seats properly. Install the com-
TOOL
bination of flow control and relief valve assembly into
C-3227
pump body with the narrower land first. Insert spring,
gasket and adaptor. Tighten adaptor from 45 to 50 foot-
pounds. Install inner pump rotor and drive key on shaft
and install snap ring. Install shaft protector thimble
C-3228 in pump body until it bottoms (Figure 97).
Using care not to damage the babbitt bushings when 55P 1314
installing rotor, insert rotor and shaft assembly with

coupling end first into pump body. Insert outer rotor Figure 98-Tightening Coupling Screw
into pump body. Coat the "0" seal ring with Lubriplate with Tool C-3227
MyMopar.com
STEERING 119
POWER STEERING
(SLEEVE TYPE)
Model P-31
Capacity of Hydraulic System 2 qts.

Capacity of Worm Housing 14 oz.
Gear Housing 12 oz.
Type of Fluid Type "A" Automatic

Trans. Fluid
Pump Reservoir Capacity Including Hoses 28 oz.
Maximum Pump Pressure 750 to 900 psi.
Maximum Pump Rotor Clearances .008-.012
4a Free Length 4.0 in.

o en
E.) b g
3
> i.".
a Working Length 1.5 in.
o -6 cn
4., .t.. Force at Working Length 12.5 ± 1.25 lbs.
Free Length .825 in.
I
. Working Length 3%4 in.
).. .-. En
Force at Working Length 12.5 to 14 lbs.
cg
FILLER CAP NOTE
Whenever the pump is drained or removed for

servicing the pump must be filled up to the "full"
borillftlor
mark indicated on the filler neck of reservoir before
MOUNTING BOLTS (5) and after the engine is started. Use Automatic Trans-
mission Fluid Type "A" oil.
The oil level should never be allowed to fall below
the baffle of the reservoir.
REMOVAL
Remove hose clamp and hose from discharge outlets.

Loosen bracket fan belt adjusting screw and remove
fan belts.
Do not disassemble the hydraulic pump in dirty sur-
roundings or on a dirty work bench. Use clean paper on
bench. After the pump has been disassembled, place
the parts in a suitable cleaning solvent; clean and
4,OIL LEVEL MAI-Z-1A 57x560 protect from dirt and grit. Drain oil from pump and
Figure 99-Sleeve Type Power Steering Pump Installed reservoir. Cap discharge and return line fittings with
MyMopar.com
120 CHASSIS
FILLER CAP
GASKET COVER HOUSING
RESERVOIR SCREW DISCHARGE FITTING
FLOW SPOOL END CAP COPPER GASKET
RETAINER GASKET
F DRIVEN BLOCK
BODY SCREW
0 GASKET LOCKWASHER
GASKET SPACER
SPRING PULLEY
RETAINER
BALL SEAT
SHAFT-
GASKET
BALL
BALL RETAINER
SPRING SLEEVES SLEEVE
FLOW SPOOL
"0" RINGS SPRING
PLUNGER
DRIVE BLOCK BOLT

SEAL
BEARING CAP "0" RING
RETAINER KEY
57x585 BEARING
Figure 100-Power Steering Oil Pump

(Disassembled View) (Sleeve Type)
protective covering to keep dirt from pump. Thoroughly The cylinder blocks will push out of body slightly due
clean exterior of pump. Mount pump in a vise. Remove to pressure of plunger spring between blocks. Remove
cap screw and reservoir. See Figure 101. Loosen four cylinder drive blocks and nine sleeve from pump body
cap screws at the inlet end cap. See Figure 102. Remove and the cylinder plunger spring. See Figure 104.
flow valve spring retainer fitting.
Remove ball bearing retainer ring from housing,
FILLER MARK RESERVOIR
A/
BAFFLE
$7P349
57x562
Figure 101-Removing or Installing Power Steering
Pump Reservoir Figure 102-Removing or Installing Inlet Cap Bolts
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STEERING 121
TOOL
57P345
-"14
Figure 105-Removing or Installing Snap Ring Bearing

Retainer (Tool C-31061
57x563
Figure 103-Removing or Installing Pump Body
from Housing
57x566
Figure 106-Removing or Installing Shaft and Bearing
CAUTION
Flow and plunger springs are under pressure.
Use care when removing cap and retainer to prevent
spring and fitting from escaping due to spring force.
Remove flow valve and spring. Remove and dis-
assemble both end caps from inlet cap body and
pump housing, as shown in Figures 102 and 103.
57x564
Plunger spring will tend to push the cylinder blocks
1111r-
out of body. Use care when disassembling.
Figure 104-Removing or Installing Housing
from Pump Body
for roughness or noisy operation. If bearing must be
using snap ring pliers Tool C-3106. See Figure 105. replaced, remove shaft key, press bearing from shaft
Remove shaft and bearing. See Figure 106. away from splined or serrated end of shaft. Examine
retaining ring groove in housing, replace worn or dis-
Wipe bearing and shaft assembly with clean, lint torted parts. If ball is to be replaced, support bearing on
free cloths. Do not soak in cleaning solvent; the lubri- inner race and press shaft through bearing until retain-
cants sealed into the ball bearing may become diluted ing ring stops against inner race of bearing. The retain-
by the solvent. ing ring must always be located between the bearing
Inspect shaft for wear and check the ball be and splined or serrated end of pump shaft.
MyMopar.com
122 CHASSIS
FLOW SPOOL
SPRING
BALL RETAINER
n.**
mwm
,SN
mh
Amw /4 / A
Figure 107-Checking Flow Valve in Housing BALL
BALL SEAT
Check fit of sleeves in cylinder block bores. Sleeves 57x568
must slide freely. Examine mating surfaces of sleeves
and bores. Heavy scoring, if present, can effect pump-
ing efficiency; cylinder blocks showing such scoring Figure 108-Flow Spool Valve
should be replaced. Hairline marking seen on sleeves
are normal. Sleeves bearing such marks need not be
replaced. Press seal in until the shoulder stops against the
bearing cap casting. Care must be used to see that seal
Examine flow valve spool and valve liner. Slight hair is properly aligned. This operation should be performed
line scratches are permissible. Burrs from heavy gouges on an arbor press.
or scratches which may cause the flow spool to stick
must be removed. This may be done by polishing with Check the pressure relief valve. The pressure relief
a smooth stone. valve is located in flow valve spool. See Figure 108.
The valve must not leak at any pressure below 750
psi. and must open completely at 900 psi. Evidence of
CAUTION leakage will be seen at small holes in the side of flow
Do not break the sharp edges of the spool or liner. spool. If relief valve leaks, disassemble by removing
valve seat for dirt or nicks. Clean all valve parts and
reassemble, replacing valve seat if nicked or damaged.
Insert flow valve in valve body. By means of a pencil Check the pressure again. If the pressure still falls below
or other such rod which will not mar the internal diame- the minimum requirements, disassemble the valve
ter of valve liner, move flow spool back and forth to again and replace the pressure relief spring or place a
inspect. On each pass, rotate spool slightly. The spool 1/32 inch washer between spring and ball retainer. To
must slide freely. If spool sticks or drags, remove it from correct pressures exceeding the maximum requirement,
liner. Remove dirt, nicks, and burrs, using above cau- remove valve seat and place a % 2 inch washer between
tion and check by repeating above procedure. See valve seat and the flow spool body.
Figure 107.
Examine the pump body for signs of unusual wear or
Examine shaft seal in bearing cap. If worn or dam- damage. Small scratches or burrs can be removed with
aged, replace seal. fine emery paper. If body is scored or damaged, a new
pump should be used.
NOTE ASSEMBLY
The lips of seal must point toward the casting. Clean parts thoroughly and assembly pump. Press
Examine running surfaces of bearing cap and inlet drive shaft and bearing subassembly into bearing cap.
end cap. If heavy scratches are present or if port Check rotation of shaft to make certain shaft turns
edges are damaged, the part should be replaced. freely. Use a sleeve which bears on outer race of ball
bearing, and press the sub-assembly in place.
MyMopar.com
STEERING 123
..1011111001M"
57x569
57x570
Figure 109-Drive Block Assembling Fixture-C-3602
Figure 110-Assembling Sleeves in Drive Cylinder
CAUTION
Make certain that the shaft bearing sub-assembly
are properly aligned, otherwise the shaft may push
sleeve bearing out of bearing cap or may scratch or
mar the inside diameter of sleeve bearing.
Use an assembly fixture, as shown in Figure 109, and

place driven cylinder block (without spline or serration)
on assembly fixture C-3602.
Lubricate (SAE 10W) and insert plunger spring,
plunger, and seven sleeves in drive block, as shown in
Figure 110. Place the pump body, square end down, 57P338
over the cylinder drive block and fixture locating pins,

use a pointed probe to align the sleeves to a uniform Figure 111-Installing Drive Block
spacing and install the two other remaining sleeves.
Position the drive splined block with serration over Remove body and cylinder block assembly from fix-
the sleeves. Sighting through the bores in the drive block ture, using care to see that blocks are not forced out of
for alignment, lower the cylinder block until it engages body by plunger spring. Assemble a new end cap
the two sleeves in the forward position. Again use gasket on pump body. Install end cap on body, tighten
pointed probe slightly smaller in diameter than the cap screws finger tight.
sleeve bores. Correct the alignment of sleeves in the 5
and 7 o'clock position at the same time guiding cylinder Insert a new "0" ring in counterbore at the flow valve
liner in body. Install a new bearing cap gasket, assem-
block downward. Continue this procedure to the 4 and
8 o'clock positions until all the sleeves are aligned and ble the bearing cap to the body.
engaged; the block may then be pushed in all the way,
NOTE
It may be necessary to exert hand pressure on the

CAUTION bearing cap to get drive block down into body after
Do not force the cylinder block forcibly in place; bearing cap is seated.
proper alignment of the block and sleeves will allow
the block to be pushed easily into place without
excessive pressure. Tighten body to housing. Tighten five cap screws finger tight. Grip end of pump
shaft in a vise and rotate pump. The pump should rotate
MyMopar.com
124 CHASSIS
freely without binding. After making sure pump rotates SLIPPER

freely tighten cap screws uniformly to 25 foot-pounds ROTOR
PRESSURE
torque. Check pump again for rotation. Mount pump in RESERVOIR RELIEF VALVE
a vise in a vertical position, gripping on the bearing
hub. Install the flow valve spool with the 3/16" land PLUG
down. Place flow valve spring on top of flow spool. SNAP

RING
Replace "0" ring on flow spring retainer fitting. Com-
press flow spring with fitting, and screw fitting into
place. Tighten to 20 foot-pounds torque.
Install and align a new reservoir "0" ring on bearing OIL
PASSAGE
cap. Lubricate "0" ring for ease in assembling reser-
voir. Align reservoir so that the indentation on back will OIL INLET
mate with angular boss on suction end cap. FLOW CONTROL
VALVE
PUMP OUTLET TO FLOW CONTROL
NOTE GEAR POWER STEERING PLUG 58x217
Reservoir alignment may be achieved by sighting Figure 112-Power Steering Pump

thru the 9/32 inch hole in the back of the reservoir.
Push the reservoir into place applying force around
its outside diameter.
The amount of flow through the pump is limited by
the flow control valve. As oil flows from the rotor outlet,
Replace the copper gasket between the head of the it passes through orifices in the flow control valve on
1/4 inch hex head cap screw and the back of reservoir. its way to the pump outlet and the power steering gear.
Tighten the 1/4 inch cap screw to 15 foot-pounds torque. Flow through the orifice causes a pressure differential
to exist across the valve from the closed end to the
CAUTION
open end. The higher pressure oil outside the valve is
exposed to the left end of the valve. The difference in
Do not attempt to align or pull the reservoir into pressure, forces the flow control valve to the right a
place on the angular boss with the Vs inch cap sufficient amount to cause the center valve land to
screw. expose the inlet port allowing recirculation of oil from
the rotor outlet, back to the rotor inlet. This action takes
Install shaft key, and pulley. Tighten pulley attaching place when oil flow reaches the allowed maximum of
bolt to 20 foot-pounds torque. Refill pump with Automatic approximately two gallons per minute.
Transmission Fluid Type "A" oil. Adjust fan belt. Maximum oil pressure in the unit is limited to 850-950
psi. by the pressure relief valve. When pressure in the
14. CONSTANT CONTROL POWER unit reaches this amount, it overcomes the force of the
STEERING PUMP (SLIPPER TYPE) spring on the relief valve, forcing the valve plunger
off its seat and allowing the oil to flow through the
The slipper-type power steering oil pump is a con- opening around the plunger. Openings in the pressure
stant displacement pump, bracket-mounted to the relief valve body return the oil to the reservoir.
engine water pump housing, and belt-driven by the
engine fan pulley. REMOVAL
Elimination of pulsation in oil flow is achieved by the
cam surface of the pressed-in insert which evens out Relieve tension and remove fan belt. Place a suitable
oil flow through the pump. Recirculation of oil from container under the pump. Disconnect the pressure and
rotor outlet to rotor inlet results in a reduction of torque return hoses, cap the hoses and keep the ends high
required to drive the pump and thus reduces the amount to prevent loss of fluid in the power steering unit. Re-
of engine horse power necessary to drive the pump. move the screws attaching the pump brackets to the
water pump housing. Clean all exterior surfaces of the
OPERATION pump before starting disassembly.
In operation, the slippers, as shown in Figure 112, DISASSEMBLY
push the oil through the pump. Continuous slipper con-
tact is assured by the spring loaded slippers against Remove filler cap and dipstick assembly. Drain reser-
the eccentric inside diameter and by centrifugal action voir and pump. Remove the front and rear brackets
at higher speeds. from the pump reservoir and pump. Carefully pry the
MyMopar.com
STEERING 125
FLOW CONTROL VALVE

PLUG AND SNAP RING PUMP OUTLET
"0" RING
TOOL
SNAP
RING
58x225
58x224
Figure 115-Removing Flow Control Valve Snap Ring
Figure 113-Removing Fan Pulley With Tool C-3615
TOOL
RELIEF VALVE
ASSEMBLY
"0" RING
GASKET
58x281
Figure 116-Removing Flow Control Valve Plug
58x280 With Tool C-3655
Figure 114-Removing Relief Valve
If there was evidence of a malfunction in the flow
control valve, remove the flow control valve snap ring
reservoir from the pump. Reinstall the front bracket to with snap ring pliers C-3229, as shown in Figure 115.
the pump to be used as a holding fixture. Use spacer Remove the flow control valve plug by threading a tap
washers between pump body and bracket to make Tool C-3655 into the plug, as shown in Figure 116. With
sure bolts do not bottom in pump housing. the tap securely threaded in plug, install tool spacer
Install pulley removing Tool C-3615, as shown in and nut over tap. Tightening nut while holding tap from
Figure 113, by engaging the two half collars under the turning will force the plug from the housing bore. The
pulley hub flange (tapered ends toward pulley) and the flow control valve is spring-loaded and care should be
flat ends of the collars engaging the collar locking the used when removing the plug.
retainer of the puller screw. Install the collar sleeve Thread the puller portion of Tool C-3642 into oil seal
to hold the collars and screw in position. While holding far enough to engage the metal portion of the seal, as
locknut, turn center screw to remove pulley. Remove
the relief valve assembly and gasket, as shown in
Figure 114. NOTE
Further disassembly of the pump is not recom-
mended as component parts of the pump other than
NOTE the reservoir, "0" ring and relief valve are not
Relief valve is serviced only as an assembly. serviced separately.
MyMopar.com
126 CHASSIS
TOOL
SNAP RING
TOOL FLOW
CONTROL
VALVE
PLUG
SEAL
58x282
Figure 118-Installing Flow Control Valve Plug
58x228
Figure 117-Removing Oil Seal
shown in Figure 117. Turning puller center screw while

TOOL
holding puller body will force the seal from the pump
insert.
CLEANING AND INSPECTION SEAL
Clean all parts thoroughly in a clean solvent, discard
body to reservoir "0" ring and pump shaft oil seal.
Check flow control valve and bore for burrs and
scratches. Valve must operate freely in bore. Small
scratches can be carefully removed with crocus cloth.
Do not round off the square edges as they are vitally
important to this type of valve.
The housing bore for the flow control valve should
not be honed or machined. If the bore is scratched or 58P62
worn, the pump should be replaced.
Figure 119-Installing Oil Seal
ASSEMBLY
Install flow control valve spring, valve and a new

valve plug and snap ring. Drive valve plug with Tool in holding fixture Tool C-3643, as shown in Figure 120,
C-3233, as shown in Figure 118, far enough into bore so that the pressure will be absorbed by the lower end
to install snap ring, then drive snap ring and plug of the pump shaft. Install pulley with a heavy duty
with Tool C-3233 until snap ring seats in its groove in arbor press. Pulley hub must be flush with end of shaft.
housing bore. Install relief valve and gasket assembly. Lubriplate large "0" ring and install in outer groove
Install oil seal with Tool C-3640. Lip of seal must face in pump body. Install reservoir gasket, reservoir and
toward pump body and top of seal must be flush with reservoir attaching screws. Tighten screws to 10 foot-
front insert, as shown in Figure 119. Support pump body pounds. Install pump bracket.
MyMopar.com
STEERING 127
evident at the center position, the cross shaft adjust-

,PULLEY ment is too tight. Raise the front wheels and repeat the
PRESS
test. If binding is no longer evident, the cross shaft roller
tooth may be binding on the pin. The roller tooth should
be free enough to turn with the fingers. If binding is
--PUMP
evident with or without the weight of the car on the
PUMP SHAFT
front wheels the cross shaft bushings may be scored.
I 3. WORM AND TUBE ASSEMBLY-Inspect for bind-
RELIEF ing near the extreme right or left position of the steering
VALVE wheel. If binding is evident, the bearings are damaged,
TOOL or are adjusted too tightly. Inspect the tube by turning
the steering wheel from the extreme right to the extreme
left. If intermittent drag is felt the tube may be bent.
""111"111W1
4. JACKET AND JACKET BUSHING- Loosen the in-
strument panel bracket and check the free position of
the steering column. If the jacket does not line up with
58x229 p111.11=1.1111111rf
the center of the bracket, binding may occur. Turn the
Figure 120-Installing Pump Pulley steering wheel from left to right. If drag is evident, the
jacket bushing may be scored or too tight.
LOOSE STEERING
CAUTION
Pump must be supported in a manner in which If any part of the steering system is unusually loose,
all pressing force will be applied to the shaft only, wander, excessive road shock, or wheel shimmy may
otherwise pump body and rotor will be damaged. result. To determine where excessive looseness exists,
remove the Pitman arm from the cross shaft and make
the following tests:
INSTALLATION
1. TIE ROD ENDS-To test for looseness, check for
Position pump on engine and install and tighten end play in the tie rods with the weight of the car on
attaching bolts securely. Connect the pressure and the wheels.
return hoses. Fill reservoir to the full mark with Auto-
matic Transmission oil Type "A". 2. CROSS SHAFT-Check for backlash at the center
position of the Pitman arm. Inspect for side play in the
cross shaft. See "Steering Gear Adjustments" on Page
15. DIAGNOSIS PROCEDURES 83.
CARS WITH STANDARD STEERING 3. WORM AND TUBE-To check for end play at the
upper end of the tube, move the Pitman arm back and
Hard steering is usually due to binding in the steering forth without turning the steering wheel. There should
assembly and may be accompanied by wander. Before be no up-and-down movement of the steering wheel at
testing for this condition, make sure the tires are inflated the steering column jacket.
to the recommended pressure and the front wheel align-
ment is correct. Test steering action with the weight of 4. JACKET BUSHING-To determine if the jacket
the car on the front wheels and the front wheels on bushing is loose or worn, check for side play in the tube
turntables. If hard steering is evident, inspect the at the upper end by moving the steering wheel from
following: side to side.
1. TIE ROD ENDS-Lubricate the rod ends and check 5. STEERING WHEEL-Check the position of the
alignment. The sockets should rotate freely on the ball steering wheel. The spokes should be equally spaced
studs. The tie rod end sockets on the same tie rod should when the front wheels are in the straight-ahead position.
be parallel with each other. If one socket is level and
one is at an angle, a binding action may occur on ex-
treme turns. CARS WITH COAXIAL POWER STEERING
2. CROSS SHAFT-Turn the steering wheel from When a check is made on a report of an oil leak, be
right to left through the center position. If binding is sure to keep in mind the difference between oil leakage
MyMopar.com
128 CHASSIS
and oil seepage. An oil spot on driveway, or one that test hoses Tool C-3211 and C-3318 so gear can be opera-
drops on outside of gear housing, doesn't necessarily ted under pressure. Drain and remove upper housing.
mean there's an oil leak in power steering unit. The only Using Tool C-3555 secure housing head. Remove all
way to tell whether it's seepage or leakage is to find out traces of oil around housing head, upper piston and
whether owner has had to add oil to reservoir to main- connector assembly. Start engine and check for source
tain proper level. of leaks.
Seepage can be caused by one or more of the follow-
ing:
NOTE
1. Overfilling of upper housing. If a unit is filled level
To build up pressure in unit when testing, it will
with filler plug opening, instead of using proper meas- be necessary to move control valve off center in each
ured amount of oil, (14 oz.) it may show signs of seepage
direction with adjusting Tool C-3445.
at vent due to expansion.
2. The normal breathing action of unit will leave a
slight film of oil around vent opening. REACTION SEAL
3. Recently installed units. Oil becomes trapped in Determined by oil coming from connector assembly.
vent passage during shipping and drains out when unit Inspect seal for signs of shrinkage or being damaged
is operated at mating surface between upper and lower and replace with new seal. Check new seal prior to
housing. installation for snug fit in valve control spacer. Also
If turning force is applied on steering wheel after inspect upper rod for being scratched at seal sealing
front wheels have reached their limit of travel and surface.
engine is accelerated excessively, it is possible to build
up pump pressure in excess of 1,000 psi., which causes CONTROL VALVE ROD UPPER "0" RING
the power steering unit to flex at point when two hous- Determined by oil coming from connector assembly.
ings are bolted together. Constant flexing at this point Remove "0" ring and inspect "0" ring seat for foreign
will cause seepage at the "0" ring. This is definitely an material, nicks, or burrs. Install new "0" ring making
abnormal operating condition. sure it is seated properly in groove and cannot possibly
If some doubt exists as to whether or not a unit has come out of groove when pressure is applied. Always
internal leakage into the upper housing, insert a pipe install new upper and lower valve rod "0" rings when-
cleaner into upper housing vent to absorb any oil which ever gear is disassembled.
may be trapped in opening. Start engine and turn steer-
ing wheel from one extreme of travel to other, holding UPPER PISTON ROD SEAL
it a short time against each wheel stop.
Due to oil leaking around the upper piston rod at
housing head. Replace seal, at the same time inspecting
CAUTION seat in housing head for nicks and buns; also check
sealing surface on upper piston rod for scratches.
Do not exceed 1,400 engine r.p.m. or hold against Make sure seal is properly seated in housing head.
stops longer than 15 seconds, as it is possible to
damage power units, fan belt and/or oil pump. POROUS HOUSING HEAD
This can be noted by oil seeping through pores in

If there was no escape of oil from vent during this housing head. If this condition exists, replace housing
test, the condition existing was one of seepage, or all head.
of oil has been lost from upper housing due to neoprene
plug missing from vent passage inside housing. LEAKAGE AT MATING SURFACE BETWEEN THE
UPPER AND LOWER HOUSINGS
LEAKAGE
May be caused by looseness of attaching screws
If oil was observed coming from vent during above which secure upper and lower housings. These screws
test, remove chuck assembly from the vehicle to deter- should be torqued to 30 foot-pounds. If leakage was not
mine source of leak. Special Service Tool C-3555 Dummy caused by looseness of attaching screws, or an abnor-
Flange Bulkhead Retainer has recently been released. mal operating condition, inspect for improper seated or
This tool is desirable in locating leaks in power steering damaged "0" rings on housing, especially the one
unit. Place chuck in holding fixture Tool C-3323. Connect located on pressure side. Inspect the "0" ring seating
MyMopar.com
STEERING 129
surfaces on housing head and gear housing for nicks, engine at idle (475-500 r.p.m.). With engine idling, no
burrs, and foreign material. Install new "0" rings. turning effort being applied to steering wheel, and unit
at operating temperature the gauge should show a pres-
sure between 70-100 psi. If pressure is below 70 psi., it
CAUTION is an indication that lower piston rod relief valve is not
Make sure upper "0" ring is installed properly,
operating properly. If pressure is considerably above
on upper or smaller diameter step, or damage to
100 psi., the plunger may be sticking and preventing
housing will occur when bolts are tightened.
normal return pressure. If pressure is not within limits,
install new back pressure valve assembly, making sure
end plug is seated tightly against valve body.
LOWER HOUSING PLUG
HISSING NOISE (RIGHT TURN ONLY)
Caused by improperly installed plug.
This is caused by oil leaking past lower piston rod
gear housing seal. Remove seal, with Tool C-3450, in-
GEAR SHAFT OIL SEAL
spect lower piston rod and seal seat in gear housing for
Caused by damaged or improperly seated seal and/or nicks, burrs, scratches, etc. Install new seal being sure
snap ring. Replace seal. Remove steering arm with it is properly seated in gear housing. Install seal with
puller Tool C-3402. Remove old seal and install new Tool C-3331.
seal with Tool C-3350.
HISSING NOISE ACCOMPANIED BY LOSS OF OIL
GEAR SHAFT COVER THROUGH UPPER HOUSING VENT (LEFT TURN ONLY)
Leaks at gear shaft cover can be corrected without This is caused by oil leaking past upper piston rod
removal of unit from vehicle. housing head oil seal. Remove seal, inspect upper piston
1. Between gear shaft cover and housing-Due to rod and seal seat in housing head for nicks, scratches,
loose cover attaching screws or damaged "0" ring. burrs, etc. Install new seal being sure it is properly
Tighten attaching screws to 20 foot -pounds, torque. If seated in housing head. Use same tools that were used
leak persists, remove cover and replace "Cr ring. In- on lower piston rod seal.
spect mating surfaces of cover and housing for nicks,
burrs, etc. CREAKING NOISES ON TURNS
2. Around cover attaching screws-Two of these Probably due to loose gear to frame mounting bolts.
screws have neoprene seals, the two adjacent to engine Tighten bolts 60 foot-pounds torque.
do not. Make sure seals are installed properly or re-
placed with new ones if needed. SNAPPING NOISES
3. Around threads of gear shaft adjusting screw-Due This is usually an intermittent noise which is pro-
to damaged "0" ring. Remove cover and replace adjust- duced when direction of steering wheel rotation is sud-
ing screw "0" ring. denly reversed. Tighten steering gear to frame mount-
ing bolts. If noise still exists, remove steering chuck
Check for porosity of housing. from vehicle and proceed as follows:
1. Check coupling screw for tightness.
NOISE IN CHUCK ASSEMBLY
2. Check lower piston rod bushing dowel pin for being
Squealing (high pitched). If squeal is encountered too high.
only while applying turning force to steering wheel, it
is an indication that pump drive belt adjustment is too 3. Remove bushing and inspect for any foreign mat-
loose. Make sure belts are adjusted to proper tension. ter which may be under bushing, preventing it from
seating properly.
HISSING NOISE (NO LOAD) 4. Inspect bearing surface of bushing for signs of
Caused by low oil level or improper operation of excessive roughness.
back pressure valve, in lower piston rod. Fill reservoir 5. Install new bushing if needed, making sure it is
to proper level and recheck for noise. If noise is not seated properly in gear housing and head of dowel pin
eliminated, make following pressure checks: is slightly below bearing surface of bushing.
Connect pressure gauge Tool C-3309 between the 6. Check lower piston to assure a tight fit exists at
pump and pressure hoses. Open gauge valve and run piston. If looseness exists, it could possibly be due to
MyMopar.com
130 CHASSIS
too thin a snap ring or too wide a snap ring groove. If steering wheel freeplay does not exceed % inch, it
is an indication that the difficulty is caused by one of
7. Replace necessary parts to assure a tight fit. the following:
CHUCKLE NOISE 1. Steering gear arm nut loose on gear shaft-Tighten
120 foot-pounds torque.
This noise will be most noticeable when vehicle is
being operated on rough or choppy roads and usually 2. Loose front wheel bearings-Adjust.
is accompanied by wheel wander. This condition can
3. Steering linkage-Check for worn or loose tie rod
be caused by any one or more of following items, each
of which should be checked in following procedure:
ends, loose steering knuckle arms, drag links, etc.
Tighten or replace necessary parts to eliminate free-
1. Steering gear arm nut loose on gear shaft-Tighten play.
120 foot-pounds torque.
4. Front wheel alignment-Align front wheels.
2. Loose front wheel bearing-Adjust bearings.
3. Gear shaft adjusted too loose-Adjust gear shaft. POOR RETURNABILITY (BOTH DIRECTIONS)
4. Steering tube coupling screw loose-Tighten screw. This is a condition whereby front wheels will not re-
turn to straight ahead position without assistance of
5. Worm bearing preload adjustment too loose-Ad- operator. A primary cause of this condition is often due
just to proper preload with Tool C-3319 and C-3320 in to low tire pressure, therefore, prior to checking further,
combination with correct torque wrenches. inflate tires to proper pressure and road test. If condition
6. Excessive worm shaft end play in connector as- exists, check returnability of power unit as follows to
sembly-Replace worm and connector as an assembly. determine if condition is caused by power unit or front
wheel alignment.
WANDER (STEERING WHEEL FREEPLAY) Disconnect linkage from steering gear arm and start
This is a condition whereby operator has to constantly engine. With engine idling, use torque wrench on steer-
turn steering wheel in order to hold vehicle in a straight ing gear arm nut and check torque required to turn gear
course. To determine whether or not this condition is shaft through center from one extreme to the other.
caused by power steering unit, proceed as follows: The torque reading should be approximately equal
With front wheels in straight-ahead position and rest- in each direction and should not exceed 40 foot-pounds,
ing on floor, start engine. Using a very light feather + or - 10 pounds. If torque reading does not exceed
touch on steering wheel, check for freeplay. This should 40 foot-pounds + or - 10 pounds, it is an indication that
not exceed % inch. difficulty is caused by one of following and not power
steering unit.
1. Check all tie rod ends and steering knuckles for
CAUTION binding-If a bind is found to exist in any of these parts,
Extreme care should be used when checking steer- replace as necessary.
ing wheel freeplay, as it is rather difficult to check 2. Front wheel alignment-Align front wheels.
exact point where freeplay begins and ends.
If torque readings exceed 40 foot-pounds, + or -
10 pounds in either direction, it is an indication that the
If steering wheel freeplay exceeds % inch, without condition is caused by the power steering unit. To de-
moving steering linkage, it is an indication that this termine an exact source, it will be necessary to start
difficulty is caused by one of following items in power engine and recheck amount of torque required to turn
unit, and should be checked in following sequence: gear shaft each time one of following items is checked.
1. Gear Shaft adjustment too loose-Adjust gear 3. Steering wheel to column jacket interference Ad-
shaft. just to give necessary clearance.
2. Steering tube coupling screw loose-Tighten screw. 4. Steering column jacket bearing-Remove steering
wheel, with puller, Tool C-3428, jacket and shroud as-
3. Worm bearing preload adjustment too loose-Ad- sembly and steering tube. Recheck torque, if reading
just to proper preload with Tools C-3319 and C-3320 and is 40 foot-pounds or below, the difficulty is caused by
in combination with correct torque wrenches. steering column jacket bearings, replace bearings. If
4. Excessive worm shaft end play in connector as- reading was not below 40 foot-pounds, proceeed as
sembly-Replace worm and connector as an assembly. follows:
MyMopar.com
STEERING 131
5. Gear shaft adjustment too tight-Adjust gear shaft. while considerable force is required, in the opposite.
Worm bearing preload too tight. Place unit in special In severe cases of unequal steering effort it is possible
holding fixture Tool C-3323, connect test hoses and refill that vehicle will have a tendency to self steer unless
steering wheel is held.
reservoir. Remove worm shaft oil seal. Start engine and
recheck torque reading. If torque reading remains above Unequal steering effort is often mistaken for "lack
40 foot-pounds, check worm bearing preload for being of assist in one direction," make sure difficulty is diag-
too tight. nosed properly before attempting to correct. To estab-
Readjust preload. If reading still remains above 40 lish which condition exists, check turning effort of steer-
foot-pounds, proceed as follows: ing wheel as follows:
6. Worm shaft binding in connector-Remove upper 1. With engine idling and front wheels resting on
housing and using Tool C-3555 secure housing head. floor, turn steering wheel at normal rate of r.p.m. from
Start engine and recheck torque reading. If reading is one extreme to other, noting amount of turning force
40 foot-pounds or below, difficulty is due to either worm required. Turn steering wheel in same manner except
shaft binding in connector or connector guide rails bind- at much higher rate of r.p.m. and again noting amount
ing on housing. Inspect and replace necessary parts. of turning force required.
POOR RETURNABILITY (ONE DIRECTION ONLY)

CAUTION
This is a condition whereby front wheels will not re- Do not exceed 60 steering wheel r.p.m.'s when
turn to straight ahead position without assistance of making this check.
operator. A primary cause of this condition is often due
to low tire pressure, therefore, prior to checking further,
inflate tires to proper pressure and road test. If condi- If turning force did increase considerably with higher
tion still exists, check returnability of power unit as rate of steering wheel r.p.m.'s then refer to "lack of
follows to determine if condition is caused by power unit assist" (one direction). If amount of turning force did
or front wheel alignment: not increase appreciably with increased steering wheel
r.p.m. then it is reasonable to assume that condition is
I. Disconnect linkage from steering gear arm and
start engine. unequal steering effort.
2. With engine idling, use a torque wrench on steering

2. Disassemble unit as required.
gear arm nut, and check torque required to turn gear
shaft through center from one extreme to other. The CONTROL VALVE ADJUSTMENT
readings should be approximately equal and not exceed Disconnect linkage and center control valve so that
40 foot-pounds, then difficulty is caused by front wheel an equal amount of torque is required to turn gearshaft
alignment and not power unit. from one extreme to other. If proper adjustment cannot
3. Align front wheels. If this does not correct condition, be maintained after it has been set, then refer to "in-
proceed as follows: ability to maintain control valve adjustment."
To align gear assembly place wheels in straight ahead
UPPER PISTON ROD MOVEMENT IN PISTON
position, loosen the idler arm bushing bolt nut, and re-
tighten to 60 foot-pounds, making sure there is no pre- Check fit of snap ring which retains upper piston rod
load in the rubber bushing in the straight ahead posi- in piston, by attempting to rotate it. If snap ring can be
tion. Loosen the steering column jacket clamp at the rotated, it will allow upper piston rod to move axially
instrument panel. Loosen the three bolts that mount the with respect to piston thus displacing control valve in
gear to the frame. Then tighten front upper and lower relation to valve body. This can cause self steering in
gear housing to frame attaching bolts to 20 foot-pounds either direction; however, it is usually most noted to be
torque. Install wedge over rear bolt between housing the left. To correct, replace piston making sure snap
and frame, tapping lightly in place. Tighten three attach- ring seats properly.
ing bolts to 70 foot-pounds torque.
CONNECTOR NUT
UNEQUAL STEERING EFFORT
(Severe Cases of Self Steering) Anything which will cause valve rod adjusting disc
to be loose in connector, will result in self steering.
A condition whereby operator finds that it takes Check for connector nut not tightened sufficiently to
very little effort to turn steering wheel in one direction, lock valve rod adjusting disc and reaction assembly in
MyMopar.com
132 CHASSIS
connector. To accomplish this, remove worm connector 2. Upper piston rod nut loose-Tighten to proper
and reaction assemblies from upper piston rod. Re- torque.
assemble by placing the adjusting disc, adjusting disc 3. Control valve loose on rod-The control valve rod
retainer and valve control spacer in their respective is connected to control valve by peening. Check for any
positions in worm connector. Install worm connector movement between the two. If movement exists, re-
nut and tighten securely. Insert small punch or screw place control valve and rod. Do not attempt to tighten
driver through bottom of connector and attempt to by peening.
rotate adjusting disc. If it cannot be rotated, it is properly
locked. 4. Upper piston rod loose in piston-Check for move-
ment of upper piston rod in piston. If movement exists,
CONTROL VALVE LOOSE ON ROD replace piston.
The control valve rod is connected to control valve
by peening. Check for any movement between the two. LACK OF ASSIST (ONE DIRECTION)
If movement exists, replace control valve and rod. Do This is a condition whereby operator finds that con-
not attempt to tighten by peening. siderable more effort is required to turn steering wheel
in one direction than it does the other. Since lack of
UPPER PISTON ROD NUT LOOSE assist in one direction is often mistaken for "Unequal
Tighten to proper torque. Steering Effort" and causes for each are entirely dif-
ferent, make sure difficulty is properly diagnosed before
UPPER PISTON ROD attempting to correct. To determine which condition
Inspect upper piston rod for being scored at reaction exists, refer to "Unequal Steering Effort" for method of
seal retainer bearing surfaces and replace if needed. establishing. Lack of assist in one direction usually is
found to be caused by one of following:
REACTION ASSEMBLY I. Piston Ring (Neoprene)-Check for damaged neo-
If above mentioned items have failed to correct un- prene piston ring.
equal steering effort, replace all reaction parts. Make 2. Housing Head Oil Seal Upper Piston Rod-A dam-
definitely sure valve control spacer is matched to upper aged or improperly seated housing head oil seal will
piston rod. The length of valve control spacer must be cause lack of assist when turning to left, and will also
identical to distance between the seat of lower valve be accompanied by loss of oil out vent in upper housing.
control spacer retainer and the seated upper piston Inspect sealing surface on upper piston rod for being
rod nut. scratched. Replace if necessary. Install new housing
head oil seal making sure it is properly seated in hous-
INABILITY TO MAINTAIN CONTROL VALVE ing head.
ADJUSTMENT
3. Lower Piston Rod Oil Seal-A damaged or im-
This condition can be caused by one of the following: properly seated lower piston rod oil seal will cause lack
Reaction spacer being too long, too short, or by burrs, of assist when turning to right. Inspect sealing surface
or out of squareness of any reaction area parts which on lower piston rod for being scratched. Replace if
are held inside connector by connector nut, including necessary. Install new lower piston rod oil seal making
nut. Anything which causes unseating of reaction re- sure it is properly seated in housing.
tainers when no turning force is applied will make
accurate valve adjustment impossible. This can also be 4. Valve Rod Lower "0" Ring-Inspect for damaged
caused by one of following: lower valve rod "0" ring in upper piston rod. Inspect
groove for any foreign matter. Install new "0" ring
making sure it is seated properly in groove.
CAUTION
5. Piston Rod "0" Rings-Inspect for damaged "0"
The turning torque for valve control rod in threads rings on both upper and lower piston rods which may
of valve rod adjusting disc should be 10-12 inch- be causing leakage between piston and rods. Install
pounds to prevent any looseness at this point. Do new "0" rings making sure they fit properly in grooves.
not exceed 20 inch-pounds, otherwise damage to
valve rod and/or adjusting tool may result. LACK OF ASSIST (BOTH DIRECTIONS)
This is a condition whereby operator notes that con-
1. Valve control rod loose in nut valve rod adjust- siderable amount of effort is required to turn steering
ing cap assembly. Replace the valve rod adjusting wheel in both directions. To locate cause of condition,
assembly as required. check following possibilities in manner in which listed:
MyMopar.com
STEERING 133
1. Tire pressure too low-Inflate to proper pressure. PUMP NOISE

2. Pump Drive Belt Slipping or Broken-Adjust belts 1. CHECK OIL LEVEL IN RESERVOIR-Oil level
to proper tension, or replace if needed. should be up to mark on filler neck when pump is at
175°F.
CAUTION 2. AIR IN STEERING SYSTEM-Check all connec-

tions to make certain that they are tight.
Where two belts are used, make definitely sure
both top and bottom belts are adjusted, otherwise 3. DISCHARGE AND RETURN LINE HOSES-The
condition will remain. hoses must not touch any part of the body or frame ex-
cept where they are attached to the pump or steering
column.
3. Low fluid level-Fill reservoir to proper level.
4. LOOSE PULLEY.
4. Should lack of assist still be encountered, a pres-
sure check should be made to determine if pump is at 5. WATER IN OIL.
fault.
HARD OR JERKY STEERING TOWARD END
PUMP NOT PRIMING OF FULL LEFT OR RIGHT TURN
1. PLUNGER SPRING-Weak or broken (compress DRIVE BELT-Tighten drive belts to specified torque.
to a height of 6%4 inch, the spring should exert a force
of 29.7 to 36.3 pounds when compressed). OIL LEVEL IN THE RESERVOIR
2. FLOW VALVE-Stuck in open position. Check for
The following precautions should be observed for
dirt or burrs on flow spool or in valve liner.
best performance of the sleeve-type power steering
pump.
REDUCED OR NO FLOW
The oil level in reservoir will vary according to the
1. FLOW VALVE-Stuck in open position-check for operating temperature. The normal operating tempera-
dirt or burrs on flow spool or in valve liner. ture of the pump is approximately 175°F. At this tem-
2. RELIEF VALVE-Leaking-check for dirt or nicks perature, the oil should be up to the oil level mark on
on relief valve seat. the filler neck. At 70°F. the oil will be approximately 3'/4
inches from top of the filler neck.
3. RELIEF VALVE SPRING-Weak or broken-when
compressed to a height of 3%4 inch, the spring should
exert a force of 12.5 to 14 pounds when compressed.
NOTE
4. FLOW VALVE SPRING RETAINER-Loose, torque
to maximum specifications. The oil level should never be allowed to fall below
the baffle in the reservoir.
5. CAP SCREWS-On either end of pump-loose-
torque to indicated specifications.
6. FLOW VALVE SPRING-Weak or broken-When Automatic Transmission Fluid Type "A" is used in
compressed to a height of 11/2 inch, the spring should the steering system; however, S.A.E. lOW may be used
exert a force of 11.25 to 13.75 pounds when compressed. to bring the oil level to the proper place if the level is
low. If the steering system is drained, it should be filled
LOW SHUT-OFF OR RELIEF PRESSURE with transmission fluid. The pump must be full before
1. RELIEF VALVE SPRING-Weak or broken-re- the engine is started. After starting the engine, add suf-
ficient oil to make up for the pump consumption to bring
place.
oil up to operating level.
2. RELIEF VALVE-Leak-check for dirt or nicks on
relief valve seat. BELT TENSION
3. FLOW VALVE-Stuck in open position-check for
The belt tension may be checked by applying torque
dirt or burrs on flow spool or in flow valve liner.
wrench to the bolt which holds the pulley in place. Turn-
4. CAP SCREWS ON EITHER END OF PUMP-Loose ing in the direction which will tighten the bolt, the torque
-torque to indicated specifications. should be 20 foot-pounds.
MyMopar.com
134 CHASSIS
CARS WITH CONSTANT CONTROL TEMPORARY INCREASE IN EFFORT WHEN TURNING

POWER STEERING STEERING TO RIGHT OR LEFT
HARD STEERING A. Low oil level.
A. Tires not properly inflated. B. Loose pump belt.
B. Low oil level (Usually accompanied by pump C. Oil on pump belts.
noises). D. Binding steering linkage.
C. Loose Pump Belt. E. Engine idle too slow.
D. Oil on pump belts. F. Defective power steering pump.
E. Steering linkage needs lubrication. G. Air in system. (Work steering wheel from right to
F. Power steering pump output low. left until air is expelled).
G. Steering gear malfunction. H. Gear malfunction.
(1) Cross shaft adjustment too tight. (1) External leakage.
(2) Pressure control valve stuck in closed position. (2) Improper cross shaft adjustment.
(3) External oil leakage at the following points: (3 Excessive internal leakage.
Lower sector shaft oil seal. Sector shaft adjusting
screw seal. Sector shaft cover "0" ring seal. EXCESSIVE STEERING WHEEL FREE-PLAY
Valve housing-to-gear housing "0" rings. A. Improper cross shaft adjustment.
(4) Defective or damaged valve lever . B. Column support spanner nut loose.
If pressure gauge will build up to 850 to 950 psi., C. Improper worm thrust bearing adjustment.
check the following points:
Defective or damaged gear shaft bearings. LACK OF ASSISTANCE-One Direction
Dirt or chips in steering gear.
Damaged column support worm shaft bearings. A. Oil leaking past worm shaft cast iron oil seal ring
Damaged thrust bearing or excessive preload ad- or ferrule "0" ring.
justment.
Rough, hard to turn worm and piston assembly. -Both Directions-
(5) Excessive internal leakage. If pressure gauge A. Broken "D" ring on worm piston.
will not build up to 850 to 950 psi., check the B. Piston end plug loose.
following points: C. Reaction seal missing.
Cylinder head "0" rings. D. Pump belt slipping.
Cylinder head reaction seal. E. Pump output low.
Cylinder head worm shaft oil seal assembly.
Column support-to-ferrule "0" ring seal. NOISES
Column support reaction seal.
A. Buzzing noise in neutral, stops when steering wheel
Cylinder head "0" rings. is turned-sticking pressure control valve.
POOR RECOVERY FROM TURNS B. Noisy power pump.
A. Tires not properly inflated. C. Damaged hydraulic lines.
B. Steering linkage binding. D. Pressure control valve sticking.
C. Improper wheel alignment.
E. Improper sector shaft mesh adjustment.
D. Damaged or defective steering tube bearing.
E. Steering wheel column jacket and steering unit not F. Air in system.
properly aligned.
F. Steering gear malfunctions. SELF-STEERING OR LEADS TO EITHER SIDE
(1) Improper cross shaft mesh adjustment. A. Tires not properly inflated.
(2) Pressure control valve piston stuck in open posi- B. Improper wheel alignment.
tion.
C. Steering wheel off center when car is traveling
(3) Column support spanner nut loose.
straight ahead.
(4) Defective or damaged valve lever.
(5) Improper worm thrust bearing adjustment. D. Valve body out of adjustment:
(6) Burrs or nicks in reaction ring grooves in cylinder Steering to the left-Move steering valve housing
head or down on steering housing.
(7) Defective or damaged cylinder head worm shaft Steering to the right-Move steering valve housing
seal ring. up on steering housing.
(8) Dirt or chips in steering gear unit. E. Valve lever damaged.
(9) Rough or catchy worm and piston assembly. F. Column support spanner nut loose.
MyMopar.com
135
PART ONE CHASSIS

SECTION 8-FRAME, REAR SPRINGS, SHOCK ABSORBERS
Pages
1. Frame 135
2. Rear Springs 138
3. Spring Interliners 139
4. Shock Absorbers 140
1. FRAME between the points connected by any two corresponding

diagonals should be within 1/4 inch.
The dimensions shown in Figures 2, 3, 4 and 5 are the
distances between the indicated points as measured With the body removed, diagonals may be measured
with a steel tape. Frame measurements on cars should with a steel tape. Measurements may be taken without
be taken from the radiator support bracket holes. removing the body by using a plumb bob and chalk line.
Measuring from these points is the most accurate way To take diagonal measurements with the body on the
of showing the true relationship of the various frame car, place the car on a level floor. Suspend the plumb
parts. bob directly under the center of one of the rear body bolts
and mark the floor at that point. Repeat the same pro-
Diagonal measurements can be taken to check the cedure under the center of other body bolts. The marks
squareness of the frame. See Figure 1. If the frame
made on the floor will represent various points which
brackets are bent, these measurements may be taken
can be checked diagonally.
from corresponding points on the frame side rails and
cross members. Any two diagonals compared must repre-
sent exactly corresponding points on each side of the CORRECTING FRAME ALIGNMENT
frame. Diagonal measuring will determine which sec-
tion of the frame is bent and where force should be Correct frame alignment can usually be restored by
applied to restore correct alignment. straightening the frame parts. If frame cross members,
side rails or brackets are badly distorted, it is a better
CHECKING FRAME ALIGNMENT practice to replace the entire assembly or the individual
parts.
To check the frame for alignment, measure the dis-
tance between the points connected by line "A." Com- When installing such parts as body hangers or rear
pare this measurement with the distance between the engine support cross members, use the old rivet holes
points connected by line "B." See Figure 1. Compare all as a guide for correct positioning and weld these parts to
corresponding diagonals in this manner. The distance the frame.
57P18
Figure 1-Diagonal Measurements
MyMopar.com
136 CHASSIS
45% 49%
46% -1
55%
97%- -.4
-----121%-
179%
191%
8%
9%
TOP OF FRAME LINE

194%
1
571'17
Figure 2-Frame Dimensions-All Models-P-30, LP-1

Except Convertible Coupe and Suburban
45% 45% 49%
-179%
191%-
TOP OF FRAME LINE

1941/4
Figure 3-Frame Dimensions-All Models-P-31, LP-2 57P16

Except Convertible Coupe and Suburban
MyMopar.com
FRAME 137
413
40%,
1
48%
-191%
8%
TOP OF FRAME LINE '
194%
57P1 9
Figure 4-Frame Dimensions
P-31, LP-2 Convertible Coupe

FRAME
Models P-30 P-31 LP-1 LP-2
Type Box Section
Frame Dimensions See Figures 2, 3, 4 and 5
REAR SPRINGS
Type Semi-Elliptic with Grooved Leaves
Number of eaves 4 (exc. Sub.) 4 (exc. Sub.) 5 (exc. Sub.)
6 (all Suburbans)
Heavy duty springs-6 leaves (except Suburban)
-7 leaves (Suburban)
Type Shackle Side strapped with rubber bushed bolts
Type Pivot Front End Rubber Bushings
Rear spring silent block nut 60 ft. lbs.
Shock absorber stud nut 1/2 in. 60 ft. lbs.
Rear spring U-clip bolt nuts 70 ft. lbs.
Rear spring shackle nuts - VI in. 50 ft. lbs.
MyMopar.com
138 CHASSIS
--41
-r
36,.
7A. 52 53% 27% 51% 45% 45% 43%
46
7%
- 0 _1_
55%
-- 97% -
125% 31
-185%;
4%
TOP OF FRAME LINE

199%.
'1957 MODELS-183%2 58P49
Figure 5-Frame Dimensions-Suburban Models
2. REAR SPRINGS The rear ends of the springs are attached to the frame
through the medium of flat plate shackles, rubber
The spring front pivot bolts are cushioned in rubber shackle bushings, shackle bolts and nuts. Thus, the
to help reduce noise and increase riding comfort suspension of the rear springs in rubber tends to reduce
through a reduction in torque and brake reaction shock. road noise to a minimum. (No lubrication is required at
(No lubrication is required at this point.) See Figure 6. the rear shackles.) (See Figures 7 or 8.)
All models are equipped with 4 leaf springs, except
the suburban models, which are equipped with 6 leaf
springs. (Refer to Specifications.)
BUSHING Tighten spring "U" bolt nuts to 70 foot-pounds. The
spring shackles should be inspected occasionally to
make sure they are tight, but not binding. Tighten to 50
foot-pounds. No lubrication of any kind must be used on
rubber bushings.
SPRING
Front suspension heights may be affected if the rear
spring height varies more than 3/4 inch on one side as
compared with the other side. To check this, measure
the vertical distance from the top of the rear spring main
leaf to the underside of the frame side rail on both sides
of the car. If these distances differ by more than 3/4 inch,
HANGER this is an indication that one of the rear springs may
PIVOT BOLT 57x66 need replacing if condition is not due to a bent frame.
Figure 6-Spring Front Mounting Springs are expected to "bottom" under abnormal con-
MyMopar.com
FRAME 139
3. SPRING INTERLINERS
SHACKLES
REMOVAL
To replace the interliners, unload the rear springs by
BUSHINGS
jacking up the rear end of the frame until the rear shock
absorbers are fully extended.
Remove the alignment clips from the springs. Examine
the spring interliners. If any of them are missing, or if
any of them have lost their metal fasteners, they will
have to be replaced. To replace these interliners pry out
the metal fasteners directly beneath the spring leaf sur-
face and slip out the old interliner, after separating the
SPRING -II-
spring leaf from the next longer spring leaf. To effect
BUSHINGS
57x67 this separation, pry open the slight gap between the
leaves with a screwdriver until a tapered bar can be
Figure 7-Spring Rear Mounting
hammered in place between the screwdriver and the
interliner, as shown in Figure 9. Keep the tapered bar
in place.
NOTE
Clean the lower (grooved) surface of the longer spring
It should be remembered that on current vehicles, leaf as far as the interliner makes contact. Use sand-
it is perfectly normal for rear springs to show some paper wrapped around a flat file and scrub vigorously
reverse arch, even with no load, so appearance
to remove any dirt or rust spots and to obtain smooth
alone should not be the cause for the rejection of a
metallic surfaces to the left and right of the groove. Wipe
spring.
off excess particles, including dirt in the groove itself,
with a clean cloth. In order to reach between the
ditions particularly when road dips, railroad crossings leaves, open the gap by bearing down on the end of
and the like, are encountered at relatively high speeds. the tapered bar.
PIVOT BOLT SHACKLE

WASHER NUT
BUSHINGS
BUSHING NUTS
WASHER -.- SHACKLE
NUT /"-. SHOCK ABSORBER
BUSHING
WASHER
NUT
CLIPS
"U" BOLTS
WASHER
WASHERS
NUT
BUSHING
SPRING
NUTS
STUD
PLATE
LOCKWASHERS
BOLT
NUT
NUTS
57x68
Figure 8-Rear Spring Suspension
MyMopar.com
140 CHASSIS
INSTALLATION
Slip the new interliner in place by opening the gap
between the spring leaves with a tapered bar and mov-
ing the interliner until the prongs of the metal fasteners
are aligned with the holes in the shorter leaf, as shown
in Figure 10. With the tapered bar still in place, pry the
prong end of each metal fastener through the hole in the
spring leaf, as shown in Figure 11.
Remove the tapered bar from between the leaves. The
bar may be withdrawn while a screwdriver is placed
alongside. Then the screwdriver may be pulled out.
Position the wrap-around alignment clip and tighten
retainer nut, as shown in Figure 12. Peen the end of the
54x359 bolt over the nut so it will not loosen.
The interliners used on the front of the rear springs are
Figure 9-Separating Spring Leaves different than those on the rear, as shown in Figures 13
and 14. However, the same service procedures are used
whether installing the front or rear interliners.
4. SHOCK ABSORBERS
The Plymouth cars are equipped with Oriflow shock
absorbers. Oriflow shock absorbers are double acting
and provide a smoother, steadier gliding ride with
greater comfort and stability, which is particularly
noticeable at high speeds or on rolling or rough roads.
The Oriflow shock absorbers permit the car's wheels to
follow the road surfaces (and the springs to flex) without
the harshness and jitter usually found in the conven-
tional single action shock absorbers.
REMOVAL AND INSTALLATION
See Front Suspension Section paragraph 2 for the
54x removal and installation of front shock absorbers.
11111111111111111
Figure 10-Positioning New Interliner OPERATION

The springs permit the wheels to move up and down
with respect to the body. However, springs alone cannot
provide as smooth a ride as desired, because of energy
stored up in the springs during rebound and compres-
sion. In an unrestrained spring, the energy is released
suddenly and the spring continues to vibrate for a period
of time.
SERVICING ORIFLOW SHOCK ABSORBER

The Oriflow shock absorber cannot be refilled or dis-
assembled. Where servicing is required, the shock must
filigiaaa,
be removed and a new unit installed. Shock absorbers
should only be replaced if they have lost their resistance
in one or both directions or if they drip oil.
NOTE
54x361 Evidence of oil moisture is not cause to replace
them as the seal must weep to prevent scoring.
Figure 11-Prying Fastener Prong Through Leaf
MyMopar.com
FRAME 141
57x505
54x363
Figure 12-Preparing to Tighten Alignment Clip Figure 13-Rear Spring Interliners (Front)
5. DIAGNOSIS PROCEDURE
TESTING ORIFLOW SHOCK ABSORBERS
40 44. 44, 4.0
ar 441, .1Nr .66

qv r
41P
4.10 411.
l +N Av. .44
4/0 d /..4
4111 4PIP
41. 414
414 -4.6
Oriflow shock absorbers are designed to operate with
low resistance when operated slowly with high resist-
ance when operated rapidly. Since they operate with
little resistance when compressed by hand or by bench
test methods, their true operating efficiency can be deter- °we +411/ 41, 41. 4. 4. 440 +00,4110. 4111. 4111411,
mined best by a road test. It is impossible to determine AM 41. am as .41 1111.1114 460 4. IOW
"tv
the operating efficiency of Oriflow shock absorbers by
rocking the car by the bumper. "4. 4k. 4. 4ole rd. 41. 41... 4111, ALA
Hand testing Oriflow shock absorbers will only reveal +op .6 44

complete failure. The amount of ride control evident 57x506
from a hand test on the bench is small, compared with
the control exerted under actual ride conditions. For Figure 14-Rear Spring Interliners (Rear)
this reason, it is impossible to feel any sudden resistance
in an Oriflow shock absorber, no matter how fast it is
operated by hand.
NOISE
UNSATISFACTORY RIDE
1. SHOCK ABSORBERS-When the car bounces or 1. RUBBER BUSHINGS-When the rubber bushings
pitches excessively, or the springs "bottom" (with the at the shock absorbers or spring hangers become worn
car not overloaded), it may be due to lack of control of or deteriorated, the metal parts may come in contact
the shock absorbers. If the car rides hard, or steering is causing squeaks. Inspect for shiny spots at points where
difficult at high speeds, it may be due to binding in the rubber bushings are located. No lubricant of any kind
shock absorbers. (oil, grease or soap) should be applied to these bushings,
2. SPRINGS A certain amount of spring bottoming as this would destroy the bond between bushing and
on certain types of uneven road surfaces, such as a mounting.
broad hump in the road, is normal. Rubber bumpers are
provided to absorb the shock of bottoming. Excessive 2. MISALIGNED REAR SPRING-This condition may
bottoming on rough roads (with the car not overloaded) cause a squeaking noise. Check for a twisted or incor-
may be due to sagging front springs, or sagging or rectly seated rear spring. Straighten the spring by
broken rear springs. This will also cause the car to rock loosening the spring clips (U-bolts), center the spring
or pitch excessively on rough roads. and retighten the bolts.
MyMopar.com
142 CHASSIS
MANUAL TRANSMISSION
Models P-30, LP-1, P-31 LP-2*
Gears, Type Helical
Mainshaft Pilot 14 Steel Rollers

cn
er,
Countershaft 22 Steel Rollers (each end)
Reverse Idler 22 Steel Rollers
Countershaft (Controlled by .003 to .008 inch

Thrust Washers) (.003 inch preferred)
Second Speed Gear .003 to .008 inch
u9 Drive Pinion Bearing .004
Rear Mainshaft Bearing .004
089 inch (marked "

.
Thrust Washer Thickness
.093 inch (marked "B)
Snap Ring Thickness .088-.091-.094-.097 inch
Transmission Bearing Retainer Gasket .001-.0165 inch

Thickness .022-.0275 inch
Clutch Housing Run-Out .003 inch maximum
Clutch Housing Bore Run-Out .003 inch maximum
First 2.50 2.31

0
g Second 1.68 1.55
gg
Third 1.00 1.00
Reverse 3.20 3.20
Lubricant Capacity 23/t pts.
*All 1958 8 cylinder transmissions will contain heavy duty parts.

6 cylinder heavy duty transmissions will use the same transmission that is used on 8 cylinder cars.
Main Shaft Flange Nut 200 ft. lbs.
Case to Clutch Housing Screws 50 ft. lbs.
Extension or Rear Cover to Case Screw 30 ft. lbs.
MyMopar.com
142 CHASSIS
MANUAL TRANSMISSION
Models P-30, LP-1, P-31 LP-2*
Gears, Type Helical
Mainshaft Pilot 14 Steel Rollers

cn
er,
Countershaft 22 Steel Rollers (each end)
Reverse Idler 22 Steel Rollers
Countershaft (Controlled by .003 to .008 inch

Thrust Washers) (.003 inch preferred)
Second Speed Gear .003 to .008 inch
u9 Drive Pinion Bearing .004
Rear Mainshaft Bearing .004
089 inch (marked "

.
Thrust Washer Thickness
.093 inch (marked "B)
Snap Ring Thickness .088-.091-.094-.097 inch
Transmission Bearing Retainer Gasket .001-.0165 inch

Thickness .022-.0275 inch
Clutch Housing Run-Out .003 inch maximum
Clutch Housing Bore Run-Out .003 inch maximum
First 2.50 2.31

0
g Second 1.68 1.55
gg
Third 1.00 1.00
Reverse 3.20 3.20
Lubricant Capacity 23/t pts.
*All 1958 8 cylinder transmissions will contain heavy duty parts.

6 cylinder heavy duty transmissions will use the same transmission that is used on 8 cylinder cars.
Main Shaft Flange Nut 200 ft. lbs.
Case to Clutch Housing Screws 50 ft. lbs.
Extension or Rear Cover to Case Screw 30 ft. lbs.
MyMopar.com
143
PART ONE CHASSIS

SECTION IX-TRANSMISSION
MANUAL - OVERDRIVE - POWERFLITE - TORQUEFLITE
Page Page
Data and Specifications 142 11. PowerFlite-Linkage and Band Adjustments 168
1. General Information 143 12. PowerFlite-Servicing in Vehicle 172
2. Manual-Adjustment 143 13. PowerFlite-Disassembly and Inspection . 174
3. Manual-Disassembly 144 14. PowerFlite-Assembly and Installation 196
4. Manual-Assembly 147 15. TorqueFlite-Operating Principles 196
5. Manual-Installation 151
6. Overdrive-Electrical System
16. TorqueFlite-Adjustments and Tests 215
152
7. Overdrive-Disassembly and Inspection 154
17. TorqueFlite-Servicing in Vehicle 220
8. Overdrive-Assembly and Installation .. 156 18. TorqueFlite-Disassembly and Inspection 225
9. PowerFlite-Operating Principles 158 19. TorqueFlite-Assembly and Installation 249
10. PowerFlite-Hydraulic Pressure Tests 167 20. Diagnosis Procedures 263
1. GENERAL INFORMATION If a .040 inch feeler (round) gauge cannot be inserted

The gears of the Manual Transmission are of the between the gearshift tube cross pin and the bottom of
synchromesh type, helically cut to provide silent opera- the slot in the second-direct shift lever hub, see Figure
tion and long life. The countershaft gears are in con- 2, an adjustment at the gearshift tube lower support
stant mesh, thus assuring smooth, silent shifting in sec- must be made as follows:
ond and high gear.
Loosen gearshift tube lower support screws sufficient-
2. MANUAL-ADJUSTMENT ly to permit movement of the support when support is
tapped lightly with a plastic hammer. Adjust support
CROSSOVER ADJUSTMENT up or down, as required, to secure the necessary .040
Before making the crossover adjustment the gearshift inch clearance.
lever shaft must be in its normal fully returned position
in neutral. After removing lubrication fitting, as shown Tighten support clamping screws to 150 inch-pounds
in Figure 1, from the tube lever pin retainer, rotate re- torque (90 inch-pounds for power steering equipped
tainer until gearshift tube cross pin is exposed, as shown units). Rotate tube lever pin retainer to original position
in Figure 2. and install lube fitting.
STEERING COLUMN
FIRST AND REVERSE SHIFT LEVER CROSS PIN
EARSHIFT TUBE
LOWER
SUPPORT TRANSMISSION
SCREW GEARSHIFT HOUSIN
LOW AND REVERSE

CONTROL ROD
GEARSHIFT
TUBE LOWER
SUPPORT TUBE LEVER
SECOND
AND HIGH PIN RETAINER,
OPERATING
LEVER
/LOW AND SECOND AND
REVERSE
SECOND OPERATING HIGH SHIFT
AND HIGH LEVER
SHIFT LEVER LEVER HUB
\ 'SECOND AND HIGH CONTROL ROD
LUBRICATION FITTING
TUBE LEVER PIN RETAINER .040 INCH WIRE .
S7P27
GEARSHIFT TUBE LOWER SUPPORT 57P25
Figure 1-Gearshift Control Adjustment Figure 2-Gearshift Crossover Adjustment
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144 CHASSIS
CONTROL ROD SWIVELS Tighten adjusting nuts securely (70 inch-pounds

torque) against the second-direct control rod swivel
block. Be sure transmission remains in neutral. Now,
loosen and back-off adjusting nuts at low-reverse gear-
shift control rod swivel, see Figure 3.
Position low-reverse gearshift lever in direct align-
ment (through center of swivel block pin) with the sec-
ond-direct gearshift lever. Tighten adjusting nuts secure-
ADJUSTING ly (70 inch-pounds torque) against swivel block. Do not
NUTS lubricate swivel blocks.
LOW AND REVERSE CONTROL ROD

3. MANUAL-DISASSEMBLY
1.SECOND AND HIGH CONTROL ROD
57P339
REMOVAL
Figure 3-Gearshift Lever Adjustment Drain lubricant from transmission. Disconnect the
propeller shaft, speedometer cable and housing and
gearshift control rods. Remove back-up light switch (if
CAUTION vehicle is so equipped) and speedometer drive pinion.
Be sure lubricant fitting is securely tightened 70 If mainshaft is to be removed or rear oil seal is to be
inch-pounds torque. Failure to reinstall or loss of replaced, apply the hand brake to hold the mainshaft
fitting will permit tube lever pin retainer to rotate while loosening the flange nut or use flange holding
resulting in loss of gearshift tube cross pin. wrench, Tool C-3281. This method will also prevent pos-
sible brinelling of bearings, or other damage caused by
pounding on the wrench. Remove flange nut and
After completing adjustment, approximately equal up washer. Disconnect hand brake cable. Remove brake
and down free travel of the gearshift lever should be drum and flange assembly, using puller, Tool C-452,
provided in either high or direct gear positions and low then remove oil seal with puller, Tool C-748. Pull trans-
or reverse gear positions. mission straight back until pinion shaft clears clutch
disc before lowering transmission. This precaution will
Check crossover adjustment, at the manual lever, by
making the crossover from second-direct to low- avoid bending the clutch disc.
reverse. Crossover movement should be free of inter-
ference. Crossover movement from low-reverse to sec-
ond-direct likewise, should also be free of interference.
_.- HOUSING
CONTROL ROD ADJUSTMENT
BACK-UP LIGHT .
Transmission must be in neutral before attempting to SWITCH
make this adjustment. Loosen and back-off adjusting MOUNTING HOLE
nuts at the second-direct gearshift control rod swivel, INTERLOCK BALLS
INTERLOCK
as shown in Figure 3. INTERLOCK SLEEVE /it BALL SPRING
Turn both adjusting nuts in the direction required to

locate knob end of lever (in vehicle) in a horizontal plane
(sighting through rear window of vehicle will aid in
determining horizontal plane of lever).
LOW AND REVERSE
GEARSHIFT LEVER
"i
''P\ SEAL
RINGS
SECOND AND
DIRECT GEARSHIFT
1-"/ LEVER
RETAINING PIN 0:17\

RETAINING
CAUTION PIN
Failure to make this adjustment correctly will re- LOW AND ,
sult in insufficient manual lever to steering column REVERSE FORK SECOND AND
clearance or manual lever to operator's leg clear- DIRECT FORK
ance. Damage to transmission assembly is also a
possibility because of incomplete engagement of 57x163
gears.
Figure 4-Gearshift Housing Assembly
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MANUAL TRANSMISSION 145
Remove the six bolts holding gearshift housing to

transmission case, then remove housing and discard
gasket. Remove shift forks from transmission case (if
not removed with housing).
Remove operating lever from their respective shafts.
Drive out retaining pin from either one of the two lever
shafts and withdraw lever from housing.
CAUTION
Interlock balls are spring loaded.
Remove interlock sleeve, spring and the remaining

interlock ball. Remove the remaining operating shaft,
after driving out retaining pin. Now, remove "0" type
seal ring from each operating shaft and discard. Do
not remove steel plug from side of gearshift housing
unless there is evidence of leaking.
DRIVE PINION
Remove main drive pinion bearing retainer and dis-
card gasket. Do not remove drive pinion shaft assembly
at this time. HOLDING
FIXTURE
Loosen, but do not remove, transmission case to ex-
tension bolts. Reinstall brake drum and flange assembly,
then place transmission assembly on mounting fixture
NOTE
As the transmission will be partially disassembled 57x332

and assembled, while mounted in a vertical position,
Figure 5-Removing Drive Pinion Shaft Assembly
it will be necessary to provide a suitable mounting
fixture. A suggested mounting fixture consists of
wood or steel block (Figure 5) approximately 8
inches square with holes drilled to receive the four Remove snap ring (small) which locks the main drive
studs of the brake drum and flange assembly. To pinion bearing in position on shaft. Remove the pinion
provide additional stability, additional holes may bearing in position on shaft. Remove the pinion bearing
be drilled in the mounting fixture for attachment to washer, then carefully press pinion shaft out of bearing.
repair stand, Tool DD-1014 (with adapter arms, Remove oil slinger.
C-3304) Remove main drive pinion pilot bearing snap ring
from cavity in end of pinion shaft, using a hook or flat
blade. Remove washer and pick out rollers.
Remove drive pinion shaft assembly by lifting upward
on shaft (Figure 5). It may be necessary to tap shaft MAINSHAFT
lightly to aid in its removal.
Remove extension housing to transmission case bolts.
Now, place a nut (1/2 to 5/8 inch in thickness) between
NOTE the synchronizer clutch gear sleeve and inner stop ring
assembly, as shown in Figure 6.
Complete steps mentioned above only if condi-
tion of the large ball bearing or pilot bearing rollers The nut will serve to minimize any interference from
warrant their removal. synchronizer clutch gear sleeve when transmission case
is removed from extension housing assembly.
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146 CHASSIS
SYNCHRONIZER
CLUTCH GEAR NOTE
SLEEVE
Complete steps above only if condition of needle
SPACER NUT
and ball bearings warrant their removal.
INNER STOP
RING
laying in extension housing, drive ball bearing out of
its bore, using driver, Tool C-3275, as shown in Figure 7.
Needle bearing can be removed through rear of exten-
sion housing.
REVERSE IDLER
Using a suitable brass drift, drive reverse idler gear

shaft towards rear of transmission case. Remove locking
key from keyway. Finish driving out shaft and lift out
GASKET reverse idler gear and bearing assembly.
EXTENSION
HOUSING COUNTERSHAFT
Check end play of the countershaft (.004-.012 inch

57x165 permissible end play), to determine need for new thrust
washers at assembly.
Figure 6-Removing Case from Extension Housing
EXTENSION HOUSING
Remove transmission case by lifting upward while

guiding cluster gear second speed past synchronizer
sleeve, see Figure 6. Remove extension housing assem-
bly from mounting fixture. There should be no end play /-*
of the synchronizer clutch gear on the mainshaft. TOOL
BEARING
If end play is present, select one of four snap rings to
eliminate all end play. Pointed ends of clutch teeth must 57x166
retain their original contour to allow proper synchron- Figure 7-Removing Extension Housing Rear Bearing
ization.
Check end play of second speed gear. More than .008
inch end play may result in noise. Excessive end play
may be caused by end play of the clutch gear or wear
on the thrust faces of second speed gear, clutch gear
and ends of mainshaft spiral splines. Worn parts should TOOL
be replaced if noise is objectionable or gear disengage-
ment is encountered. If there is not end play in the clutch
gear and no evidence of wear on the gears or shaft,
select the combination of parts (clutch gear assembly,
second speed gear, or mainshaft) that will bring the BEARING
second speed gear end play within limits. The first and EXTENSION
reverse sliding gear should move smoothly and freely HOUSING
on mainshaft.
Remove synchronizer clutch gear snap ring, using 41104=11010
pliers, Tool C-484 or Tool C-3301. Exercise care so as not
to damage mainshaft or clutch gear. Using a soft ham-
mer, drive mainshaft out of extension housing by tapping
rear end of shaft. Now, remove mainshaft rear bearing
retaining snap ring.
57x167
Remove needle bearing using Tool C-3275 by driving
bearing into extension housing. With needle bearing Figure 8-Installing Extension Housing Rear Bearing
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Using adaptor arbor, Tool C-578, drive countershaft Check general condition of transmission case and
toward rear and out of transmission case. A key at end extension housing. Check all threaded holes and plugs
of shaft prevents the shaft from turning. Remove key for stripped or pulled threads. Check all mating and
then remove countershaft (with adaptor arbor installed) gaskets surfaces for roughness and scratches. Inspect
from transmission case. Disassemble countershaft as- castings for small cracks and sand holes.
sembly by removing thrust washers, rollers and pacer.
INSPECTION - Before inspecting, wash each part 4. MANUAL-ASSEMBLY
thoroughly in a suitable solvent, then dry. Clean main-
shaft and drive pinion shaft bearings. Dry by applying Before assembling the transmission, lubricate each
compressed air directly through bearing. Never spin part with clean S.A.E. 80 lubricant.
bearing with compressed air. Apply a little oil and turn
bearing several times by hand. MAINSHAFT
Check the bearings for looseness or noise by compar- Drive mainshaft rear bearing (ball) into bore at rear
ing them with a new bearing. Be sure to wash grease of extension housing using driver, Tool C-3204, as shown
from new bearing. Then apply a little oil before making in Figure 8, until bearing is seated against shoulder in
comparison test. extension housing. Select and install snap ring to elimi-
nate all end play at bearing. Snap rings are available in
Inspect fit of bearings on their respective shafts and two sizes. Make sure snap ring seats properly.
in bores. Inspect bearings, shaft, and case for wear. If
installation of a new bearing does not correct condition, Drive mainshaft rear bearing (needle) into extension
install a new shaft or case. housing, using driver, Tool C-3577.
Inspect the mainshaft splines for galling or scoring.

Inspect bearing mounting surfaces and snap ring NOTE
grooves. Slight nicks or burrs can be stoned off. Replace
if driver, Tool C-3577, is not available, place
damaged parts. Inspect the gear teeth and threads on
needle bearing on extension (Figure 9) and care-
the inner and outer synchronizer stop rings. Check the
fully press (on lettered side of bearing) using a suit-
gear teeth on the clutch gear sleeve. If there is evidence
able arbor press.
of chipped or excessively worn gear teeth, replace the
part. Make sure synchronizer clutch sleeve slides freely
on clutch gear. Check the pins of the inner and outer
Using driver, Tool C-3105, install oil seal, driving until
synchronizer stop ring assembly for straightness and tool bottoms on extension housing. Position mainshaft
looseness. The pins should be 1.570 to 1.580 inches long.
If pins do not comply with this specification, replace into extension housing and tap forward end of main-
shaft, using a soft hammer (Figure 10) until shoulder at
synchronizer stop ring assemblies.
rear of mainshaft seats firmly against inner race of
Replace countershaft gear cluster, if any of its gear rear bearing (ball).
teeth are broken, chipped or excessively worn. Small
nicks or burrs can be stoned off. Check rollers for chips
and nicks. Replace all damaged rollers. Check condition
of thrust washers, and replace if excessive wear is
evident.
Inspect the clutch teeth of the drive pinion. If they are
excessively worn, broken, or chipped, install a new
pinion shaft. Inspect mainshaft pilot rollers for pitting
or scoring. If any of these conditions exist, replace all
roller bearings.
If roller bearings fall out during disassembly, they
are too loose and should be replaced. Inspect gearshift
housing and operating levers. Replace rubber grom-
mets in operating levers, if worn or torn. Check interlock
sleeve for free movement in its bore. Examine interlock
57x333
balls for corrosion. If operating lever shaft detents
shows signs of wear, replace shaft. Check shift forks Figure 9-Placing Needle Bearing into Position
for free movement in shafts. on Extension Housing for Installation
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148 CHASSIS
BEARING
ADAPTER
EXTENSION HOUSING
ARBOR
MAINSHAFT
57x168
Figure 10-Installing Mainshaft in Extension Housing
Install brake drum and flange assembly on mainshaft

then place mainshaft and extension housing assembly
on mounting fixture.
Place first and reverse sliding gear on mainshaft with
fork collar facing up. Install second speed gear, then
place spreader spring and then synchronizer inner stop
ring on second speed gear.
NOTE
Figure 12-Installing Reverse Idler Gear
Lightly grease threads on stop ring to provide
lubrication during initial application of synchronizer
assembly. REVERSE IDLER GEAR
Insert adapter arbor, as shown in Figure 12, into

Install synchronizer clutch gear on mainshaft and reverse idler gear, then place the 22 rollers in position
secure in place with one of four available snap rings in gear.
to eliminate all end play at the clutch gear. Snap rings
are available in the following sizes: (thin) .086-.088 inch;
(med) .089-.091 inch; (thick) .092-.094 inch; (x-thick) .095-
NOTE
.097 inch. Install snap ring using a piece of pipe as a
drive sleeve. Make sure snap ring is properly seated. A suitable adapter arbor, for assembling the re-
Place balance of synchronizer assembly on mainshaft, verse idler gear assembly, can be made of either
wood or metal by turning and cutting the stock to a
as shown in Figure 11. Be sure to apply a light film of
grease to outer stop ring. length of 1.0625 inches and a diameter of .750 inch.
(3/4 inch dowel stock should prove satisfactory.)
Install thrust washer at each end of adapter arbor.

SYNCHRONIZER
Place small amount of grease on thrust washers to hold
UNIT in place during installation of gear in case.
Place reverse idler assembly into transmission case
MAINSHAFT (pointed end of teeth forward) see Figure 12. Remove
adapter arbor by driving reverse idler gear shaft
through idler gear until key can be installed. Continue
to drive shaft into case until shaft is approximately 1/64
inch below mating surface on transmission case.
EXTENSION COUNTERSHAFT
HOUSING
57P281 Install thrust washer at each end of adapter arbor.
Place small amount of grease on thrust washers to hold
Figure 11- Synchronizer Unit Assembled on Mainshaft in place during installation of gear in case.
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After installing the 22 bearing rollers (on one end),

place small thrust washer against end of rollers. Install NOTE
remaining rollers (22) at opposite end of countershaft. To minimize interference from synchronizer clutch
Place remaining small thrust washer next to rollers. Add
gear sleeve, when transmission case is placed on
small amount of grease to hold small thrust washers in
extension housing, place a nut (1/2 to s/a inch thick) be-
place. Do not install large tabbed thrust washers at this
tween clutch gear sleeve and inner stop ring, see
time.
Figure 6.
Be sure transmission case is resting on smooth surface,
then position countershaft assemby into transmission
case allowing adapter arbor to enter cluster gear shaft
hole in rear of case. BEARING
OIL SLINGER
Install one of the large tabbed thrust washers, as
shown in Figure 13, making sure tab on washer engages WASHER
groove in case. Washers are available in two sizes
marked A and B. Select one to give .004 to .012 inch total
end play of countershaft.
Slide transmission case to edge of bench to permit
adapter arbor to be pushed (with the finger) into counter-
shaft hole in front of transmission case. Rotate case 180
degrees and install remaining large thrust washer in
like manner. Make sure tab engages groove in case.
Using cluster gear shaft, push adapter arbor from
cluster gear until shaft key can be inserted. Continue to DRIVE PINION
57x172
drive shaft into case until it is approximately 1/64 inch
Figure 14-Positioning Oil Slinger
below mating surface on rear of transmission case.
Lightly grease gasket surface of extension housing and
install gasket. Install transmission case to extension DRIVE PINION
housing assembly. See Figure 6.
Place oil slinger, if removed, on pinion shaft, as shown
Install the extension housing to case studs and bolts in Figure 14. Press pinion shaft into ball bearing.
and tighten finger tight only.
CAUTION
TAB ON THRUST WASHER
Make definitely sure slinger does not "hang-up"
in bearing snap-ring groove during pressing opera-
tion.
Install keyed washer and secure with snap ring to

eliminate all end play. Four snap rings are available
(same sizes as synchronizer clutch gear snap ring).
Make sure snap ring is properly seated. If the large snap
ring on main drive pinion bearing was removed, replace
at this time.
Place shaft in vise equipped with soft jaws, and place
the 14 rollers in place in pilot pocket of drive pinion.
Install washer against ends of rollers. Install snap ring.
CAUTION
ADAPTER
ARBOR Remove the 7/z to 5/8 inch nut from synchronizer
clutch gear sleeve and inner stop ring (if not done so
57x171
previously).
Figure 13-Installing Countershaft Thrust Washer
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150 CHASSIS
Guide drive pinion shaft through front of case, en- LOW AND REVERSE
gaging synchronizer outer stop ring with cluth gear on GEARSHIFT LEVER
drive pinion. Pinion shaft bearing is fully seated when SHAFT
snap ring makes full contact with the face of trans- INTERLOCK
mission case. BALL
Slide pinion bearing retainer over pinion shaft and S TOOL

against transmission case. While holding retainer with --- -
hand pressure against transmission, measure the clear- -..?.,
ance between retainer and case, using a feeler gauge.

Select a gasket about .005 inch thicker (consult parts
catalog for sizes) than the clearance (to eliminate end
play on front bearing) and install retainer and tighten INTERLOCK
bolts. SLEEVE
Remove transmission assembly from mounting fixture

and tighten bearing retainer screws to 15 foot-pounds 57x334
torque and extension to case bolts to 30 foot-pounds Figure 16-Depressing Detent Ball
torque.
Install mainshaft washer (convex side towards nut)
and draw nut up snug against washer. Install lubricant
drain plug.
GEARSHIFT HOUSING
LOW AND REVERSE
Place gearshift housing in vise (equipped with soft GEARSHIFT LEVER
SHAFT
jaws). Place "0" ring seal on second and direct gear-
shift lever shaft and install lever shaft in housing.
Secure shaft in place with retaining pin. Install interlock TOOL
sleeve in its bore, as shown in Figure 15.
Place one of the interlock balls in sleeve followed by INTERLOCK R
the interlock ball spring. SLEEVE
Place low and reverse gearshift lever shaft (part way) r,

into its bore after installing "0" ring seal on shaft. Place 57x335
second interlock ball on top of interlock ball spring. Figure 17-Engaging Low Reverse Lever Shaft
While depressing ball with the suggested tool, as shown with Detent Ball
in Figure 16, rotate tool 90' and engage low and reverse
gearshift lever cam by completely seating shaft in bore

INTERLOCK SLEEVE while allowing interlock ball to seat in detent of lever,
NOTE
A suggested tool for depressing and engaging the
interlock ball consists of bending and finishing a
SECOND AND piece of I/4 inch drill rod.
DIRECT GEARSHIFT
LEVER Secure shaft with retaining pin, as shown in Figure 18.
NOTE
57P280
Lever shaft detents must be placed in neutral posi-
tion to allow clearance for tool.
Figure 15-Installing Interlock Sleeve
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SECOND AND LOW AND

RETAINING PINS DIRECT FORK REVERSE FORK
57P279
7P278
Figure 18-Driving Retaining Pin into Position Figure 19-Installing Shifting Forks
Install the gearshift operating levers and tighten re-

taining nuts to 35 foot-pounds torque. Shift transmission
into neutral and place shift forks in position in trans-
mission case, as shown in Figure 19. Place operating
levers in gearshift housing in neutral position.
Place gasket on transmission case to gearshift
housing mating surface and install gearshift housing by
engaging shift fork ends with their respective operating
lever shafts. Tighten gearshaft housing bolts to 20 foot-
pounds torque.
Install a new steel plug (if removed) inside of gear-
shift housing. Install back-up light switch (if so equipped)
57P282
and speedometer drive pinion. Check operation of gear-
shift housing. Figure 20-Installing Shim Between Transmission
and Clutch Housing
5. MANUAL-INSTALLATION
CLUTCH HOUSING ALIGNMENT-If transmission
has been jumping out of gear, check clutch housing
face alignment with housing alignment arbor C-870, be-
fore installing transmission. The rear of the engine must
be supported under the rear face of the clutch housing.
This will place the housing bore as close as possible to
the operating position during the checking operation.
Run-out on this surface should not exceed .003 inch total
indicator reading. To correct excessive run-out, place
proper thickness of shim stock between the clutch hous-
ing and engine or between transmission and clutch
housing, as shown in Figures 20 and 21.
Check run-out of housing bore. See Figure 22. Bore 45 x 517 _ . klv
should not be off center more than .003 total indicator Figure 21-Installing Shim Between Engine and
reading. Clutch Housing
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152 CHASSIS
HORN
RELAY OVERDRIVE GOVERNOR
RELAY
NO
0
IG
KICKDOWN
SWITCH 57P120
Figure 23-Control Circuit
housing. When installing a new oil seal, be sure to use

special driver, Tool C-3105, which automatically locates
the seal in its proper position.
Reinstall brake drum and flange assembly. Install
washer (convex side towards nut). Tighten nut to 175
57P283
foot-pounds torque. Reconnect propeller shaft and
Figure 22-Check Clutch Housing Bore-Using tighten nuts securely.
Fixture C-870 and Indicator C-430
6. OVERDRIVE-ELECTRICAL SYSTEM
If necessary to correct bore alignment, tap out dowels
that align clutch housing to engine. Loosen mounting The overdrive unit provides automatic fourth gear
bolts slightly and tap housing to line it up with performance at speeds above approximately 25 miles
crankshaft. per hour. This is accomplished by a planetary gear ar-
rangement within the overdrive unit which drives the
Tighten bolts 30 to 35 foot-pounds torque and recheck
propeller shaft ten revolutions for every seven revolu-
alignment. Ream out dowel holes with special Tool tions of the engine. Automatic mechanical shifting from
C-860 and install .010 inch oversize dowels (part num-
conventional drive to overdrive and from overdrive to
ber 1316146).
conventional drive is dependent upon the function of
INSTALLING TRANSMISSIONInsert about V2 tea- three electrical control circuits; the control circuit, the
spoonful of short-fibre wheel bearing grease in the drive solenoid circuit, and the ignition interruption circuit.
pinion pilot bushing in the end of the crankshaft. Do not
put grease on the end of the drive pinion. Be careful not CONTROL CIRCUIT
to get any grease on the clutch disc or flywheel. Grease
on the clutch facing or flywheel will cause clutch disc The control circuit is a switching circuit to operate the
slippage and chattering. overdrive relay which closes, or breaks the solenoid
Be sure the clutch disc is properly aligned. Use ex- operating circuit. See Figure 23. It is only in operation
treme care when installing the transmission to avoid when the ignition is turned on, the control handle pushed
springing the clutch disc. Tighten the transmission case in and the car speed is above approximately 25 miles
to clutch housing screws to a torque of 45 to 50 foot- per hour. The circuit begins at the ignition terminal of
pounds. Tighten the mainshaft flange nut to a torque the horn relay and runs through the kick-down switch
of 175 foot-pounds using the handbrake to hold the "A" terminals, then to the governor which grounds the
mainshaft. circuit whenever the car speed is above approximately
25 miles per hour. This grounding completes the circuit,
Always check clutch pedal adjustment after installing permitting flow of current which operates the over-
transmission. Adjust the gearshift linkage with the trans- drive relay.
mission in the neutral position.
SERVICING TRANSMISSION REAR OIL SEAL-The
The circuit can be broken at any point, and when
broken, the relay points open, cutting off current in the
transmission rear oil seal can be removed as follows:
solenoid circuit. The governor contacts will open if the
Remove the propeller shaft. Remove nut and washer
from the rear end of the mainshaft and pull off the uni- car speed decreases below approximately 25 miles per
hour. The contacts in the kick-down switch separate and
versal joint flange and brake drum assembly, use puller
break the circuit when the kick-down switch is operated.
Tool C-452. Never drive the flange off with a hammer as
mainshaft splines may be damaged and drum made
out-of-round. SOLENOID CIRCUIT
Insert oil seal puller, Tool C-748 into the seal securely, The solenoid circuit controls the flow of current to the
then tighten the puller bolt and draw the seal out of solenoid. See Figure 24.
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HORN OVERDRIVE IGNITION KICKDOWN

RELAY SOLENOID COIL SWITCH SOLENOID
RELAY
BLACK
ACK
HOR AT.
No. 4 DIST. No. 6
(FRONT)
TERMINA STUD
TERMINAL
ION. GRD.
RED
45 :644
45.643 SOL
Figure 24-Solenoid Circuit (All No. 10 Wire) Figure 25-Ignition Interruption Circuit
The circuit starts at the battery terminal of the horn (2) Depressing the kick-down switch plunger further
relay. This terminal is used only as a source of current closes a set of points "B" (Figure 25) which completes the
since it is part of a direct circuit from the battery and is circuit from the ignition coil to the solenoid and then to
hot at all times. The circuit then runs to the battery ground. Grounding the circuit momentarily causes an
terminal on the overdrive relay; through a 14 amp. interruption in the ignition and slows the speed of the
fuse; through the overdrive relay contact points and engine enough to cause a reversal of torque which
then to the No. 4 terminal on the solenoid. The circuit frees the pawl. When the pawl is fully retracted the
within the solenoid is grounded at all times. solenoid points are opened, breaking the circuit through
When current is flowing in the control circuit, the the kick-down switch and normal engine operation is
overdrive relay points close and the solenoid circuit re-established and the transmission is in third gear.
supplies current to the solenoid. This drives the sole- When the pedal is momentarily released the overdrive
noid plunger inward and permits engagement of the unit is automatically re-engaged.
overdrive gearing as soon as the driver releases the
throttle and permits the engine to slow down. OVERDRIVE SOLENOID
The ignition interruption circuit provides a means of To remove the solenoid, remove the two screws from
shifting from overdrive to conventional drive rapidly. the adapter plate and rotate the solenoid % of a turn
See Figure 25. clockwise to disengage the plunger from the control
The circuit starts at the distributor primary (front) pawl.
stud on the ignition coil; through the two "B" terminals Remove the solenoid cover and inspect both sets of
on the kick-down switch; then to the No. 6 terminal on contact points for dirt or corrosion. Clean the contacts
the solenoid. The circuit is normally open in the kick-
down switch and is open in the solenoid until the sole- with a No. 6 swiss cut equalizing file or fine grain sand-
noid has functioned to engage the overdrive gearing paper.
at which time a switch inside the solenoid is grounded. When installing the solenoid turn the solenoid % of
With the overdrive operating and the solenoid switch a turn clockwise and insert it into the adapter plate to
grounded, the operation of the kick-down switch com- engage the pawl. Rotate the solenoid % of a turn counter-
pletes the circuit and grounds out the engine ignition. clockwise to its normal position. Line up the holes and
This occurs only momentarily since the solenoid plunger test the engagement of plunger with the control pawl
immediately moves out and opens the switch in the by attempting to pull the solenoid out of the adapter
solenoid cover, breaking the circuit, even though the plate. See Figure 26.
kick-down switch is held down.
DRIVER CONTROLLED DOWNSHIFT NOTE

(Kick-Down) If the control pawl should drop down into engage-
Automatic shifting from overdrive to direct drive is ment with the sun gear control plate, retrieve the
accomplished by pressing the accelerator pedal to the pawl with a screwdriver or similar tool.
floor. When the kick-down switch plunger is depressed
two actions take place:
OVERDRIVE GOVERNOR
(1) Contact points "A" (Figure 25) which are nor-
mally closed are opened, breaking the circuit and de- To remove the overdrive governor use special wrench
energizing the solenoid. The solenoid spring attempts C-3193. Remove the cover assembly and inspect the
to retract the pawl in the overdrive unit (Figure 26) but switch mechanism for proper action. Dirty or corroded
due to torque exerted by the engine through the sun points should be cleaned with a No. 6 swiss cut equaliz-
gear plate the pawl is held in place. ing file or fine grade of sandpaper.
MyMopar.com
154 CHASSIS
ADAPTER SCREW
,...,
45x768
Figure 26-Installing Solenoid Figure 27-Removing Adapter Plate Screws
Check the action of the plunger for free movement.

If a binding condition exists, put two drops of oil in the
hole located in the side of the plunger sleeve and work
the plunger up-and-down until free movement is ob-
tained.
No further servicing or disassembly of the unit should
be attempted. Reassemble the unit and install it in the
overdrive housing using wrench C-3193. Route the gov-
ernor lead wire away from the hand brake to prevent
any possible damage to the wire.
7. OVERDRIVE-DISASSEMBLY AND
INSPECTION
4 x769
REMOVAL OF TRANSMISSION AND OVERDRIVE

Figure 28-Removing Oil Seal With Puller C-748
Remove transmission and overdrive as a unit. Before
the overdrive unit can be disassembled for servicing,
it will be necessary to remove the gearshift housing, Remove the two recessed screws and lockwashers
shift forks, and rail guide from the transmission. The located in the front face of the adapter plate. See Figure
governor, and speedometer pinion may be removed 27. Tap the end of the overdrive mainshaft a few times
at this time from the overdrive housing. with a soft hammer to free it from the bearing. Carefully
slide the housing from the overdrive mainshaft to pre-
REMOVING OVERDRIVE UNIT vent spilling the rollers of the over-running clutch. Re-
FROM TRANSMISSION move the retractor spring and sleeve from the housing
for inspection.
Remove the four screws which hold the overdrive
unit and adapter plate to the transmission. Tap the REAR BEARING OIL SEAL
adapter plate with a rawhide hammer to loosen it from When removing the rear bearing oil seal from the
the transmission. Exercise care when removing the unit overdrive housing use puller C-748. See Figure 28.
from the transmission to prevent possible damage. When installing the new seal use driver C-579 which
correctly positions the seal in the housing. The seal
REMOVING OVERDRIVE MAINSHAFT must extend %2 inch from the end of the housing.
Drive the tapered pin from the overdrive housing.
Pull the control shaft out as far as possible to disen- REAR BEARING
gage it from the shift rail. Rotate the shaft 90° counter- The rear bearing is held in place by two snap rings.
clockwise to hold it in position. Remove the front and rear snap ring and drive the
MyMopar.com
OVERDRIVE 155
OVERDRIVE

Gears, Type Helical (Planetary)
3 Pinions
Over-running Clutch 12 Rollers
Overdrive Housing Bearing .061-.063 (Thin) .064-.066 (Medium)
o Snap Ring Thickness .067-.069 (Thick) .074-.072 (Extra Thick)
IN gy,w ....PI Overdrive Cover Plate .0605-.0645 (Thin) .0645-.0685 (Medium)
.. - Snap Ring Thickness .0685-.0725 (Thick)
.0
,G. '1-1 rig
.., -
2
Transmission Shaft Bearing .086-.088 (Thin) .089-.091 (Medium)
rn 0,) .a. Snap Ring .092-.094 (Thick) .095-.097 (Extra Thick)
cd Transmission Shaft Drive .086-.088 (Thin) .089-.091 (Medium)
Pinion Bearing Snap Ring .092-.094 (Thick) .095-.097 (Extra Thick)
Rotation Clockwise
CD I.
On Acceleration Contacts should close at 575 Governor RPM
0 (Maximum)
4E On Deceleration Contacts should open at 440 Governor RPM
>.
00 (Minimum)
Difference between
make or break 90 Governor RPM (Minimum)
ainshaft Flange Nut
bearing from the housing, using driver C-3204. See

1
140-150 Ft.-Lbs.
OVERRUNNING CLUTCH
Figure 29. Clean and inspect the bearing.
Remove the clutch cam retaining clip and slide the
Install the rear bearing open end first, with driver overrunning clutch and pinion cage assembly from the
C-3204. Always use new snap rings. Selectively fit both transmission mainshaft splines.
front and rear snap rings to eliminate end play.
CONTROL SHAFT OIL SEAL

D IVER
Remove the control lever from the control shaft and 11111*--
pull the shaft out from inside the housing. Pry the worm
seal from its seat in the housing and install a new seal
using Tool C-3198.
MAINSHAFT AND RING GEAR ASSEMBLY

Carefully remove the ring gear and mainshaft assem-
bly from the overrunning clutch to avoid spilling the
rollers. Inspect the mainshaft outer race and ring gear
for wear or damage. If it is necessary to replace one
a
or the other, pry off the snap ring and remove the ring
gear from the outer race. Always use a new snap ring
when assembling the unit. Figure 29-Removing Rear Bearing with Driver C-3204
MyMopar.com
156 CHASSIS
45.760
45x761
Figure 30-Pinion Cage Showing Pinion Roller Bearings Figure 31-Testing Balk Ring Tension with Pull Scale
Pry off the pinion cage retaining clip to separate the Make certain that the balk ring is installed correctly
two units. Carefully inspect the twelve rollers and cam on the control plate. Place the embossed face forward
surfaces for wear. If any of the rollers show signs of against the control plate. Check the assembly by in-
wear or cracking, replace all twelve rollers. Replace stalling it in the adapter plate. The control pawl should
the clutch cam if there are any marks or indentations index exactly with the notch in both fingers of the balk
on the surfaces of the cam. Do not attempt to separate ring.
the cam from the retainer unless absolutely necessary
for replacement of component parts. ADAPTER BEARING
PINION CAGE The adapter bearing is held in place by two snap

The pinion cage cannot be disassembled for service. rings which are selectively fitted to control end play.
Replace complete assembly if inspection reveals dam- Remove the large snap ring which holds the bearing
age or excessive wear to any of the three pinion gears in the adapter plate. Remove the transmission main-
on pinion cage. See Figure 30.
shaft, bearing and oil baffle. Remove the small snap
ring and press the bearing from the mainshaft.
PAWL ROD OIL SEAL
Remove the old seal from the adapter plate with a 8. OVERDRIVE-ASSEMBLY AND
screwdriver or similar tool and discard it. Clean the INSTALLATION
oil seal hole and inspect for burrs. When installing the
new seal use driver C-3207. Thoroughly wash the mechanical parts in a suitable
solvent and allow to dry before reassembling. When
SUN GEAR AND MANUAL CONTROL FORK reassembling the overdrive, use new gaskets, oil seals
and snap rings where required.
Slide the sun gear and manual control fork from the
transmission mainshaft at the same time. Inspect the ADAPTER PLATE
sun gear for wear, chipped or broken teeth. To remove
the shift collar from the sun gear, pry off the forward Install the oil baffle in the adapter with the pressed
snap ring. out section toward the rear. Install the transmission
mainshaft and bearing in the adapter plate and secure
SUN GEAR CONTROL PLATE AND BALK RING the assembly with a selectively fit snap ring.
Remove the adapter snap ring and retainer plate
from the adapter. Test the balk ring for proper tension
IMPORTANT
on the control plate by hooking a pull scale on one
finger of the balk ring. Pull away from the opening and A loose bearing will allow end play in the drive
if less than 1 lb. of pull is required to move the lubri- train and may result in a partial engagement or
cated balk ring around the control plate replace the interlocking of gears.
balk ring. See Figure 31.
MyMopar.com
OVERDRIVE 157
OVERDRIVE SUN GEAR CONTROL PLATE

INTERLOCK AND BLOCKER RING
PLUNGER
45x745
LOCKOUT PAWL
Figure 34-Apply Grease to Hold Rollers in

Figure 32-Proper Location of Control Pawl
Clutch Retainer
Install the interlock plunger in the adapter, then in- retaining clip. Make sure that the clip notches into the
stall the control pawl in its cavity with the notched side groove at the end of the transmission mainshaft.
up to engage the plunger. See Figure 32. Slide the sun
gear control plate and its balk ring into position. Make Apply a small amount of grease in the pockets of the
certain that the locking pawl is installed so that the roller retainer and insert the twelve rollers in their
engaging end is located between the open ends of the respective pockets. See Figure 34. The grease will hold
balk ring. the rollers in position when installing the overdrive
mainshaft and outer race assembly.
SUN GEAR AND SHIFT FORK
Slide the sun gear on the transmission mainshaft. OVERDRIVE MAINSHAFT AND RING GEAR
Engage the shift fork in the sun gear shift collar. Guide ASSEMBLY
the shift rail into its hole in the adapter and mesh the
sun gear with the control plate. See Figure 33.
Hold the overdrive mainshaft with one hand. Turn
the overdrive mainshaft counter-clockwise with the other
PINION CAGE AND OVERRUNNING CLUTCH hand and push the ring gear into mesh with the pinions.
Assemble the clutch cam and roller cage to the Turning the shaft moves the rollers down on the low
pinion cage and secure the assembly with the pinion part of the cams and makes the installation easier. See
cage retaining clip. Slide the assembly on the splines Figure 35. Slide the speedometer and governor drive
of the transmission mainshaft and install the clutch cam gear onto the overdrive mainshaft.
SHIFT RAIL CLUTCH OUTER RACE
RING GEAR 45x746
45x762
Figure 33-Installing Shift Rail and Sun Gear Figure 35-Installing Clutch Outer Race
MyMopar.com
158 CHASSIS
IMPORTANT IMPORTANT
Never force the mainshaft info position. This may Never use a lubricant of the hypoid axle extreme
result in one of the rollers being pushed out of its pressure type in the overdrive unit.
pocket in the retainer and causing considerable dam-
age to the unit.
9. POWERFLITE-OPERATING PRINCIPLES
RETRACTOR SPRING AND CONTROL LEVER
Plymouth PowerFlite combines a highly efficient
Slide Tool C-3195 into manual control shaft oil seal torque converter and a simple automatic two speed
from outside case. Insert manual control shaft from transmission which provides exceptionally smooth per-
inside of housing with the cam pointing up. Push shaft formance throughout the entire speed range. The trans-
into tool and through oil seal and out of housing as far mission is equipped with a neutral starter safety switch
as possible. Remove the tool. Slide manual control lever which prevents starting the car in gear. All normal
on end of control shaft, with offset away from housing driving can be done in the Drive range, which acceler-
and pointing down. Install washer and nut. With the ates the car in low range and then automatically shifts
manual control shaft pulled out away from the case the transmission into direct drive at the proper time,
as far as possible, install the retractor spring and sleeve. depending upon the degree of acceleration desired by
See Figure 36. the driver. The shift is fully automatic, allowing the
driver to keep constant pressure with his foot on the
OVERDRIVE HOUSING
accelerator pedal at all times. Instant, acceleration with
Install a new gasket in position and carefully guide the selector in Drive range is accomplished by pressing
the housing over the end of the overdrive mainshaft. the accelerator pedal to the floor. This action downshifts
Hold the shift rail and ease it through the hole in the the transmission to low gear.
housing and retractor spring. Line up the gasket and
secure the assembly with the two adapter screws and A low range is provided to keep the transmission in
lockwashers. low gear at all speeds for unusual driving conditions
such as climbing or descending mountains or driving
Push the control shaft into position and check the shift through sand.
rail for free operation by working the manual control
lever. Drive the tapered retaining pin in from the top. "Rocking" the car, when mired in mud or snow, is
easily accomplished by alternately shifting the selector
LUBRICATION between Low and Reverse.
First fill the overdrive unit up to the filler plug level
with a good grade of S.A.E. 80 transmission gear lubri- TORQUE CONVERTER
cant, then fill the transmission and recheck both levels. The torque converter is capable of producing an
engine torque multiplication of 2.6 to 1. on 6 Cylinder
RETRACTOR SPRING and 2.7 to 1. on 8 Cylinder models. The torque converter
receives its oil supply at a constant pressure from the
RETRACTOR SPRING SLEEVE
front pump in the transmission.
The torque converter unit is bolted to and supported
by the crankshaft flange. It consists of three basic parts:
an impeller, a turbine, and a stator. The impeller which
forms the outer shell of the converter unit is driven by
'°- the engine. The turbine is driven by the force of oil from
the impeller vanes. The turbine is splined to the input
shaft of the transmission. The stator located between
the impeller and turbine serves to redirect the flow of
oil in the unit, thus multiplying engine torque. The stator
is mounted on overrunning clutches which permits it to
45x744
rotate only in the direction of the impeller and turbine.
Since the torque converter is a welded unit, it can be
Figure 36-Overdrive Housing serviced only as a complete assembly.
MyMopar.com
POWERFLITE 159
POWERFLITE TRANSMISSION
Automatic Two-Speed
Type with Torque Converter
Oil Capacity of Transmission and
Torque Converter 10 Quarts
;L.
Torque Converter Multiplication P-30, LP-1-2.6 to 1. P-31, LP-2-2.7 to 1.
0
Oil Cooling Fins welded to Torque Converter
Provided by Transmission Front
Lubrication and Rear Pump
a Low 1.72 to 1
o
.651 1 Drive Breakaway 1.72 to 1
0 1:4
20 Drive-Direct 1 to 1
0 A
Reverse 2.39 to 1
co
Type Gear
0w
End Clearance .0012 to .0022 inches
Governor Type Centrifugal

Clearance between Governor Valve and Body .005 to .003 inches
Direct Clutch Piston Retainer Thrust .043 to .045 in. (thin)

ui Washers (3 sizes) .060 to .062 in. (medium)
4 0i
715 iii .078 to .080 in. (thick)
2
E-1 Kickdown Planet Pinion Carrier Thrust Washer .060 to .062 inches
Planet Pinion Carrier Housing Thrust Washers .078 to .080 inches
Kickdown Sun Gear Snap Ring (3 sizes) .059 to .061 in. (thin)
.062 to .064 in. (medium)
.065 to .067 in. (thick)
Line Pressure Takeoff Plug, Left Front

Side of Transmission
Governor Pressure Takeoff Plug, Left Side of Trans-

.!....) 2 mission in Output Shaft Support
-8 rn
Throttle Pressure Takeoff Plug, Right Side of Trans-
P.
mission, Next to Kick-down Servo
Direct Clutch Pressure Takeoff Plug, Right Side of Trans-

mission at Bottom of Kick-down Servo
MyMopar.com
160 CHASSIS
STARTING FROM STANDSTILL

AS CAR SPEED INCREASES-As the speed of the tur-
bine approaches the speed of the impeller, torque multi-
MAXIMUM TORQUE
plication gradually diminishes. See Figure 38. As this
AVAILABLE
occurs, the angle of oil leaving the turbine gradually
changes in relation to the stator and the oil flow begins
to strike the back of the stator vanes. When this action
takes place, the stator is carried along by the force of oil
on the backs of the stator vanes because the stator is
mounted on an overrunning clutch, permitting it to rotate
in the direction of the impeller. During this time, the oil
IMPELLER continues to strike the front face of the stator vanes and
(TURNS AT ENGINE is redireced to the impeller.
SPEED)
CRUISING SPEED-Under wide open throttle opera-

tion, the speed of the turbine approaches very near the
TURBINE
(STATIONARY)
STATOR STATIONARY. speed of the impeler at approximately 35 miles per hour.
VANE DIRECTS FLOW OF
OIL TO AID IMPELLER At this point the angle of the oil flow from the turbine
55P1234
changes still more and its force is directed to the back
Figure 37-Torque Converter Operation of the stator vanes. See Figure 39. The stator then begins
(Starting from Standstill) to rotate in the same direction as the impeller, the stator,
and the turbine. When this occurs no further torque
multiplication exists and the unit operates at a ratio of
The adapter plate is located between the converter approximately 1 to 1.
housing and rear face of the engine block. The torque
converter housing is bolted to the adapter plate. MECHANICAL OPERATION OF TRANSMISSION
TORQUE CONVERTER OPERATION The transmission unit consists essentially of two

planetary gear sets, one multiple disc clutch, a reverse
STARTING FROM STANDSTILL - When a Torque- band, and a series of operating valves. Each planetary
Flite equipped Plymouth is started from a standstill, the gear set consists of an annulus gear, a planet pinion
engine driven impeller rotates rapidly and the turbine carrier with three planet pinion gears, and a sun gear.
begins to rotate, absorbing energy from the high veloc-
ity oil flow. See Figure 37. This high velocity oil is then DRIVE RANGE-BREAKAWAY - When the car is
discharged against the stator vanes which in turn re- starting or is being driven slowly with the gearshift
directs the oil to the impeller. It is this force of redirected panel control in Drive (D), the transmision is downshifted
oil flow which povides the multiplication of engine into low. The kickdown band is applied at this time and
torque. holds the sun gear of the kickdown planetary gearset
AS CAR SPEED INCREASES AT CRUISING SPEED

LESS TORQUE NO TORQUE
MULTIPLICATION MULTIPLICATION
IMPELLER
(TURNS AT
ENGINE
SPEED)
IMPELLER
(TURNS AT ENGINE
PRIMARY STATOR BEGINS SPEED)
TO OVERRUN AS FLOW
FROM TURBINE STRIKES
BACK OF VANES.
TURBINE STATOR ROTATES ON
(SPEED APPROACHES OVERRUNNING CLUTCHES
TURBINE
IMPELLER SPEED)
STATOR STILL STATIONARY (SPEED NEARLY EQUAL
TO IMPELLER SPEED)
55P1235 55P1236
Figure 38-Torque Converter Operation Figure 39-Torque Converter Operation

(As Car Speed Increases) (At Cruising Speed)
MyMopar.com
POWERFLITE 161
KICKDOWN ANNULUS GEAR KICKDOWN BAND
t
KICKDOWN BAND APPLIED DIRECT CLUTCH APPLIED PLANET CARRIERS
REVERSE BAND DRUM
REVERSE BAND
REVERSE SUN
GEAR
16111111
'"411 OUTPUT SHAFT OUTPUT SHAFT
REVERSE PLANET
GEAR INPUT
REVERSE SUN
INPUT SHAFIgllit REVERSE ANNULUS

GEAR
SHAFT
GEAR
REVERSE PLANET
CARRIER KICKDOWN ANNULUS
GEAR
KICKDOWN SUN GEAR STATIONARY
45x2061 KICKDOWN SUN GEAR 45x2062
Figure 40-PowerFlow in Transmission Figure 41-PowerFlow in Transmission
(Breakaway, Kickdown or Low) (Direct Drive)
stationary. See Figure 40. The power flow is from the DRIVE RANGE-DIRECT-When the transmission up-
torque converter turbine, through the transmission input shifts from low gear, the unit is in direct drive. At the
shaft, to the annulus gear of the kickdown (front) plane- point of upshift, the direct clutch is applied and both the
tary set and to the sun gear of the reverse (rear) plane- kickdown band and reverse band are off the apply
tary gearset. When the kickdown sun gear is held position. When the direct clutch is applied the kickdown
stationary and the annulus gear is the driving member, sun gear is locked to the input shaft and both rotate at
the kickdown planet carrier rotates at a slower speed the same speed. Figure 41.
than the annulus gear. The speed of the reverse sun gear
is further reduced by the reverse planetary gearset The kickdown annulus gear is splined to the input
before power is transmitted to the output shaft. Since
shaft. Since the annulus and sun gear are locked to-
gether the entire kickdown planet gear set rotates as a
both the kickdown planet carrier and the reverse planet
solid unit.
carrier are splined to the reverse band drum, the reverse
planet carrier is revolving slower than the reverse sun The kickdown planet carrier and reverse planet car-
gear, which is turning at input shaft speed. Therefore, the rier also rotate at the same speed, since both are locked
reverse planet gears rotate backward on their shafts together by splines in the reverse band drum.
and the reverse annulus gear which is the driven mem-
ber and is splined to the output shaft, rotates forward The reverse sun gear is splined to the input shaft.
more slowly than the planet carriers. Since the reverse sun gear is locked to the reverse planet
The kickdown planetary gearset coupled with the
PLANET CARRIERS
reverse planetary gearset provides a starting gear ratio STATIONARY
of 1.72 to 1 at the output shaft of the transmission. The
1.72 to 1 gearset ratio in the transmisison multiplied by BAND APPLIED
the 2.6 to 1 torque multiplication of the torque converter
provides an overall starting ratio of 4.47 to 1 at the trans- REVERSE ANNULUS
GEAR
mission output shaft. INPUT
SHAFT OUTPUT SHAFT
DRIVE RANGE -KICKDOWN- Pressing the acceler-
ator pedal to the floor when in direct drive downshifts the
transmission from direct drive to low gear. When this REVERSE SUN
occurs the direct clutch is released and the kickdown GEAR
band is applied. The power flow through the transmis- REVERSE PLANET
sion is the same as it is for breakaway. See Figure 40. GEAR
KICKDOWN ANNULUS
LOW RANGE-When the panel control is placed in KICKDOWN SUN GEAR IDLING GEAR
Low (L) the transmisison stays in low at all times and
cannot upshift into direct drive. When driving in low, KICKDOWN PLANET GEAR IDLING
45x2063
only the kickdown band is applied and the power flow is
the same as for breakaway, shown in Figure 40. Figure 42-PowerFlow in Transmission (Reverse)
MyMopar.com
162 CHASSIS
LEGEND
SLUE 0.15/1110 PSI
porno SLUE (PUMP SUCTION) SHIFT
YELLOW (505v RRRRR PSI VALVE
DOTTED VELLUM MIMI
um. ....I
TORQUE CONVERTER
PRESSURE
TAKE-OFF
PLUG
CONVERTER
CONTROL VALVE
s iy24,
4-5 I
LUBRICATION
REGULATORY A_LVE
4:1111PAi=4
/10*.z
'AP REVERSE SERVO
CONTROL SYSTEM IN
NEUTRAL
ENGINE RUNNING
PUMP GOVERNOR NOTE -
A- B -0-D -E ARE
METERING HOLES 57P271
OIL ST Al E
Figure 43-PowerFlite Oil Flow Diagram (Neutral)
LE GE NO
SERVO PRESS
OWE Il11111,50 PSI BLEED VALVE
&SITES AWE (PUMP Puerto*/ SHIFT
511.1.00 (5055111TEMS055 PSI VALVE
OOTTID TELLOW (LOSE)
SPEEN IT5POTTLIII-140 PSI
55055 11105101505).014 PSI
THR.PRESS
KICKDO DI CHECK VALVE
VALVE DIRECT CLUTCH
SERVO
RESTRICTCP
VALVE
KICKDOWN
SERVO
REVERSE
BLOCKER
THROTTLE VALVE
VALVE
TORQUE CONVERTER
ESSURE
TAKE-OFF
PLUG
CONVERTER
CONTROL VALVE
MANUA
VALVE
Ht
LUBRICATION
GK
VALVES
REVER
CONTROL SYSTEM IN
DRIVE (BREAKAWAY)
FRONT PUMP REAR PUMP GOVERNOR

NOTE -
A-a-C.0,E ARE
01 E
Figure 44-PowerFlite Oil Flow Diagram (Drive-Breakaway)
MyMopar.com
POWERFLITE 163
carrier, the reverse planetary gearset rotates as a solid the transmission where lubrication is essential. It then
unit. With both the kickdown and reverse planetary drops down into the transmission oil pan.
gearsets locked together, the power flow is straight
through the transmission, resulting in a 1 to 1 gear ratio. Circulation through the torque converter and trans-
mission is maintained at all times regardless of the
REVERSE-When the panel control is placed in Re- position of the selector lever. The front pump provides
verse (R) position, the reverse band is applied, locking all lubrication in the transmission until car speed
the kickdown and reverse planet carriers stationary. See reaches approximately 40 miles per hour. At speeds
Figure 42. The direct clutch and kickdown band are above approximately 40 miles per hour the rear pump
disengaged. The power flow is through the input shaft provides the necessary lubrication.
to the reverse sun gear. Since the reverse planet carrier
is held stationary, the reverse annulus gear and output DRIVE-BREAKAWAY-Placing the panel control in
shaft are driven by the reverse planet gears in a reverse Drive (D), positions the manual valve so that oil flows
direction at a reduced speed. The transmission gear to the apply side of the kickdown piston. When this
ratio in reverse is 2.39 to 1. occurs, the kickdown band is applied and the transmis-
sion is in Low. The direct clutch and reverse band are
NEUTRAL-When the panel control is placed in Neu- disengaged at this time. See Figure 44.
tral (N) position, the direct clutch, kickdown band and
reverse band are released. Since the gears of the plane- Oil, under pressure (90 p.s.i.) from the manual valve
tary gearset are not locked together and the other units is also directed to the throttle pressure valve, thence to
are in the released position, power cannot be transmitted the throttle pressure area of the kickdown piston. This
to the output shaft. All gears are, however, free to rotate valve is a regulating type of valve which provides vari-
and sounds caused by the units revolving may be able oil pressure over a range of approximately 15 p.s.i.,
audible. to 90 p.s.i.
As the car engine accelerates, the engine torque in-
HYDRAULIC OPERATION creases and a greater force is required to hold the kick-
down band. The function of the throttle valve is to pro-
NEUTRAL-When the engine is started (panel control vide the required additional oil pressure to the kickdown
placed in Neutral), the manual valve which is connected piston to prevent kickdown band slippage.
to the panel control by mechanical linkage is positioned
so that oil cannot pass to the hydraulic control system of The amount of oil pressure applied to the throttle pres-
the transmission. Therefore, the direct clutch and both sure area of the kickdown piston is proportional to the
the front and rear bands are in the released position. carburetor throttle opening as determined by the posi-
Oil under pressure flows from the front pump to the tion of the accelerator pedal. This is accomplished by
torque converter, then to the transmission lubricating mechanical linkage between the carburetor and trans-
system and back into the transmission oil pan. See mission.
Figure 43. The front pump is connected directly to the
impeller of the torque converter by a driving sleeve. DRIVE-DIRECT-Upshifting the transmission is ac-
The rear pump is connected to the output shaft of the complished by the shift valve which directs oil under
transmission, but does not operate unless the output pressure to the direct clutch and also to the off area of the
shaft is turning. kickdown piston, as shown in Figure 45. When the up-
shift occurs the direct clutch is applied at the same time
Oil leaves the front pump and is directed through the the kickdown band is released.
regulator valve. This valve controls oil pressure to 90
p.s.i., which is the required oil pressure to operate the As the car speed increases in Drive (D), the position
direct clutch and front and rear bands when the trans- of the accelerator pedal results in a build up of throttle
mission is in drive or low. The oil, under 90 p.s.i. flows pressure against one end of the shift valve which holds
from the regulator valve to the torque converter control the shift valve in the downshifted position. In order for
valve which reduces the oil pressure to 60 p.s.i. before the transmission to upshift into direct drive, governor
it enters the torque converter. The converter pressure is pressure must increase enough to overcome throttle
maintained at 60 p.s.i. by a torque converter outlet valve pressure and the shift valve spring and move the shift
assembly in the converter oil return passage in the trans- valve to the upshifted position. As the valve moves,
mission. This valve prevents cavitation. oil passages in the valve body are opened to provide
Cooling of the oil in the torque converter is accom- oil pressure to apply the direct clutch and to flow to the
plished by fins welded to the impeller housing which off side of the kickdown piston and release the kickdown
dissipate heat to the outside air. The oil is directed under band. When pressure from the throttle valve and gover-
pressure from the torque converter to various parts of nor valve acts on the shift valve to initiate an upshift, the
MyMopar.com
MyMopar.com
POWERFLITE 165
LEGEND SERVO PRESS

SLR! RUDER -PO psi BLEED VALVE
DOTTED SLUE (Puy. SucTION) SHIFT
YELLOW (cOnvERTER) -00.00 PRI VALVE
DOTTED YELLOW (LUIS)
GREEN (TuRDTTLE)-111-10 PSI
(MOWN PlOvir.oft)-01,0 sit
KICKOOW
VALVE DIRECT CLUTCH
SERVO
RESTRICTOR
VALVE
KICKDOWN
SERVO
REVERSE
BLOCKER
THROTTLE V
VALVE
TORQUE CONVERTER
NEUTRAL
SWITCH PRESSURE
TAKEOFF
PLUG
CONVERTER
CONTROL VALVE
MANUAL
VALVE
~LUBRICATION REGULATOR VALVE
PUMP CHECK
VALVES
1E:5
REVERSE RVO
CONTROL SYSTEM IN
LOW
REAR PUMP GOVERNOR

NOTE -
A-B-C-D-E ARE
OIL STRAINER
Figure 47-PowerFlite Oil Flow Diagram-(Low)
LEGEND
RED (REVERSE) ISO PSI
DOTTER SLUE (PUMP SUCTION) SHIFT
YELLOW (CONvERTER)-110-110 PEI VAL
DOTTED YELLOW (LVOV
TORQUE CONVERTER
PRESSURE
TAKE-OFF
PLUG
CONVERTER
CONTROL VALVE
LUBRICATION
VERSE SERVO
I CONTROL SYSTEM IN
Is REVERSE
As.
-=M- FRONT PUMP
OIL STRAINER
REAR PUMP GOVERNOR
NOTE -
A-B-CD-E ARE
Figure 48-PowerFlite Oil Flow Diagram (Reverse)
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166 CHASSIS
valve snaps to the upshifted position without hesitation. excess oil is channeled through a vent into the transmis-
The valve will remain in upshifted position unless the sion oil pan. The 75 p.s.i. limit to the throttle pressure
transmission is intentionally downshifted or the car area of the shift valve is sufficient to overcome governor
speed is reduced below approximately 10 miles per pressure at a car speed below 40 miles per hour. At
hour. When the car speed falls below 10 miles per hour higher speeds governor pressure exceeds 75 p.s.i. and
the shift valve spring is strong enough to downshift the holds the shift valve in its upshifted position.
valve against governor pressure which drops off as the LOW-When the panel control is placed in the low
car slows down.
(L) position, the manual valve is located so that line pres-
The governor is mounted on the transmission output sure (90 p.s.i.) is directed to the low range side of the
shaft and incorporates a valve in the governor body. shift valve, and to the on area of the kickdown piston,
As output shaft speed (car speed) increases, a greater thus applying the kickdown band. The combined oil
oil pressure is applied to the governor pressure area of pressures in their respective shift valve chambers result
the shift valve. in a greater combined force than the maximum force
of governor pressure. This prevents the governor pres-
If accelerator pedal pressure is relatively light, sure from moving the shift valve, thus the transmission
throttle pressure will be low and a low governor pres- remains in the downshifted position at all times when
sure will offset throttle pressure and shift valve spring the panel control is in low (L), as shown in Figure 47.
to cause an upshift at low speeds. However, if accelera-
tor pedal pressure is heavy, a high road speed is neces- REVERSE-When the panel control is placed in Re-
sary to provide a correspondingly greater governor verse (R), the manual valve is positioned so that oil pres-
pressure to cause an upshift. sure normally directed to the secondary reaction area
of the regulator is blocked off. Thus oil pressure normally
DRIVE-DOWNSHIFT-Downshifting (kickdown) the directed to the secondary reaction area of the regulator
transmission to low, selector lever in Drive (D), is ac- is blocked off. Thus oil pressure from the front pump is
complished by the addition of a kickdown valve in the directed through the manual valve to the primary re-
system, as shown in Figure 46. The valve includes a action area of the regulator valve. Line pressure builds
valve ball. valve spring and kickdown valve rod. The up to 250 p.s.i. and when this pressure is reached, excess
Kickdown valve spring and throttle pressure hold the
ball seated in its closed position at all times except oil bypasses the regulator valve to the suction side of
during kickdown. the front pump, as shown in Figure 48.
In addition, movement of the manual valve to Reverse
When the accelerator pedal is pressed to the floor the
throttle valve cam contacts the kickdown valve rod (R) also opens a port in the manual valve allowing oil
which in turn pushes the kickdown valve ball off its at 250 p.s.i. to the reverse servo. The rear band is im-
seat. This action allows oil under pressure to bypass the mediately applied and the tranmission is in Reverse
valve ball and apply pressure to the throttle pressure (R). The reverse servo piston spring releases the reverse
area of the shift valve. band when the selector lever is moved out of the Reverse
(R) position.
This additional pressure coupled with the pressure of
the shift valve spring moves the shift valve against
LINE RESTRICTIONS AND RESTRICTOR VALVES
governor pressure. The shift valve instantly moves into
the downshifted position without hesitation. As the shift In addition to the main valves mentioned in the hy-
valve snaps into the downshifted position, the oil pas- draulic operation of the PowerFlite Transmission, line
sage leading to the direct clutch piston and to the off restrictions and line restrictor valves are incorporated
area of the kickdown piston is blocked off. A port in the
valve body is opened, allowing oil to drain from the in the transmission hydraulic system to smooth out the
direct clutch and the off area of the kickdown piston. In operation of the unit. See Figure 47, for location of the
addition, pressure to the on area of the kickdown piston restrictors.
applies the front band. When this occurs, the transmis- RESTRICTIONS "A"-This restriction cushions the
sion is downshifted into low and will remain down-
shifted until car speed exceeds 40 to 60 miles per hour. actions of direct clutch application and the release of the
Above this speed the transmission will upshift into direct front band during upshift.
drive. RESTRICTIONS "B" AND "C"-Pressure to the shift
The line restrictor and pressure bleed orifice serve to valve is reduced to 75 p.s.i. by the use of these two re-
reduce throttle pressure to 75 p.s.i. in order to prevent strictions, thus preventing kickdown at too great a car
downshifting the transmission at too high a speed. The speed.
MyMopar.com
POWERFLITE 167
RESTRICTION "D"-This restriction prevents line REAR EXTENSION BREATHER

pressure (90 p.s.i.) from entering the throttle pressure A
lines when the transmission is in Low (L). Any line pres- LUBRICATION PRESSURE
TAKE OFF PLUG
sure that does bleed through the restriction is vented out
through the throttle valve. In this way throttle pressure
is maintained, depending upon the position of the ac- LINE PRESSURE TAKEOFF PLUG
celerator pedal which is connected to the throttle valve KICKDOWN BAND ADJUSTING SCREW
THROTTLE CONTROL
by mechanical linkage. LEVER ASSY roe
MANUAL CONTROL
RESTRICTION "E"-This restriction prevents oil pres- CLEVER ASSY
sure in the direct clutch and the off area of the kickdown
piston from flowing out all at once during kickdown.
This slowing down action of the restrictor enables the GOVERNOR
direct clutch to remain engaged until the kickdown NEUTRAL SWITCH PRESSURE
band is partially applied. TAKEOFF
THROTTLE VALVE PLUG
ADJUSTING SCREW PLUG 57P268
SERVO RESTRICTOR VALVE-The servo restrictor
valve slows down the application of the kickdown band Figure 49-View Showing Left Side of Transmission
during a downshift with the accelerator pedal released.
This occurs at approximately 10 miles per hour. The
slowing down action prevents harsh application of the comparatively small change in engine speed between
kickdown band which would disrupt the smooth change direct drive and kickdown gear. The higher the car
of gears during downshift. speed at which the kickdown shift is made, the longer
is the time required to make a smooth shift. The shuttle
SERVO PRESSURE BLEED VALVE-The servo pres- valve controls the engagement according to car speed.
sure bleed valve slows down the application of the front
band during a kickdown at higher car speeds providing
a smooth change of gears.
10. POWERFLITE HYDRAULIC
SHUTTLE VALVE-The shuttle valve has two separate PRESSURE TESTS
functions, and performs them independently of each
other. The first is that of providing fast and smooth direct LINE PRESSURE
clutch engagement when the driver makes an upshift
after accelerating rapidly and then allowing the throttle The engine must be at operating temperature when
to close completely. Without the shuttle valve, the rechecking pressures. Remove the Vs inch pipe plug from
sulting upshift would consist of a series of lurches, the line pressure take-off hole located on the front left
caused first by the braking effect on the car of the kick- side of the transmission, as shown in Figure 49, for loca-
down gear and then by the too-hard engagement of the tion of plug. Install a 300 p.s.i. pressure gauge C-3293
direct clutch. at this point. Refer to chart for correct line pressures.
Under conditions of closed throttle (low throttle pres- THROTTLE PRESSURE
sure) and high car speed (high governor pressure) the
shuttle valve is forced to its extreme limit of travel. In Remove the Vs inch pipe plug from the throttle pres-
this position, oil is allowed to flow from the kickdown sure take-off hole located on the right hand side of the
band piston to the direct clutch. Because the kickdown transmission, as shown in Figure 50, for correct location
piston is being fed oil only through the hole in the servo of plug. Install 100 p.s.i. pressure gauge C-3292 at this
pressure bleed valve, pressure on this piston drops to point. Operate engine at speeds shown on throttle pres-
a low valve while oil from the shuttle valve and from the sure chart. If pressures do not correspond, refer to
shift valve build up pressure on the direct clutch and the Diagnosis Procedures.
"off" area of the kickdown piston. The kickdown band
load is then reduced sufficiently to allow the band to
slip. In the meantime, the direct clutch has built up CAUTION
enough pressure load to complete a smooth engagement. To prevent overheating of transmission and torque
The second function of the shuttle valve is to regulate converter, do not hold throttle wide open for more
the application of the kickdown piston when making than a few seconds when making throttle pressure
kickdowns. Kickdowns made at low car speeds require check.
very little time in which to complete the shift due to the
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168 CHASSIS
THROTTLE PRESSURE TAKEOFF PLUG

GOVERNOR PRESSURE CHART
TORQUE CONVERTER Selector Car
CONTROL VALVE Governor
Lever Wheels Speed
Pressure
Position 6 Cyl. 8 Cyl.
D Free to Turn 12-14 13-16 15 p.s.i.
D Free to Turn 19-23 23-26 45 p.s.i.
,
D Free to Turn 41-48 55-62 60 p.s.i.
TRANSMISSION
REGULATOR VALVE
plug. Connect a 300 p.s.i. pressure gauge C-3293 at this
DIRECT CLUTCH PRESSURE
point. With rear wheels free to turn, accelerate engine
TAKE OFF PLUG slowly until an upshift occurs. During the upshift, the
57P270 pressure should rise rapidly from 0 to 90 p.s.i. in 11/2 to
2 seconds.
Figure 50-View Showing Right Side of Transmission
With an engine speed of not less than 650 R.P.M. and
transmission upshifted, the direct clutch pressure should
read within 10 p.s.i. of line pressure. If difference is
GOVERNOR PRESSURE
greater than 10 p.s.i. refer to Diagnosis Procedures.
Remove the '/e inch pipe plug from the governor pres-
sure take-off hole located on the lower left side of the
output shaft support. See Figure 49, for correct location 11. POWERFLITE LINKAGE AND
of this plug. Install 100 p.s.i. pressure gauge C-3292 at BAND ADJUSTMENTS
this point. Refer to governor pressure chart for correct PUSH BUTTON CONTROLS AND LINKAGE
pressures. If pressure checks do not correspond to chart,
refer to Diagnosis Procedures. Mechanical connection between the push button unit,
as shown in Figure 51, and the manual control valve is
obtained through the use of a single push pull cable.
LINE PRESSURE CHART One end of the wire cable is secured to the cable actuator
in the speed range selector unit on the instrument panel.
Selector Rear Engine Line The other end enters the transmission case to engage
Position Wheels R.P.M. Pressure the manual control valve assembly.
R Free to Turn 1600 250 p.s.i. The push button control is as simple to service as it is
N 800 90 p.s.i. to operate. The push button control unit requires no
D Brakes Applied 800 90 p.s.i. lubrication. The adjustment is easily made at the trans-
L Brakes Applied 800 90 p.s.i. mission end of the cable. The transmission end of the
THROTTLE PRESSURE CHART

Selector Engine Throttle
Position Brakes Throttle R.P.M. Pressur
D Applied Closed 450 14 p.s.i
D Applied Wide-open 1500 90 p.s.i
DIRECT CLUTCH PRESSURE
Before checking direct clutch pressure, check line

pressure since any deviation in line pressure directly
affects clutch pressure. Then, remove the Ve inch pipe
plug from direct clutch pressure take-off hole located at 57P284
the bottom of the kickdown servo boss on the right side
of the transmission. See Figure 50, for correct location of Figure 51-Push Button Control Unit
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POWERFLITE 169
BACK UP INSTALLATION-TRANSMISSION END - When in-

LIGHT SWITCH stalling the cable in the transmission, be sure the cable
CABLE ACTUATOR
is fully extended by pushing the low (L) button. With the
cable extended, the housing will enter the transmission
case the proper distance preventing damage or possible
displacement of the "0" ring if the housing was inserted
too far. Push the cable into the cable adaptor as far as it
will go; pull outward on the cable to make sure it is
securely locked in the adaptor. Push the low (L) button
in the full length of its travel and hold in this position.
With the low (L) button held in push the control cable
PUSH BUTTON
into the adaptor in the transmission as far as it will go.
OPERATING SLIDES Withdraw the cable slightly to make sure the low range
CABLE BRACKET' CABLE detent is fully seated. The panel control and the trans-
HOUSING mission are not both in low range. Lock the cable in
57P352
place by tightening the cable bracket screw being care-
Figure 52-Speed Range Selector (Top View) ful not to move the cable. See Figure 54.
cable housing enters the transmission case and is sealed

at this point with a rubber "0" ring. The cable housing is CONTROL CABLE ADAPTER CLIP
protected with a rubber cover.
CABLE REMOVAL-PUSH BUTTON END-To remove
CABLE LOC K SPRING
the cable at the push button unit end, remove the three
bezel attaching screws, then remove the bezel and push
buttons. Remove the two hex nuts holding the push
button unit to the instrument panel and remove push
button unit from rear of the instrument panel. The cable
bracket is held by two screws to the push button unit.
A hairpin clip secures the cable to the actuator bar.
CABLE
CABLE REMOVAL-TRANSMISSION END-Remove ADAPTER
throttle adjustment hole plug and allow transmission ---mtaminir tor qc, ea. "I 'Ma'
fluid to drain off to level of hole. Remove neutral starter
switch to provide access to the cable lock spring. Re-
move cable bracket screw and bracket. Insert screw- 56P I 90
REVERSE BLOCKER VALVE ASSEMBLY
driver (or similar tool) through neutral switch hole. Push
gently on projecting portion of cable lock spring and Figure 54-Control Cable Adaptor and Reverse
pull outward on cable. See Figure 53. Blocker Valve
CONTROL CABLE
SCREWDRIVER
if CABLE ADJUSTMENT-WITHOUT REMOVAL-
ADAPTER
CABLE LOCK
SPRING CLIP I Loosen the cable bracket screw (the cable bracket screw
hole is elongated for adjustment) have someone hold
the low (L) speed push button in its full length of travel
to remove backlash from the cable actuator. Carefully
position the cable bracket in the cable bracket recess on
the cable and tighten screw. Check operation of push
buttons to insure correct adjustment. See Figure 55.
CONTROL CABLE
CAUTION
Make sure the control cable housing is not moved
!IA in or out during the tightening of the bracket as the
backlash setting will be disturbed.
Figure 53-- Removal of Control Cable
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170 CHASSIS
144.. THROTTLE PRESSURE

BRACKET ADJUSTING BOLT \ ADJUSTING SCREW
1-* s"' WRENCH C-3279A
CONTROL CABLE PUSH BUTTON CONTROL CABLE

ADJUSTMENT BRACKET
LOW PRESSUR
GAGE C-3292 57P391
5bP192
Figure 56-Adjusting Throttle Pressure with
Figure 55-Control Cable Bracket
Wrench C-3279A
REVERSE BLOCKER VALVE-A hydraulic valve lo- Move the gearshift control lever on transmission one
cated in the valve body prevents the transmission from detent toward the front of the car to put the transmission
being shifted into Reverse (R) range when the car is in Drive range. Disconnect the throttle linkage at the
traveling forward at speeds about 10 miles per hour. transmission throttle control lever and operate the
The blocker valve is connected to the governor pres- throttle control lever several times by hand. Pressure
sure line and is held in by a spring. As the car's speed should return to 13-15 p.s.i. with throttle lever returned
reaches 10 miles per hour governor pressure builds up to its stop. If it does not, adjust as follows:
enough to overcome the spring and moves the valve Remove the (1/4 inch pipe) throttle valve adjusting
pin outward. This extension of the blocker valve serves screw plug on the left side of the transmission. About
as a stop and prevents the detent plate from moving into one quart of fluid may drain out. Using throttle adjusting
the Reverse (R) range position by engaging a projection screw wrench C-3279A adjust the throttle pressure to
on the detent plate. 14 p.s.i. See Figure 56. Turn the screw counter-clockwise
to increase pressure; clockwise to decrease. Shift the
THROTTLE LINKAGE AND PRESSURE ADJUSTMENTS transmission several times between Neutral and Drive.
Pressure should return to 14 p.s.i. when the lever is re-
Adjustments are made in the engine compartment, turned to Drive. If it does not, repeat the adjustment. Re-
however, the linkage should always be checked for install the plug and tighten to 20 to 25 ft. lbs.
possible binding by checking at the throttle lever on the
transmission to make sure the lever returns freely to its After throttle pressure is adjusted, adjust the throttle
stop. When throttle linkage is properly adjusted, press- control linkage as follows:
ing the accelerator pedal causes a simultaneous in- V-8-THROTTLE LINKAGE ADJUSTMENT-The
crease of engine speed and throttle pressure. To obtain throttle linkage adjustment is made on the throttle con-
this relationship, throttle pressure as well as throttle trol rod. Loosen the clamp nut on the throttle control rod
linkage should be checked. and slide the rear part of the rod toward the rear of the
Move the selector lever in Neutral. Apply parking car to take up all slack. Then tighten the clamp nut. Be
brake firmly. Start the engine and bring to normal sure carburetor is "off" the fast idle cam.
operating temperature. Make sure that the carburetor
is not on fast-idle cam. Adjust engine idle to 475-500
rpm. Stop engine. IMPORTANT
Arrange tachometer leads for use under the car. Start One of the most important adjustments is the
engine, then raise car on hoist. Remove the throttle oil connection between the two parts of the throttle
presure take-off plug (Ye inch pipe) located between the control rod. They should be so connected that move-
reverse and kickdown servos on the right side of the ment of the accelerator pedal will cause a simul-
transmission. Connect 100 p.s.i. throttle pressure gauge taneous increase of engine speed and throttle pres-
C-3292. There will be no oil pressure at this plug when sure.
transmission is in neutral.
MyMopar.com
POWERFLITE 171
6 CYLINDER-THOTTLE LINKAGE ADJUSTMENT-

Loosen the vertical clamp rod and adjust the carburetor
lever rod to provide 57A 6 inches distance between the 0
anchor points of the throttle return spring. Then with
engine idling, (off fast idle), take up slack at the vertical
rod and tighten the clamp nut.
After adjustments are made, move the gearshift con-
trol lever on transmission one detent toward rear of the
car to put the transmission into neutral. Remove the
pressure gauge and reinstall the plug. Tighten 10 to 12
foot-pounds.
With engine idling and transmission in neutral check
transmission lubricant level. Add sufficient automatic
transmission fluid type A to bring the level up to the
"low" mark. As operating temperature increases, nor- 57P381
mal expansion of fluid will raise the level from the "low"
mark to the "full" mark. Figure 58-Adjusting Reverse Band Using
Wrench C-3380
KICKDOWN BAND ADJUSTMENT
Working from beneath the car, use a box wrench to ROAD TESTING
loosen locknut, and back off at least four turns. Adjust
screw and tighten to 60-72 inch-pounds, using special The following procedures will provide a step-by-step
torque wrench C-3380. With chalk, mark a reference method of checking the transmission for proper opera-
point on the adjusting screw and transmission case, tion such as panel control positions, smoothness of
then back off adjusting screw exactly three turns. Hold upshift and downshift, throttle linkage adjustment,
screw stationary and tighten locknut. See Figure 57. kickdown shifting and reverse operation.
1. Move panel control through all positions.
REVERSE BAND ADJUSTMENT
2. With panel control in (N), start the engine.
Drain transmission and remove oil pan. Remove re- 3. Move the panel control to (R), noting the speed
verse band adjusting screw locknut and tighten adjust- and smoothness of the shift. Back car up.
ing screw to 20-25 inch-pounds using special tool C-3380.
Mark a reference point and back off adjusting screw 10 4. Attach an electric tachometer to the engine. Move
turns. Hold adjusting screw, replace locknut and tighten panel control to drive (D), checking speed and smooth-
to 30-35 foot-pounds. See Figure 58. Replace oil pan and ness of engagement. Apply both handbrake and foot-
refill transmission with type "A" automatic transmis- brake and check for band slippage at wide open throttle.
sion fluid. Do not hold at wide open throttle for longer than a few
seconds.
5. Accelerate the car at very light throttle. The trans-
mision should upshift at 13 to 18 M.P.H.
6. Slow the car to approximately 15 M.P.H. then go
quickly to wide open throttle (without going into kick-
down). Check for possible clutch slippage. The trans-
DISCONNECT THROTTLE
ROD FROM THROTTLE LEVER
mission should not downshift at this time.
7. Make a kickdown at 15 to 20 M.P.H.
8. Release the accelerator to approximately half
throttle so that the transmission upshifts at 25 to 30
M.P.H.
9. Make a kickdown at 30 to 40 M.P.H. Release the
accelerator to closed throttle (6 cylinder).
air 10. Make a kickdown at 45 M.P.H. Release the ac-
d 57P269
celerator to closed throttle. (V-8 cylinder).
Figure 57-Adjusting Kickdown Band Using 11. At 40 to 50 M.P.H. move the panel control to (L).
Wrench C-3380 The transmission should downshift.
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172 CHASSIS
VALVE BODY AND TRANSFER Remove the two oil strainer support screws and
PLATE ASSEMBLY washers. Remove the strainer assembly from the valve
body and transfer plate assembly. Five screws attach
the transfer plate to transmission case. Remove plate
assembly. See Figure 59. Refer to page 190 for complete
service information of the valve body and transfer plate
assembly.
If it is necessary to replace the manual control valve
lever shaft oil seal, drive the seal out of transmission
from below, using a suitable size brass drift. Inspect the
bore for burrs or nicks and remove with crocus cloth
if necessary. Using tool C-3277 start new seal, straighten
and tighten until seal is flush with transmission case.
See Figure 60.
57P354
Before installing assembly on transmission, inspect
Figure 59-Removing or Installing Transfer Plate mating surfaces for dirt or burrs. The two 1% inch screws
Assembly are installed through the transfer plate cover on the
valve body. The three 1' /s inch screws are installed
through the transfer plate cover. Tighten screws finger
12. Move panel control back to (D) at approximately tight and then tighten to 12 to 17 foot-pounds.
20 M.P.H. (The transmission will upshift.) Coast to a stop.
The transmission should downshift at 10 to 12 M.P.H. Install oil strainer tubes in position and install both
1'/4 inch screws and lockwashers. Tighten 12 to 17 foot
pounds. Place seal cover over the manual valve lever
12. POWERFLITE-SERVICING IN VEHICLE shaft and slide into position. Install manual control lever
VALVE BODY AND TRANSFER PLATE on shaft with arm side of lever against cover. Tighten
lock screw. Install throttle valve armshaft felt and re-
Drain transmission by removing the oil pan filler tube tainer. Then install throttle valve lever assembly and
from the oil pan. Remove the eighteen pan screws and tighten lock screw. Check operation of lever for drag
washers, then remove pan and gasket. by shifting in all positions. Check position and operation
Disconnect the throttle and manual control lever link- of throttle valve lever. Check lever contact on neutral
age from levers. Loosen the throttle and manual control starter and back up light switches. Reinstall oil pan.
lever assembly locking screws. Slide the throttle valve
operating lever assembly off shaft and remove the KICKDOWN PISTON
throttle valve camshaft felt retainer and felt. Slide the
manual valve lever assembly off shaft and remove To remove the kickdown piston, first drain fluid from
manual valve lever shaft seal and cover. transmission oil pan. Remove pan and valve body and
transfer plate assembly. Loosen band adjusting screw.
Compress the band ends and remove kickdown band
strut. Install tool C-3289 on transmission case. See Fig-
TOOL-C-3277 ure 61. Tighten compressing screw on special tool
enough so that the kickdown piston rod guide snap
ring can be removed. Use screwdriver for this purpose.
Loosen compressing tool and remove kickdown piston
assembly. Refer to page 183 for complete servicing pro-
cedures of kickdown piston.
REVERSE SERVO
To remove the reverse servo, first drain fluid from

transmission oil pan. Then remove pan and valve body
and transfer plate assembly. Loosen the reverse band
adjusting screws. Compress the band ends and remove
57P392
the reverse band strut. It may be necessary to tap the
strut lightly to free it. Remove the reverse servo piston
Figure 60-Install Tool C-3277 to Install Oil Seal sleeve. Install tool C-3289 and compress piston spring.
MyMopar.com
POWERFLITE 173
TOOL-C-3289
611
411
6
TOOL
57P353
, . role i55P1 243
Figure 61-Install Tool C-3289 as Shown to Remove

Figure 63-Gearset Holding Tool Installed in Position
Reverse Servo
See Figure 61. Remove snap ring with screwdriver. mission oil pan. Move the entire gearset forward by
Piston assembly can be removed after loosening com- hand. It is important that the gearset be held in its
pressing tool. Refer to page 183 for complete servicing extreme forward position so that the kickdown planet
procedure of reverse servo. pinion carrier thrust washer (No. 2 thrust washer) does
not fall off its pilot on the kickdown sun gear, when the
GOVERNOR extension housing is removed. Figure 62 is a plan for
To remove the governor for servicing it is necessary a tool which can be made to hold the gearset in position.
to remove the extension housing. The holding tool is installed behind the rear edge of
planet pinion carrier and is attached to the transmission
Disconnect battery and raise vehicle off floor. Drain case with a pan screw. See Figure 63. Remove the seven
transmission fluid and remove pan. Disconnect the front transmission extension to case screws and lockwashers.
propeller shaft universal joint and wire shaft out of the Install guide studs C-3283 and remove housing using
way. Remove brake drum assembly. Remove speed- puller C-3282. Refer to page 176 for complete servicing
ometer pinion from transmission extension. Remove the of governor.
nuts that hold the engine rear support insulator to the
crossmember. Install engine support fixture, tool C-3245. TRANSMISSION REGULATOR VALVE
Raise the engine slightly, remove crossmember to
frame bolts and remove crossmember. Remove trans- Remove the spring retainer, gasket and spring. See
Figure 93. Use a suitable length of welding rod to re-
trieve the valve by placing the rod in the small hole in
the valve. Cock the rod so as to apply a slight pressure
to prevent the rod from slipping out of the hole as
the valve is withdrawn. Refer to page 182 for servic-
ing valve assembly. When installing spring retainer,
tighten to 45 to 50 foot-pounds.
OUTPUT SHAFT REAR BEARING OIL SEAL

DRILL I; DIAM. HOLE
Use puller C-452 to remove the propeller shaft flange
AND ELONGATE AS SHOWN
and drum assembly. Remove the transmission support
grease shield spring. Remove the brake support grease
shield from extension housing. Use care when removing
shield. Use puller C-748 to remove rear bearing oil seal.
Inspect inner seal surface of extension housing for burrs.
Use driver C-3205 to install new seal. Install grease
45x2088 shield. Note indent on shield to match groove in housing.
Figure 62-Plan for Making Gearset Holding Tool Install grease shield making sure spring is seated in
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174 CHASSIS
groove. Install drum washers and nut. Apply parking

brake and tighten flange nut to 140 to 160 foot-pounds.
Connect front propeller shaft universal joint.
NEUTRAL STARTER SWITCH
When replacing switch a suitable container should

be used to catch the transmission oil which will come
out when the switch is removed.
CAUTION
Oil may be extremely hot if car has been in
operation.
When installing switch tighten to 15 to 20 foot-pounds.

Replace oil which may have been drained.
57P397
SPEEDOMETER PINION
Figure 64-Removal or Installation of Valve Body
Disconnect speedometer cable and housing from and Transfer Plate
sleeve assembly on transmission. Remove the speed-
ometer pinion and sleeve assembly. Inspect nylon gear
for wear. When installing pinion and sleeve assembly, support the weight of the engine and raise engine
tighten to 40 to 45 foot-pounds. slightly. Remove the crossmember to frame bolts and
remove the crossmember.
13. POWERFLITE-DISASSEMBLY AND Lower the engine two or three inches. Place transmis-
sion jack in position and adjust jack to just support the
INSPECTION weight of the transmission. Remove the two upper trans-
mission to torque converter housing screws and lock-
TRANSMISSION REMOVAL washers and install guide studs C-3276. Remove the two
Disconnect the battery and raise the car off the floor. lower transmission to torque converter housing screws
Drain the transmission and torque converter. Then re- and lockwashers. Then, using care, slide the transmis-
place drain plugs and tighten to specified torque. Dis- sion straight back to prevent damage to drive sleeve.
connect the oil pan filler tube from the oil pan. Dis- Lower transmission. Remove the sleeve and inspect the
connect front universal joint and hang shaft out of the driving lugs and machined surfaces for wear or burrs.
way. Remove the adjusting screw cover plate and cable Inspect the interlocking type oil ring and replace if
clamp bolt from the handbrake support. Disengage the worn or broken. The oil ring should be free in the groove.
ball end of the cable from the operating lever and re-
move the cable from the brake support. Disconnect the TORQUE CONVERTER HOUSING REMOVAL
speedometer cable from the transmission extension Remove the torque converter housing-to-adapter plate-
housing. Disconnect neutral starter and back-up light bolts and lockwashers. Three bolts are located on the
wires from the switches and unclip the wires from the engine side of the adapter plate. The housing is doweled
crossmember. to the adapter plate and care should be exercised when
Disconnect the throttle and manual control linkage removing the housing.
from the levers. Remove screws attaching exhaust pipe Do not hammer or pry between the flanges to loosen
bracket to transmission. Remove the two nuts and lock- it since this will distort the metal and result in misalign-
washers that hold the engine rear support insulator to ment. Carefully move the housing straight back to avoid
the crossmember, leaving the insulator attached to the damage to the torque converter.
transmission. Install engine support fixture, tool C-3245.
Inspect the hooks of the fixture into the holes in the Inspect the mating surfaces of the adapter plate and
frame sub side rail with the support ends up against torque converter housing and remove any burrs or
the underside of the oil pan flange. Adjust fixture to rough spots with emery cloth.
MyMopar.com
POWERFLITE 175
TRANSMISSION DISASSEMBLY AND INSPECTION
Cleanliness is essential during disassembly of trans-

mission. Clean all external surfaces of transmission
with steam if possible. During disassembly all parts
should be cleaned in a suitable solvent and dried with
compressed air only. Use care when handling parts as
they are removed to prevent damage to them.
Remove the oil pan and oil pan gasket. Loosen the
throttle and manual control lever assembly lock screw.
Slide the lever assembly off the shaft and remove the
shaft seal cover.
Remove the two oil strainer to transmission case
screws and washers. Lift off strainer and inspect both
neoprene oil seal rings. Remove the five transfer plate 55P 12,A4
to transmission case screws and lift off the valve body Figure 66-Removal or nstallation of Governor
and transfer plate assembly. See Figure 64. Place the Valve Shaft Snap Ring
valve body assembly in stand C-3294.
Before further disassembling the transmission, check
REAR EXTENSION HOUSING-REMOVAL
the end clearance in the following manner. Insert a
screwdriver between the planet pinion carrier housing Remove the hand brake assembly from the rear ex-
and direct clutch assembly and move the clutch assem- tension housing. Remove the speedometer drive pinion
bly to its forward position. Measure the distance be- and inspect nylon gear. Remove rear bearing oil seal
tween the planet pinion carrier housing and clutch using Puller C-748. Remove any burrs or nicks from
assembly. Then insert screwdriver between transmis- the counterbore with crocus cloth. Remove the seven
sion case and direct clutch assembly and move direct extension housing to transmission housing screws and
clutch assembly back. Measure distance between the lockwashers. Install guide studs C-3283 and remove
direct clutch assembly and planet pinion carrier. Sub- extension housing with puller C-3282. Use care when
tract the second measurement from the first to obtain removing housing to prevent damage to the governor.
the end clearance. Allowable clearance is .026 to .052 Inspect the housing for cracks and remove any burrs
inch. Use either a feeler gauge or a dial indicator to from the gasket surface.
measure the end clearance. See Figure 65. If clearance
exceeds .052 inches install a thicker direct clutch piston Clean the output shaft rear bearing and dry with
retainer thrust washer. If clearance is less than .026 compressed air. Do not spin bearing. Inspect bearing
inches install a thinner washer. The thrust washer is for rough spots. To remove bearing, first remove rear
selectively fit and is available in three sizes. bearing snap ring, using long nose pliers. Note bevel
edge of snap ring and inspect for distortion. Use driver
C-3275 and drive bearing from housing. Remove vent in
top of extension housing and make certain it is open
and free of dirt.
GOVERNOR REMOVAL, DISASSEMBLY

AND INSPECTION
Remove one of the snap rings from the governor valve

shaft, as shown in Figure 66.
Use pliers C-760 and remove the large governor weight
snap ring. Then remove the governor weight from gov-
ernor body, as shown in Figure 68.
Keep thumb pressure on the spring loaded secondary
6.1
governor weight and remove the secondary weight snap
45,0091
ring with pliers C-3229. Inspect all parts for wear or
Figure 65-Checking End Clearance With Gauge C-430 burrs after cleaning and drying.
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176 CHASSIS
GOVERNOR BODY TPUT SHAFT SUPPORT

REAR OIL
GOVERNOR PUMP PINION
LOCATING
OUTPUT SHAFT
SCREW
REAR OIL
PUMP HOUSING
GOVERNOR VALVE SHAFT

GOVERNOR VALVE 57P285
55P1250 C, C-3283 GUIDE STUDS
Figure 67-Removal or Installation of Governor Figure 70-Removal or Installation of Rear Oil
Valve and Shaft Pump Housing
GOVERNOR BODY
REAR OIL PUMP PINION BALL
vire,
REAR OIL PUMP PINION KEYWAY
GOVERNOR
WEIGHT
ASSEMBLY
REAR OIL PUMP PINION

45x2103 - ,45x2106
Figure 68-Removal or Insta ation of Governor Figure 71-Removal or Installation of Rear Oil
Weight Assembly Pump Piston
OUTPUT SHAFT SUPPORT Secondary weight should work freely in primary

REAR OIL PUMP HOUSING
weight when parts are clean and dry. Inspect spring
GOVERNOR BODY SUPPORT
for distortion. Compare with a new one. Remove the
governor locating screw from the governor body and
GOVERNOR BODY
output shaft. Slide the governor body and support from
the output shaft, as shown in Figure 69. Remove the
governor support piston rings and inspect for wear.
Inspect the oil passages and make certain they are free
of dirt and foreign matter. The governor support has a
pressed in steel sleeve which routes oil through the
support. If sleeve is damaged replace complete sup-
port. Inspect the valve and governor body for score
marks.
REAR OIL PUMP REMOVAL AND DISASSEMBLY
GOVERNOR SUPPORT PISTON RINGS
45x2104 Remove the five rear oil pump housing to output shaft
Figure 69-Removal or Installation of Governor support screws and lockwashers. Remove housing and
Body and Support oil pump gear. See Figure 70.
MyMopar.com
POWERFLITE 177
TOOL OUTPUT SHAFT SUPPORT
OIL PAN SCREW
45x2107
45x2109
Figure 72-Checking Clearance Between Pump Figure 74-Separating Rear Support From
Body and Gears Transmission Case
Use prussian blue to mark front side of gear. Do not See Figure 73. Slide the complete assembly from the
use a scribe. Inspect machined surfaces and housing housing. If rear support cannot be freed, install oil pan
for being scored or pitted, and pump housing plug for screw in transmission and carefully pry support free,
leaks. Remove the rear oil pump pinion from the output as shown in Figure 74. Remove the direct clutch assem-
shaft and mark the front side prussian blue. See Figure bly from the reaction shaft. Remove the thrust washer
71. from reaction shaft. This washer is selectively fit and
The pinion is keyed to the shaft by a small ball. Use controls end play between the clutch assembly and
care when removing. Inspect keyway in pinion and carrier housing. Inspect washer for nicks, burrs and
ball pocket in shaft for wear. Check clearance between wear.
pump housing face and face of gear with tool C-3335
and feeler gauge. Clearance limits are .0012 to .0022 DISASSEMBLY OF PLANET PINION
inches. See Figure 72. CARRIER HOUSING
OUTPUT SHAFT SUPPORT, PLANET PINION Place assembly in support fixture C-3285 in upright
CARRIERS, AND DIRECT CLUTCH position. Using a feeler gauge check clearance between
ASSEMBLIES-REMOVAL kickdown planet pinion carrier housing snap ring and
Remove the output shaft support to transmission case kickdown planet pinion carrier assembly. This clear-
screw and lockwasher. Work output shaft up and down ance should be from .012 to .038 inches. If within limits
and at the same time apply pressure to the input shaft. identify each thrust washer as it is removed during
disassembly. Remove snap ring with screwdriver and
DIRECT CLUTCH PISTON RETAINER ASSY identify it to aid during assembly. See Figure 75.
PLANET PINION CARRIER HOUSING ASSY
,_,
Remove the input shaft, kickdown planet pinion car-
Jek-
* rier assembly and kickdown annulus gear from car-
rier housing. See Figure 76. Remove the reverse planet
pinion carrier thrust washer and inspect for cracks,
OUTPUT SHAFT burrs, or wear. Remove the snap ring from input shaft.
0 See Figure 77. Remove annulus gear and inspect for
wear, cracked or broken teeth. Remove pinion carrier
0 .111,
assembly from input shaft. See Figure 78. Inspect stop
OUTPUT ring on shaft which controls position of annulus gear.
SHAFT Check oil passages in gear and shaft for obstructions.
SUPPORT
e, Inspect splines and bearing surfaces for burrs or wear.
I IZIa."--"C-3283 GUIDE STUDS Inspect the pinion carrier for scoring on thrust surfaces
FRONT OIL PUMP HOUSING
and broken or worn teeth. Check end clearance of
TORQUE CONVERTER REACTION SHAFT
INPUT SHAFT 55P 1251
pinions. Limits are from .006 to .017 inches. Inspect
Figure 73-Removing Output Shaft, Carrier Housing pinion shafts for tightness and make sure pinion rotates
and Input Shaft Assemblies freely. Check oil holes in gears and shafts for obstruc-
178 CHASSIS
MyMopar.com
KICKDOWN ANNULUS
GEAR SNAP RING
SNAP RING
Yfl
P12
Figure 77-Removal or Installation of Kickdown

Annulus Gear Snap Ring
57x43
Figure 75-Removal or Installation of Snap Ring KICKDOWN ANNULUS GEAR STOP RING
tions. The planet pinion carrier is serviced as an assem-

bly. Inspect oil holes in the thrust washer of kickdown
carrier.
Remove the reverse planet pinion carrier assembly
from the carrier housing. See Figure 79. Make the same
inspections for the reverse planet pinion carrier assem-
bly as were made for the kickdown planet pinion car- INPUT SHAFT
rier assembly. Remove the output shaft and reverse
annulus gear from the carrier housing and output snap KICKDOWN PLANET!
ring and separate the output shaft and annulus gear. PINION CARRIER ASSY
Inspect shaft for scores and the annulus for damaged 55P1255 KICKDOWN ANNULUS GEAR--I.-
teeth. Inspect splines, ring grooves and worn gear on Figure 78-Input Shaft and Kickdown Planetary
shaft. Remove the thrust washer and inspect for wear. Gearshift-Disassembled
KICKDOWN
PLANET 'INPUT SHAFT ""(',"-- REVERSE PLANET
PINION
PINION
CARRIER ASSY
CARRIER ASSY.
PLANET PINION
REVERSE PLANET CARRIER HOUSING
PINION CARRIER
THRUST WASHER
KICKDOWN
-'
ANNULUS
GEAR
PLANET
PINION
CARRIER 45x2114
HOUSING
55P1253
Figure 76-Removal or Installation of Input Shaft Figure 79-Removal or Installation of Reverse
and Carrier Assembly Planet Pinion Carrier
MyMopar.com
POWERFLITE 179
REVERSE
ANNULUS GEAR
-
OUTPUT SHAFT
PLANET PINION
CARRIER HOUSING
OUTPUT SHAFT SUPPORT ./ 45x2I15

45x21I7
Figure 80-Removal or Installation of Reverse Figure 82-Removal or Installation of Kickdown

Annulus Gear Sun Gear Snap Ring
PLANET PINION
CARRIER
HOUSING
DIRECT CLUTCH HUB
OUTPUT
SHAFT KICKDOWN
SUPPORT SUN GEAR
ASSY
45x2116
45x2I18
Figure 81-Removal or Installation of Carrier
Housing Figure 83-Removal or Installation of Kickdown
Sun Gear
Remove the carrier housing from the output shaft sup-
port and inspect driving lug slots, thrust surfaces, and
DIRECT CLUTCH HUB
band contact surface. See Figure 81. Inspect the output
shaft support oil passages, rear oil pump surface, and DRIVING DISC & CLUTCH
bearing surfaces. Remove burrs or score marks with PLATE ASSEMBLIES
crocus cloth.
DIRECT CLUTCH PISTON RETAINER- DIRECT CLUTCH
PISTON RETAINER
DISASSEMBLY ASSEMBLY
Remove the kickdown sun gear snap ring (selective
fit), as shown in Figure 82. Lift out sun gear assembly.
See Figure 83. Inspect sun gear for worn or broken teeth.
Lift direct clutch hub from retainer. See Figure 84. In-
spect hub driving lugs and spline. Invert the piston re-
tainer and remove the five steel clutch plates and the
five clutch discs. See Figure 85. Discs are constructed
of cork and krafelt. Inspect for evidence of burning,
45x2119
glazing or flaking of the facing material. Replace if nec-
essary. Inspect the steel clutch plates for evidence of Figure 84-Removal of Direct Clutch Hub from
burning, scoring or damaged splines. Piston Retainer
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180 CHASSIS
DIRECT CLUTCH PISTON
DIRECT CLUTCH PISTON SEAL RING

RETAINER ASSEMBLY
45x2120
45x2123
BALL CHECK
Figure 85-Removal of Clutch Discs and Clutch Plates Figure 88-Removal or Installation of Direct
Clutch Piston
DIRECT CLUTCH SPRING
RETAINER SNAP RING
TOOL C-3302
/ RETAINER ASSY
DIRECT CLUTCH
SPRING RETAINER
TOOL C-3301
DIRECT CLUTCH
PISTON RETAINER
SEAL RING
DIRECT CLUTCH
45x2 12 1
PISTON RETAINER--v.
ASSY 55P1256
Figure 86-Removal or Installation of Spring Figure 89-Removal or Installation of Piston
Retainer Snap Ring Retainer Seal Ring

RETAINER SNAP RING CAUTION
DIRECT CLUTCH SPRING Use care when releasing the tool. The piston spring
RETAINER may require guiding past the snap ring grooves in
the clutch retainer.
DIRECT CLUTCH SPRING--..
Using tool C-3302, compress the direct clutch spring

sufficiently to unseat the direct clutch spring retainer
DIRECT CLUTCH
PISTON snap ring. See Figure 86. Release the tool, and remove
the snap ring, spring retainer and spring. See Figure 87.
Using a twisting motion, remove the direct clutch
DIRECT CLUTCH piston from the clutch retainer. See Figure 88. Observe
PISTON RETAINER the ball check in the clutch retainer. Make sure ball
ASSEMBLY
operates freely. The bearing in the clutch retainer is
steel backed bronze and is not replaceable. If the torque
45,2122 converter reaction shaft seal rings have grooved the
Figure 87-Removal or Installation of Direct bearing through the bronze, replace the direct clutch
Clutch Piston Spring retainer assembly.
MyMopar.com
POWERFLITE 181
Inspect the band contacting surface for score marks

or burning. Light score marks can be removed with
crocus cloth. Remove the neoprene seal ring from the
piston and replace it, if there is evidence of deteriora-
tion, wear or hardness. See Figure 89.
DIRECT CLUTCH PISTON RETAINER-ASSEMBLY

Coat the neoprene piston seal ring with lubriplate and
install on piston, with lip facing away from flange. Coat
the piston retainer ring with lubriplate and install on
retainer hub.
Make sure ring rotates freely in groove. Place piston
in retainer and with a twisting motion, seat piston in
bottom of retainer. Exercise care to prevent damage to 57P286
the neoprene seal. Install the direct clutch spring in the
retainer and position the spring retainer and snap ring Figure 91-Removal or Installation of Reverse or
on spring. Using tool C-3302 and compress the direct Kickdown Band
clutch spring sufficiently to seat the snap ring. See
Figure 86. Use care when compressing the spring, since
the retainer may require guiding past the snap ring
groves. Make certain that ring is securely seated in
groove before removing tool. Install the direct clutch
hub in retainer. Lubricate all clutch plates and driving
discs with automatic transmission fluid type A and as-
semble by placing a clutch plate in the clutch piston
retainer followed by a clutch disc.
TRANSMISSION
REGULATOR
CAUTION VALVE SPRING
TRANSMISSION & RETAINER
If the first disc was installed with cork portion at
outer edge, then all succeeding discs must be in- DUST SEAL
stalled in this manner. If first disc was krafelt at TORQUE CONVERTER
45x2128 CONTROL VALVE SPRING & RETAINER
outer edge succeeding discs must also be installed.
See Figure 90 for proper sequence. Figure 92-Transmission Regulator and Torque
Converter Control Valves
Place the kickdown sun gear assembly in retainer

and install snap ring. Check distance between snap
ring and sun gear assembly. Clearance limit is as close
to zero as possible. Snap ring is available in the follow-
ing sizes: .059 to .061 inches (thin), .062 to .064 (medium),
and .065 to .067 (thick).
REVERSE AND KICKDOWN BAND-
REMOVAL AND INSPECTION
DIRECT
DIRECT
CLUTCH Mark the reverse band for installation purposes. Com-
CLUTCH PLATE press band ends sufficiently to remove the reverse band
strut. Unhook the band from the link assembly and re-
DIRECT CLUTCH
DRIVING DISC
move band by rotating it out of transmission, as shown
DIRECT CLUTCH ASSEMBLY in Figure 91.
PISTON
To remove the kickdown band, compress the ends and
RETAINER ASSY. 45x2126
remove the strut. Note notch in strut which acts as a
Figure 90-Installation of Clutch Plates and guide to the pin in the band end. Remove band, as shown
Clutch Driving Discs in Figure 91. Both the kickdown band and reverse band
MyMopar.com
182 CHASSIS
to loosen, then pull the oil pump housing assembly from

the transmission case. See Figure 94.
IMPORTANT
TRANSMISSION REGULATOR Use prussian blue to mark the front face of the
VALVE pump gears to aid during assembly. Do not use a
scribe to mark gears.
PIECE OF WELDING ROD

Remove the oil pump gear from the front pump hous-
ing. Remove the large neoprene oil pump housing seal
from the housing and inspect for deterioration, crack-
45x2129 ing, or hardness. Use a brass drift and drive the dust
seal from the housing. Inspect bushing in housing since
Figure 93-Removing Transmission Regulator Valve bushing is not replaceable. Small scores can be re-
moved with crocus cloth. Inspect the gears for worn or
have bonded lining and no attempt should be made to chipped gear teeth.
reline them. If grooves in lining are no longer visible, Use tool C-3335 and feeler gauge and check clearance
replace the band. Inspect bands for distortion or cracked between pump housing face and face of gears. Clear-
ends. ance limits are .001 to .003 inches. Clear out all oil
Inspect the reverse band link and lever assemblies. passages with compressed air.
Levers should be free to rotate and have sufficient end
play. Do not remove these assemblies unless necessary. REGULATOR VALVE BODY-REMOVAL
To remove the reverse band lever; push the shaft out of
rear opening in case. To remove the kickdown band Using the two threaded holes provided in the regula-
lever, first remove the shaft plug at front of transmission. tor valve body, attach puller C-3287, and install guide
Shaft can then be pushed out. studs C-3299. Pull regulator valve body off of torque
converter reaction shaft. See Figure 95.
FRONT OIL PUMP-REMOVAL Regulator valve body is made of aluminum and re-
Remove the transmission regulator valve retainer quires care in handling to avoid damage. Place body
spring, gasket and valve. See Figure 93. Remove the and both valves in pan containing a clean solvent, wash
seven front oil pump housing to transmission case thoroughly, and dry with compressed air. Inspect both
screws and washers. Discard the aluminum or copper valves for free movement in valve body, they should
sealing washers under bolts and use new ones during fall in and out of bores when both the valves and body
assembly. Tap pump housing lightly with a soft hammer are dry.
GUIDE STUDS
GUIDE STUDS REGULATOR VALVE BODY
TORQUE
CONVERTER PULLER
REACTION SHAFT
In

45x2131

Figure 95-Removing Transmission Regulator
Figure 94-Front Oil Pump Housing Assembly Valve Body
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POWERFLITE 183
TOOL C-484 PLIERS
Ant
KICKDOWN
PISTON ASSY.-""*""--
REVERSE SERVO
ASSY. RETAINER
45x2133 1SNAP RING 57P287
414 OP nee
Figure 96-Removal or Installation of Reverse Figure 98-Removal of Kickdown Piston Assembly

Servo Snap Ring
-11asmos.- REVERSE SERVO PISTON-REMOVAL

TOOL
Lift out the reverse servo piston sleeve. Inspect the
d inside bore, lever and contacting surface on the piston
Al/
REVERSE SERVO
t: sleeve for scores and wear. Make sure the two bleeder
PISTON & VALVE holes are open. Install tool C-3289 or C-3529 on trans-
ASSY.
mission case and compress the reverse piston spring
S retainer. Use a screwdriver to remove the snap ring, as
l/ shown in Figure 96. Loosen the compressing tool and

remove the spring retainer, spring, servo piston and
valve assembly. See Figure 97. Use care when loosen-
ing tool since the spring retainer may require guiding
out of transmission bore.
55P1258
Remove the lip type neoprene piston ring from piston
and inspect for deterioration and hardness. Use pliers
Figure 97-Removal or Installation of Reverse C-3229 to remove the servo valve spring snap ring. Re-
Servo Piston move the spring and valve from piston. Inspect servo
bore for score marks. Light scores can be removed with
Crocus cloth may be used to polish valves providing crocus cloth.
care is exercised not to round the sharp edge portion of
the valves. The sharp edge portion is vitally important KICKDOWN PISTON-REMOVAL
to this type of valve, it helps to prevent dirt and foreign
Using tool C-3289, or C-3529, apply sufficient pressure
matter from getting between the valve and body, thus
reducing the possibilities of sticking. Check all fluid on the kickdown piston rod guide and remove the snap
passages for obstructions and inspect all mating sur- ring. Loosen compressing portion of tool and remove tool
faces for burrs and distortion. If regulator valve body from transmission case. Remove piston rod guide, piston
should have a slight nick or raised portion on mating spring, kickdown piston rod assembly, and kickdown
surfaces, it may be removed by using a surface plate piston cushion spring. Inspect riveting of the kickdown
and crocus cloth. piston rod to kickdown piston spring retainer. Remove
Check regulator valve spring seat (snap rang). After seal ring from guide. Inspect for light scores and wear
both valves and regulator valve body have been thor- on piston rod and guide. Using C-484 pliers, remove the
oughly cleaned and inspected, they should be placed transmission kickdown piston from the transmission
on and covered with clean shop towels until ready for case. See Figure 98. Remove the three seal rings (two
installation. Leave valves in regulator body bores until locking and one open type) from the kickdown piston.
ready for reassembly. This will help to prevent them Inspect piston for light scores and wear. Inspect rings
from being damaged. for broken ends.
MyMopar.com
184 CHASSIS
TORQUE CONVERTER REACTION SHAFT-

INSPECTION IMPORTANT
Inspect torque converter reaction shaft seal rings (in- When lock nut is loosened, the adjusting screw
terlocking type) for broken ends and make sure they must be finger free. If not, inspect screw and nut for
are free to rotate in the lands. Inspect inside of torque pulled threads or foreign material in threads. This
converter reaction shaft for burrs and wear. Remove the is very important to adjustment.
neoprene reaction shaft seal and check for deterioration
and hardness. Inspect thrust surface for wear and slight
scores. Do not remove the torque converter reaction Screw adjusting screw, with locking nut attached into
shaft unless inspection reveals it is necessary to do so. transmission case until there is approximately one inch
of screw left on outside of case. Do not lock screw into
TORQUE CONVERTER REACTION SHAFT- position at this time.
REMOVAL
TRANSMISSION CASE -INSPECTION
Remove torque converter reaction shaft neoprene seal.
Using a suitable brass drift, remove the reaction shaft Inspect transmission case for cracks, and holes, and
dowel pin from reaction shaft flange and transmission stripped threads. Check for burrs on mating surfaces.
case. Remove the three transmission case to reaction Blow compressed air through all passages to make sure
shaft screws and washers. Using tool C-3297, press they are open. Check oil hole plugs for tightness.
reaction shaft out of transmission case. See Figure 99.
Remove the two interlocking type torque converter TORQUE CONVERTER REACTION SHAFT-
reaction shaft seal rings. INSTALLATION
MANUAL CONTROL VALVE LEVER SHAFT OIL

Using sun lamps, heat front of transmission case to
approximately 170 to 190 degrees F. Coat with Lubri-
SEAL-REMOVAL AND INSTALLATION
plate and install the two torque converter reaction shaft
Using a suitable drift, drive seal out of transmission seal rings on shaft and lock in place. Make sure they
case. Using tool C-3277, start seal squarely and tighten are free to rotate in lands. Coat portion of reaction shaft
until the seal is flush with case. Seal will then be cor- that presses into case with Lubriplate. Position torque
rectly positioned. converter reaction shaft into front of transmission case
so that holes in shaft align with screw holes in case.
KICKDOWN BAND ADJUSTING SCREW Place a %6 inch (.308 to .311 inch outside diameter
REMOVAL AND INSTALLATION in unthreaded section) 21/2 inch bolt through dowel guide
pin holes in case and reaction shaft to act as guides.
Loosen locking nut and remove kickdown band ad- Install nut. Using tool C-3297 press reaction shaft into
justing screw and locknut. place. See Figure 100. Do not remove % 6 inch bolt from
dowel pin holes at this point. Start the three transmission
case to reaction shaft screws and washers and tighten
slightly, but do not torque. Remove %6 inch bolt from
ix
dowel pin hole and install the reaction shaft dowel from
inside of transmission case. Torque transmission to re-
action shaft screws from 10 to 15 foot pounds. Coat
S torque converter reaction shaft seal (neoprene) with
Lubriplate and install on shaft.
KICKDOWN PISTON-REASSEMBLY
AND INSTALLATION
Coat the three kickdown piston rings with Lubriplate

TOOL C-3297 (two locking and one open type) and install on piston.
Lock into position and make sure they are free to rotate
TORQUE CONVERTER in lands. Place kickdown piston assembly into transmis-
REACTION SHAFT 45x2136
sion case, compress bottom ring with a piece of brass
Figure 99-Removal of Torque Converter rod, with end flattened, and push piston into case. See
Reaction Shaft Figure 101.
MyMopar.com
POWERFLITE 185
TrA DOWEL HOLE kickdown piston rod assembly. Using extreme care,
1 GUIDE BOLT compress the kickdown piston spring to the point that
5/16 INCH
. DIAMETER
X 2-1/2
piston guide seal ring slightly binds on case. Then using
a piece of brass rod flattened on one end, work seal ring
INCH into position, gradually compressing spring until seal
LONG
ring enters case and snap ring can be installed. Install
the kickdown piston rod guide snap ring. Make sure
snap ring is properly seated.
REVERSE SERVO PISTON-REASSEMBLY AND

INSTALLATION
TOOL C-3297 Place the reverse servo piston valve and spring in
TORQUE CONVERTER
45x2138
reverse servo piston. Shaft on valve protrudes through
REACTION SHAFT hole in bottom of piston. Using C-3229 pliers, install the
reverse servo piston valve spring snap ring. Make sure
Figure 100-Installing Torque Converter snap ring is properly seated. Coat the reverse servo
Reaction Shaft piston ring (neoprene) with Lubriplate and install on
piston. Insert reverse servo piston and valve assembly
into transmission case in a cocked position, then by
rotating piston, the piston will enter case without being
damaged. See Figure 97. Place reverse servo piston
spring over piston and position spring retainer over
a spring. Compress spring with Tool C-3289 sufficiently to
install snap ring. See Figure 96. Spring retainer may
require guiding into case. Make sure snap ring seats
properly.
Inspect interior of reverse servo piston sleeve for
burrs, then place sleeve over the piston. Make sure
sleeve slides freely on piston by working it up and
down. Remove installing tool from transmission case.
57P289 REGULATOR VALVE BODY-INSTALLATION
Figure 101-Installing Kickdown Piston Assembly Inspect regulator valve body and valves to make sure
that no damage has occurred since first inspection and
cleaning. Blow out passages with compressed air. Make
sure torque converter reaction shaft neoprene seal is
CAUTION coated with Lubriplate. Place the transmission regulator
valve and torque converter control valve in the regu-
After bottom ring has entered, piston will seem to lator valve body. Install guide studs C-3288 in front of
hang at two different locations while being pushed transmission case.
into case. This is due to rings entering cylinders. If
any of the rings should be broken when piston
assembly is being installed, transmission will not CAUTION
operate properly.
Use extreme care, when reaction shaft seal enters
regulator body to prevent reaction shaft screws
Place kickdown piston cushion spring in piston. Install from damaging passages on regulator body.
tool C-3289 on transmission case. Place kickdown piston
rod assembly in piston and slide piston spring over kick-
down piston rod assembly. Coat the kickdown piston Place transmission regulator valve body assembly,
rod guide seal ring with Lubriplate and install on kick- with oil passages to rear, over torque converter reaction
down piston rod guide. Make sure ring rotates freely in shaft and on to guide studs, seat firmly to front of trans-
lands. Place the kickdown piston rod guide assembly on mission case.
MyMopar.com
186 CHASSIS
KICKDOWN BAND STRUT PIN

wfr
it)
tf
Mk Mari& larii KICKDOWN BAND STRUT

FRONT OIL
PUMP HOUSING
rp
45x2141
40
Figure 102-Installing Front Oil Pump Housing KICKDOWN BAND LEVER a 45x2145
Dust Seal
Figure 104-Installation of Kickdown Band Strut
GUIDE STUDS THROTTLE OIL PRESSURE
REGULATOR TAKE-OFF PLUG
VALVE BODY
TORQUE
Place front oil pump housing assembly over torque
CONVERTER converter reaction shaft and slide into position over
REACTION SHAFT guide studs until oil pump housing seal is flush with
transmission case. Using new aluminum or copper
washers on screws, start five of the screws and draw
housing down evenly until it is seated into transmission
case. Remove guide studs and install the two remaining
screws and washers then torque to 17 foot pounds.
Using a new gasket, reinstall the torque converter
FRONT OIL PUMP PINION .- control valve spring and retainer. Torque from 35 to 40
FRONT OIL PUMP GEAR foot pounds. Using a new gasket, reinstall the transmis-
FRONT OIL PUMP MARKS sion regulator valve spring and retainer. Torque from
HOUSING SEAL 55P 1260
45 to 50 foot pounds. See Figure 92.
Figure 103-Installation of Front Oil Pump Assembly
IMPORTANT
FRONT OIL PUMP-REASSEMBLY
AND INSTALLATION After all screws have been installed and properly
Position front oil pump housing dust seal in front of torqued, engage the driving lugs of the oil pump
oil pump housing (metal portion of seal down). Using pinion to determine if oil pump pinion turns freely.
driver C-3278 bottom seal into housing. See Figure 102. Use the oil pump drive sleeve for this check. If not
Coat transmission oil pump housing seal with Lubri- free, remove pump and check for foreign matter
plate and install on housing. Place transmission front between pump gears and housing.
oil pump gear and pinion (driving lugs of pinion facing
up) in oil pump housing. See Figure 103.
REVERSE BAND, KICKDOWN BAND-
INSTALLATION
CAUTION
Place kickdown band assembly into transmission case
Unless oil pump pinion is installed correctly, con- by rotating ends of band through rear opening in case.
siderable damage will result when transmission is See Figure 91. Fit the proper end of the kickdown band
installed in vehicle. Lubricate oil pump gears with over adjusting screw and compress the band suffi-
automatic transmission fluid (type A). ciently to install the kickdown band strut between other
end and kickdown band lever. See Figure 104.
MyMopar.com
POWERFLITE 187
CAUTION CAUTION
Make sure kickdown band strut slot engages with Make sure the planet pinion carrier thrust washer
kickdown band strut pin in the band end. seats properly between the reverse annulus gear
and the planet pinion carrier housing. Coat output
shaft splines with Lubriplate.
Place reverse band assembly into transmission case The driving lugs on carrier assembly must engage
by rotating ends of band through rear opening in case. the slots in the planet pinion carrier housing. See
See Figure 91. Hook the proper end of the reverse band
Figure 79.
(previously identified when band was removed) in link
assembly. Compress the band sufficiently to install the
reverse band strut in the slots of reverse band and
reverse band lever assembly. Inspect stop ring for proper position in input shaft
groove. Lubricate thrust surfaces and gear teeth on the
kickdown planet pinion gear and carrier assembly.
PLANET PINION CARRIERS IN HOUSING- Slide assembly (oil collector ring up) carefully down
INSTALLATION on rear end of input shaft and over stop ring. Lubricate
Place output shaft support in tool C-3285 with bearing teeth and thrust surfaces of the kickdown annulus gear.
surface up. Lubricate bearing surface of planet pinion Slide on to input shaft down to stop ring. See Figure 78.
housing, then place bearing surface of housing over Install kickdown annulus gear snap ring. Make sure it
output shaft support bearing surface. See Figure 81. is seated properly. See Figure 77. Input shaft may be
Place the reverse annulus gear on the output shaft and placed in a vise, providing it is clean and equipped with
install the reverse annulus gear snap ring. Selectively brass jaws. Engage the gear teeth of the kickdown
fit the snap ring with one of the following three sizes: planet pinion gears with teeth on the kickdown annulus
.078 to .080 inches (thin), .082 to .084 inches (medium), gear. Slide the pinion gear and carrier assembly into
and .086 to .088 inches (thick). position in the kickdown annulus gear. Coat the reverse
planet pinion carrier thrust washer with Lubriplate and
install on kickdown annulus.
CAUTION Place the kickdown planet pinion carrier assembly,
annulus gear and input shaft into position in planet
Reverse annulus gear must fit tightly on output pinion carrier housing. See Figure 76. Make sure planet
shaft. End clearance is controlled by various snap pinion carrier thrust washer remains on annulus, and
rings which are available in the three thicknesses. driving lugs on carrier assembly properly engage the
slots in the planet pinion housing. Install planet pinion
carrier housing snap ring (not a selective fit). Make sure
Make sure snap ring seats properly. The output shaft it is positioned and seated properly. See Figure 75.
may be placed in a vise, providing it is clean and Lubricate gear and splines. Using a feeler gauge, check
equipped with brass jaws. the clearance between the kickdown planet pinion car-
rier housing snap ring and the kickdown planet pinion
Coat transmission output shaft seal ring with Lubri- carrier assembly. Limits are .012 to .038 inches. If not
plate and install on shaft. Lock into position and make within these limits, disassemble and recheck the reverse
sure ring rotates freely in lands. Coat the planet pinion planet pinion carrier and the planet pinion carrier hous-
carrier housing thrust washer with Lubriplate, slide over ing thrust washers.
output shaft and into position on reverse annulus gear.
Place output shaft and reverse annulus gear into posi-
tion in the planet pinion carrier housing thrust washer OUTPUT SHAFT SUPPORT, PLANET PINION
with Lubriplate, slide over output shaft and into position CARRIER AND DIRECT CLUTCH
on reverse annulus gear. Place output shaft and reverse ASSEMBLIES-INSTALLATION
annulus gear into position in the planet pinion carrier Coat the kickdown planet pinion carrier thrust washer
housing and through the output shaft support, being with Lubriplate, place over kickdown sun gear and on
careful not to damage the output shaft seal rings as it to thrust surface of direct clutch piston retainer assem-
enters the output shaft support. See Figure 80. bly. Place the direct clutch piston retainer assembly
Lubricate thrust surfaces and gear teeth on the reverse over the input shaft, engaging sun gear with the kick-
planet pinion gear and carrier assembly. Place carrier down planet pinion gears and engaging splines of the
assembly in the reverse annulus gear. input shaft with the direct clutch hub. See Figure 105.
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188 CHASSIS
KICKDOWN BAND ASSY REVERSE BAND ASSY
OUTPUT SHAFT
SUPPORT
DIRECT CLUTCH
PISTON RETAINER
ASSY 0
w
PLANET PINION
CARRIER HOUSING OUTPUT SHAFT
OUTPUT
SHAFT SUPPORT C-3283 GUIDE STUD
TORQUE CONVERTER REACTION SHAFT 453;2149
Figure 107-Installation of Power Train in

TOOL Transmission
Figure 105-Installation of Direct Clutch Piston

Retainer Assembly
REAR OIL PUMP-REASSEMBLY
AND INSTALLATION
Coat transmission rear oil pump pinion ball with
Lubriplate and insert in ball pocket in output shaft. See
TOOL C-3306
Figure 71.
TOOL C-3283
Coat rear oil pump drive pinion with lubriplate, place
TX- over output shaft and slide into position, aligning key-
way in pinion with ball in shaft. Pinion was marked
when removed in disassembly, make sure it is installed
correctly. Lubricate rear oil pump gear and position into
rear oil pump housing.
INPUT SHAFT
CAUTION
55P 1262
Make sure gear is installed correctly, check

Figure 106-Preparing to Install Power Train markings.
Assembly
Make sure kickdown planet pinion carrier thrust Slide rear oil pump housing assembly over output
washer remained in position. Coat the direct clutch shaft and into position against output shaft support. See
piston retainer thrust washer (select fit) with Lubriplate Figure 70.
and install on torque converter reaction shaft inside of
transmission case. Use care when sliding washer over
rings to prevent damage. CAUTION
Install guide studs C-3283 in rear of transmission case,
position new output shaft support gasket over guide There are two extra holes in housing which are
studs and on to case. Place tool C-3306 over the splines used for vents. Make definitely sure you do not at-
on the front of input shaft. See Figure 106. tempt to install screws in these holes. Check each
Insert input shaft, with direct clutch assembly, planet screw hole before installing screws.
pinion carrier housing, output shaft support and output
shaft attached, through the rear of transmission case
and through torque converter reaction shaft. Then guide Install the five rear oil pump housing to output shaft
assembly through bands and over guide studs and into support screws and lockwashers. Draw down evenly,
position in transmission case. See Figure 107. Remove then torque from 15 to 20 foot pounds. After screws have
tool C-3306 from the front of the input shaft. been properly tightened turn output shaft to make sure
Install the one output shaft support to transmission pump gears are free to rotate. If not, disassemble pump
case screw and lockwasher finger tight. to determine cause.
MyMopar.com
POWERFLITE 189
REASSEMBLY OF GOVERNOR ON OUTPUT SHAFT following manner to allow a direct clutch piston retainer
Coat the two governor support piston rings with lubri-
thrust washer of proper thickness to be installed. Re-
plate and install on the governor support. Stagger rings move the seven screws and lockwashers from the trans-
mission extension and install guide studs C-3283. Then
and make sure they are free to rotate in lands. Position
governor body on support and install the four screws remove the one output shaft support to case screw and
washer, and remove the extension housing, output shaft,
and lockwashers. Do not tighten screws at this point.
support and planet pinion carrier housing assembly as
Slide governor support and body assembly over output
shaft and into position in rear oil pump housing. See one assembly. Slide the direct clutch piston retainer
Figure 69. Compress governor support piston rings with
from torque converter reaction shaft and remove the
fingers as support enters oil pump housing. Align locat-
direct clutch piston retainer thrust washer. Using a
ing hole in output shaft to locating screw hole in gover-
micrometer, measure the thickness of the washer then
select washer to give correct clearance. These washers
nor body and install governor locating screw, torque are available in three thicknesses. See Page 175. Re-
from 31/2 to 4 foot pounds.
assemble as previously instructed and recheck end
play.
NOTE
KICKDOWN BAND AND REVERSE BAND
Holes can be easily aligned by turning output
ADJUSTMENT
shaft and holding governor body. Make sure screw-
driver attachment fits the screw slot when tightening Adjustment of the kickdown and reverse bands can
locating screw. be made at this time. Refer to Page 171 for correct pro-
cedure when performing this operation.
Torque the four governor body screws from 5 to 10

foot pounds. Dry governor parts with compressed air but HAND BRAKE-REASSEMBLY AND
do not lubricate when assembling. Place governor INSTALLATION
weight spring over secondary weight and position both
Make sure the brake support spacer (neoprene) is in
in primary weight. Make sure governor weight spring
position on back of brake support and spacer sleeve is
seats properly. Guide secondary weight, and compress
in center of support. Slide brake support assembly over
governor weight spring sufficiently to install snap ring.
rear of extension housing and anchor pin. Make sure
Make sure snap ring is seated properly. Place governor
weight assembly (secondary weight snap ring up) into
spacer sleeve remained in center of support. Install
brake support grease shield on extension housing.
governor body and install snap ring. See Figure 68.
Make sure snap ring seats properly.
Slide the governor valve (small end up) over gover-
nor valve shaft. Slide the governor shaft into governor CAUTION
body through the output shaft and governor weight Indent in shield for correct positioning on exten-
assembly, at same time position valve into body. See sion housing. Also shield must be located on hous-
Figure 67. Install the governor valve shaft snap ring. ing far enough to permit installation of spring later.
Make sure it is properly locked to shaft. See Figure 66.
Check operation of governor weight assembly and valve
by turning output shaft. Both should fall freely in body.
Place both brake anchor washers on brake shoe
CHECKING TRANSMISSION END PLAY anchor and install locking anchor washer. Place both
shoe assemblies with adjusting sleeve nut and screw
Using dial indicator C-430 or feeler gauge, measure into position on anchor. Make sure brake shoes are
the distance between the direct clutch assembly and between the anchor washers. Use rubber band around
carrier housing when clutch is in rearward position.
shoes to help hold them into position. Install operating
Then using a screwdriver inserted between the direct
link. Note link marked for correct installation. Install
clutch assembly and carrier housing, carefully pry the
direct clutch forward. Remove screwdriver and measure
the brake support grease shield spring (opening in
spring toward adjusting sleeve). Make sure spring is
again. The end clearance must be .026 to .052 inches. properly seated in groove. Slide the brake shoe return
See Figure 65.
spring behind the grease shield spring and hook into
If it does not fall within this specification, then trans- position. Make sure brake adjustment is loose enough,
mission will have to be partially disassembled in the then install brake drum assembly.
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190 CHASSIS
< TRANSFER PLATE

COVER-
TRANSFER
C-3295 PLATE
GUIDE STUD-P.- ASSEMBLY
C-3205 DRIVER REAR

Jl
EXTENSION
OUTPUT SHAFT HOUSING
REAR BEARING
OIL SEAL 57P398
45x2152
Figure 108-Installing Output Shaft Rear Figure 109-Removal of Transfer Plate Cover
Bearing Oil Seal
Coat nylon gear and threads on speedometer drive

pinion with Lubriplate and install in transmission exten-
NOTE sion. Torque from 40 to 45 foot pounds.
In some instances it may be necessary to use tool
DISASSEMBLY AND INSPECTION OF VALVE
C-496 to press brake drum on to output shaft.
BODY AND TRANSFER PLATE ASSEMBLY
Place the assembly in stand C-3294. Do not use vise to
Install the transmission flange washer, shakeproof hold assembly. Remove two of the long transfer plate
washer and nut. Using C-3281, tighten from 140 to 160 cover screws and lockwashers and install guide studs
foot-pounds. C-3295. Keep finger pressure against the transfer plate
and remove the three remaining cover screws. Then
TRANSMISSION EXTENSION, OIL SEAL AND remove cover. See Figure 109. Remove the transfer plate
BEARING-REASSEMBLY AND INSTALLATION from the valve body plate using care so as not to lose
the servo restrictor valve operating plug. See Figure 110.
Using driver C-3204, install the output shaft rear bear-
ing in extension housing. Make sure bearing is properly
TRANSFER PLATE
seated then lubricate with automatic transmission fluid ASSEMBLY
type "A." Install output shaft rear bearing snap ring.
Install bevel side up, and make sure snap ring seats
properly. Install oil seal and lubricate contacting lip to
provide initial lubrication. See Figure 108. Replace ex- PUMP
CHECK
tension breather (vent) and torque from 10 to 12 foot VALVE
pounds. Install new transmission extension gasket over
guide studs and into position against output shaft
support.
SERVO
Do not use sealing material on gasket. Using care to RESTRICTOR
avoid damaging the governor housing, place rear exten- VALVE
GUIDE STUD OPERATING
sion housing over output shaft and on to guide studs. PLUG
Using Tool C-496 with adapter C-3284, press extension
housing into position against output shaft support. 6
$
Start the seven transmission extension to case screws

and lockwashers then drawn down evenly and torque
from 25 to 30 foot pounds. Tighten the output shaft
support to case screw from 25 to 30 foot pounds. I
VALVE BODY PLATE 55P 1264
After these screws have been properly torqued, turn
output shaft to make sure it turns freely. Figure 110-Removal of Valve Body Plate
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POWERFLITE 191
CONTROL CABLE ADAPTER CLIP THROME VALVE

CAM ASSEMBLY
PUSH BUTTON UNIT MANUAL VALVE

CABLE ADAPTER LEVER ASSEMBLY
THROTTLE VALVE
OPERATING LEVER
ASSEMBLY - KICKDOWN VALVE ROD
OPERATING LEVER
ADJUSTING SCREW
MANUAL VALVE
REVERSE BLOCKER
VALVE
THROTTLE VALVE
SHIFT VALVE PLUG
IMMO
SERVO PRESSURE
VALVE BODY BLEED VALVE
=War
-W} SHUTTLE VALVE
THROTTLE PRESSURE 11/.41.661
CHECK VALVE BALL INIPEIC.1
VALVE BODY END
SHIFT VALVE
VALVE BODY
END COVER ASSEMBLY
- COVER PLATE
56x108
Figure 111-Valve Body Assembly
Note position of the front and rear pump check valves

in the transfer plate. The rear pump check valve has a IMPORTANT
metering hole. Remove any burrs from the throttle valve cam-
shaft and manual valve lever shaft before removing
Remove the valve body plate from the valve body.
them from the valve body.
See Figure 112.. The servo bleed valve may stick to the
valve body plate. Note the position of the servo bleed
valve and throttle pressure check valve ball in the valve Rotate the throttle valve operating lever out of the
body. See Figure 111. Remove both valves and place in way and remove the throttle valve spring and retainer
a clean container. from throttle valve. Then remove throttle valve from
valve body. Measure distance from the valve body to
Compress the throttle valve operating lever assembly the end of the throttle valve operating lever adjusting
against the throttle valve operating lever assembly screw. This distance should be approximately 111/1,;
against the throttle valve spring and slide the throttle inches. See Figure 115. It is not necessary to remove the
valve cam assembly from the manual valve lever assem- lever or adjusting screw unless replacement parts are
bly. See Figure 114. required.
SCREW (2)
LOCK WASHER (2),,_ WASHER LOCK WASHER (4)

-.'13> (1) ---"
TRANSFER PLATE COVER i:LROEWCK(1)
7i11146.40
SCREW (3) AND LOCK WASHER (3)
SCREW
SERVO RESTRICTOR VALVE
TRANSFER PLATE
4
PUMP CHECK VALVE
PUMP CHECK VALVE SPRING
r4 VALVE BODY PLATE
'WAD,
PLUG
AA,
THROTTLE CONTROL CAM SHAFT
THROTTLE PRESSURE
CHECK BALL
SERVO BLEED VALVE CONTROL CABLE RETAINER

LOCK SPRING
SCREW-SHORT (1)
SCREW-LONG (3) or MANUAL VALVE LEVER
SHUTTLE VALVE
ASSEMBLY CABLE RETAINER CLIP
DRIVE SCREW
REVERSE BLOCKER VALVE AND SPRING
,"" SHIFT VALVE AND SPRING
SCREW-SHORT (1)
PLUG SCREW (2)
SPRING
END COVER
PLATE
THROTTLE VALVE
END COVER KICKDOWN ROD, OPERATING LEVER
BALL AND SPRING ASSEMBLY
VALVE BODY MANUAL VALVE
BALL DETENT I\
COTTER PIN MANUAL RETAINER
AND SPRING
VALVE
SLEEVE AND RING
/ THROTTLE VALVE
"0" RING SEAL ....-RETAINING RING AND SPRING 56x173A
Figure 112-Valve Body and Transfer Plate

Disassembled
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MyMopar.com
POWERFLITE 193
VALVE BODY PLATE

VALVE BODY
La
GUIDE STUD
VALVE BODY
ASSEMBLY THROTTLE VALVE OPERATING
LEVER ADJUSTING SCREW
57P258
THROTTLE VALVE OPERATING

Figure 113-Removal of Valve Body Plate LEVER ASSEMBLY 55P 1269
r
Figure 115-Adjusting Throttle Valve Operating Lever
0
VALVE BODY
BODY END
COVER ASSEMBLY
--------SHUTTLE VALVE PLUG

VALVE BODY END COVER SCREW
VALVE BODY END COVER PLATE

55P1270
Figure 116-Removal or Installation of Valve

Body End Cover Plate
56 x 161 7-1-
Figure 114-Removal or Installation of Throttle

Valve Cam Assembly
Remove the four (three long and one short) valve body at
end cover plate screws and lockwashers. Then remove SHUTTLE VALVE
plate. See Figure 116. SHUTTLE VALVE STOP RING
Keep finger pressure on valve body end cover and SHUTTLE VALVE OUTER SPRING
remove the end screw. Carefully remove the end cover
to prevent losing any of the four springs or the kick-
down valve ball. Remove the shuttle valve spring, and 57P399 DIRECT CLUTCH SHIFT VALVE SPRING
shuttle valve. See Figure 117. Remove the direct clutch
shaft valve spring. Figure 117-Removal or Installation of Shuttle
Remove the direct clutch shaft valve and spring. Then Valve Assembly
remove snap ring from kickdown rod and pull rod from
valve body. CLEANING AND INSPECTION OF VALVE BODY
Using a screwdriver compress the detent ball and AND TRANSFER PLATE ASSEMBLY
slide out manual valve lever until it is disengaged from Place all parts in clean solvent. Wash thoroughly and
detent ball. dry with compressed air. Inspect all passages to be sure
MyMopar.com
194 CHASSIS
they are free of obstructions. Also inspect castings for PUMP CHECK
TRANSFER PLATE
evidence of porosity. Remove small nicks or burrs from VALVE AND SPRING
mating surfaces with crocus cloth. Check parallelism of
mating surfaces with straight edge Tool C-3335. Using a ti
light, inspect bores in valve body for score marks or
pitting.
Inspect the valves and plugs for burrs or nicks. Crocus
cloth can be used provided that the sharp edges or plugs
are not rounded off. The sharp edge prevents dirt from
wedging between the bore and valve, thus reducing the
possibility of sticking. Check the operation of the valves
and plugs in their respective bores. They should work
freely when clean and dry.
Inspect detents on manual valve lever, lever pin, and 55P 1275
detent plunger for wear.
Inspect the throttle valve operating lever roller for Figure 119-Pump Check Valve and Spring
binding. Inspect the adjusting screw and pin for wear.
Make sure screw rotates freely in lever.
Inspect the kickdown valve rod for wear and scoring
and also the bore in the valve body. Inspect the kick- DETENT
down valve ball seat in valve body. BALL
Check the servo restrictor valve in the transfer plate

to make sure valve is seating properly. See Figure 118.
If it is necessary to replace the valve, extreme caution
must be exercised when removing the drive screw so
that the transfer plate is not distorted.
Inspect valve body plate and make sure all ports are
open. Inspect the pump check valve and springs in the
transfer plate. See Figure 118.
ASSEMBLY OF VALVE BODY

Place manual valve lever detent ball spring and de-
tent ball in valve body. Slide the manual valve lever OM% Min Evi
assembly into the valve body. With a rotating motion MEW =11
slide the manual valve into the valve body just enough .111111 56x162
SERVO RESTRICTOR Figure 120-Compressing Manual Valve Detent

VALVE Spring and Ball
to engage the manual valve, (compress the manual

TRANSFER PLATE valve detent ball into the valve body). See Figure 119.
Press the valve lever until it snaps over the detent ball.
See Figure 120.
Place the kickdown rod with the large end toward the
end cover into the valve body and install the snap ring.
Install the direct clutch shift valve plug into the valve
55P 1274 body. Place the direct shift valve plug into position in
the valve body aligning the marks previously made
during disassembly. Tighten the two screws 24 to 30
inch pounds being sure that the plug is properly seated.
Figure 118-Location of Servo Restrictor Valve Install the direct clutch shift valve spring in the valve.
MyMopar.com
POWERFLITE 195
Install the shuttle valve in the valve body. Coat the SERVO RESTRICTOR VALVE OPERATING PLUG
stop ring lightly with grease and place it into the recess
in the valve body. Place the shuttle valve spring in the
shuttle valve. See Figure 117.
Place the kickdown valve ball into the valve body. TRANSFER
Place the valve body and cover plate on end cover. PLATE
Then install the one short screw and lockwasher and
tighten snugly. Place the shuttle valve plug in end cover.
Then install the end cover on the valve body, but do not
tighten the end screw. Make sure shuttle valve, direct
clutch shift valve and kickdown valve springs are prop-
erly seated when installing the end cover. Install the
cover plate screws and tighten to 24 to 30 inch pounds.
Install the throttle valve adjusting screw and throttle 1512171
valve operating lever assembly. Distance between valve
body and end of throttle valve operating adjusting Figure 121-Installing Servo Restrictor Valve
screw should be 11%6 inch, as shown in Figure 115. Operating Plug
Install the throttle valve in the valve body with the
KICKDOWN ON PRESSURE
point outward. Place the throttle valve spring and re- THROTTLE PRESSURE
REVERSE PRESSURE KICKDOWN OFF PRESSURE
tainer over throttle valve. PRESSURE TO
REGULATOR VALVE
REAR PUMP
Swing the throttle valve operating lever over the SUCTION
FRONT PUMP
spring and retainer. Compress the throttle valve operat- 0
SUCTION
ing lever assembly against the throttle valve spring. FRONT PUMP
CHECK VALVE
Slide the throttle valve cam assembly into manual valve
lever assembly, indexing cam in slot of operating lever.
See Figure 113. Install the servo bleed valve and throttle
pressure check valve ball in valve body and install
guide studs C-3295. See Figure 111. ,UPSET PRESSURE TO
REGULATOR VALVE
Position the transfer plate cover on transfer plate and DIRECT CLUTCH
CHECK VALVE
install the center screw (short) and lockwasher finger REAR PUMP
PRESSURE
tight. Install the servo restrictor valve operating plug \ TO PRESSURE GAUGE
(FOR SERVICE)
(long end first) into the transfer plate. See Figure 121. GOVERNOR PRESSURE 57P256
Place pump check valves in transfer plate. See Figure
119. The check valve with the metering hole should be Figure 122-Oil Passages in Bottom of
toward rear of transmission. Place the valve body plate Transmission Case
flush into position on the transfer plate by compressing
the pump check valve springs.
washers. Tighten evenly to 45 to 50 inch pounds. Check
operation of check valves.
IMPORTANT
INSTALLATION OF VALVE BODY AND
Make sure that the pump check valves enter the TRANSFER PLATE ASSEMBLY
transfer plate as the valve body plate is compressed,
otherwise damage will result to the valves, valve
Clean mating surfaces and check for burrs on both
the transmission case and valve body. For the purpose
body plate, or transfer plate when the screws are
of identifying the oil passages only refer to Figure 122.
tightened.
Place valve and transfer plate into position on transmis-
sion case. Install the five transfer plate screws and
lockwashers.
Keep sufficient pressure on the transfer plate and
valve body plate to hold them together. Place the assem- Make sure the two oil strainer tube seals are in posi-
bly over the guide studs and into position on the valve tion on oil strainer and place oil strainer assembly into
body. Install two of the screws and lockwashers being position on valve body. Install the two oil strainer sup-
sure that check valves are still in position. Remove port screws (11/4 inches long) and lockwashers. Torque
guide studs and install remaining two screws and lock- from 12 to 17 foot pounds.
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196 CHASSIS
INSTALLATION OF TRANSMISSION
CAUTION
Install guide studs C-3276 in the two upper transmis-
Two screws are 15/8 inches long. These go through sion case to adapter screw holes. Lubricate front oil
the transfer plate cover on valve body. The other pump drive sleeve ring and bearing surface with lubri-
three are 14 inches long. Draw screws down evenly plate and install in torque converter hub, making sure
and torque from 12 to 17 foot pounds. driving lugs are properly engaged.
Note position of driving lugs on front oil pump drive
Place the manual valve lever shaft seal cover over sleeve, then position front oil pump pinion accordingly
the manual valve lever shaft. Install the manual con- to aid in proper engagement when transmission is in-
trol lever (arm side of lever against cover) on manual stalled. Slide transmission over guide studs and into
valve lever shaft, and tighten locking screw. Place the position. Make sure driving lugs on front oil pump drive
throttle valve camshaft felt and retainer over the throttle sleeve properly engage the front oil pump pinion.
valve shaft. Install throttle valve lever assembly on the
throttle camshaft, and tighten locking screw. Check Install the two lower transmission case to adapter
operation of controls by shifting the manual control into screws and lockwashers. Do not tighten. Remove guide
the four operating positions. studs and install the two upper transmission case to
adapter screws and lockwashers, then draw the four
down evenly and torque from 45 to 50 foot pounds.
CAUTION Place crossmember into position and install the cross-
Make sure oil tubes on strainer properly enter the member to frame bolts. Torque from 50 to 55 foot pounds.
valve body. Lower engine and at the same time align mounting
holes in crossmember. Install the two nuts and lock-
washers that hold the engine rear support insulator to
Check the throttle cam position in throttle operating the crossmember and torque from 30 to 35 foot pounds.
lever assembly and throttle assembly and throttle cam-
shaft assembly for kickdown operation. Visually check
the manual valve lever contact on neutral starter and
back-up light switches. Using a new oil pan gasket, CAUTION
place oil pan into position on transmission case. Install To avoid damage to front oil pump, do not
the eighteen oil pan screws and washer assemblies, attempt to use transmission to torque converter
drawing them down evenly, and torque from 12 to 17 housing screws to bring transmission and torque
foot-pounds. Tighten oil pan drain plug from 20 to 35 converter housing together. If oil pump drive sleeve
foot-pounds. and input shaft have been properly aligned, the
transmission should slide into position relatively
14. POWERFLITE-ASSEMBLY AND easy. Do not use force.
INSTALLATION
INSTALLATION OF TORQUE CONVERTER Remove support fixture Tool C-3245 from side of frame
AND HOUSING member. Install oil pan filler tube and torque filler tube
Inspect mating surfaces on torque converter and nut 35 to 40 foot pounds. Connect throttle and manual
crankshaft flange for burrs and dirt. Install torque con- control linkage to levers. Connect neutral starter and
verter on crankshaft. Install the eight torque converter back-up wires to switches. Connect speedometer cable.
stud nuts and lockwashers. Draw down evenly and Engage ball end of hand brake cable in operating lever
tighten 55 to 60 foot-pounds. Install torque converter and install cable clamp bolt. Install adjusting screw
housing and tighten screws 25 to 30 foot-pounds. Install cover plate on hand brake support. Install propeller
starting motor. shaft and torque nuts from 33 to 37 foot pounds. Refill
transmission. Connect battery. Adjust manual and
throttle control linkage.
NOTE
When torque assembly is removed from the crank- 15. TORQUEFLITE OPERATING PRINCIPLES
shaft drive flange for any reason, the converter
assembly runout should be checked when rein- The transmission, as shown in Figure 123, combines
stalled. Runout should not exceed .004 total indica- a torque converter and an automatic planetary gear
tor reading. box. The torque converter extends torque multiplication
(2.7 at stall) over a wide range of engine speeds. The
MyMopar.com
TORQUEFLITE 1 97
TORQUEFLITE TRANSMISSION
Type Automatic three speed

with Torque Converter
Oil Capacity of Transmission and
11 Quarts
;.g Torque Converter
;L.
cv
02, Torque Converter Multiplication 2.7 to 1
o
E-1
Oil Cooling Fins welded to Torque Converter
Provided by Transmission Front
Lubrication
and Rear Pump
1 (Low) 2.45 to 1
0g o LO 2 (Second) 1.45 to 1
En ti
A gg Drive-Breakaway 2.45 to 1
g8
ti 0 Drive-Direct 1 to 1
Et 0
Reverse 2.20 to 1
Type Gear
Front Pump-- End Clearance .0012 - .0025
Type Gear
Rear Pump- End Clearance .0012 - .0027
Governor Type Centrifugal
Clearance between Governor Valve and Body .0005 to .002
Input Shaft Thrust Washer .078 to .080 (thin)

(3 sizes) .097 to .099 (medium)
cn
rn 41
.115 to .117 (thick)
gA
E-, Front Clutch Snap Ring .060 to .062 (thin)
Rear Clutch Snap Ring .064 to .066 (medium)
Reverse Band Drum Snap Ring .068 to .072 (thick)
.060 to .062 (thin)

Kickdown Annulus Gear Snap Ring (2 sizes)
.064 to .066 (thick)
.086 to .088 (thin)
Extension Shaft Bearing Snap Ring (2 sizes)
.091 to .093 (thick)
Takeoff Plug, Left Front

Line Pressure
Side of Transmission
..Y. al
.-. Takeoff Plug, Left Side of Transmission
Governor Pressure
in Output Shaft Support
Z rai Takeoff Plug, Left Front
Lubrication Pressure
side of Transmission
ENGINE CRANKSHAFT REAR CLUTCH PRESSURE PLATE
TORQUE CONVERTER OVERRUNNING CLUTCH KICKDOWN BAND
TORQUE CONVERTER IMPELLER INTERMEDIATE SUPPORT ASSEMBLY
FRONT OIL PUMP HOUSING DUST SEAL OVERRUNNING CLUTCH ASSEMBLY
INPUT SHAFT ASSEMBLY LOW-REVERSE BAND REAR OIL PUMP
REGULATOR VALVE BODY LOW-REVERSE BAND DRUM
EXTENSION
FRONT CLUTCH ASSEMBLY REVERSE ANNULUS GEAR
FRONT CLUTCH PISTON LEVER TRANSMISSION CASE GOVERNOR ASSEMBLY
FRONT CLUTCH PISTON KICKDOWN ANNULUS GEAR
SPEEDOMETER PINION
OUTPUT SHAFT SUPPORT
OUTPUT SHAFT ASSEMBLY
OUTPUT SHAFT DRIVE HOUSING

\
REAR CLUTCH PISTON KICKDOWN PLANET PINION CARRIER ASSEMBLY
7 REAR CLUTCH ASSEMBLY OIL STRAINER
/ FRONT CLUTCH PRESSURE PLATE REVERSE SUN GEAR
TORQUE CONVERTER REACTION SHAFT LOW-REVERSE PLANET PINION CARRIER ASSEMBLY HAND BRAKE ASSEMBLY
FRONT OIL PUMP VALVE BODIES AND TRANSFER PLATE ASSEMBLY
TORQUE CONVERTER STATOR INTERMEDIATE SHAFT ASSEMBLY
TORQUE CONVERTER TURBINE
56x707A
Figure 123-TorqueFlite Transmission and Torque Converter

MyMopar.com
MyMopar.com
TORQUEFLITE 199
transmission consists of two multiple disc clutches, an LOCK

overrunning clutch, two bands, and two planetary gear SPRINGS
sets to provide three forward ratios and a reverse ratio.
With the front or forward clutch engaged and low gear
reaction, transferred through the transmission overrun- UNLATCHED POSITION ATCHED POSITION
ning clutch assembly, a low ratio of 2.45 to 1 is OPERATING SLIDES
obtained. Engagement of the kickdown or second speed
CONTROL CABLE
band will shift the transmission to second speed ratio ACTUATOR
of 1.45 to 1. Disengagement of the kickdown band and
engagement of the rear or direct clutch locks the gear
set so that a direct drive ratio of 1 to 1 is obtained. Since PUSH TO TRANSMISSION
the overrunning clutch can transmit torque only on the BUTTONS
drive side, it is necessary to apply the low and reverse
band when using low for engine braking. Reverse ratio CONTROL
of 2.20 to 1 is obtained by application of the rear clutch 57P324 CABLE
and rear band. In the drive range, the transmission
shifts through all three gear ratios automatically. Shift Figure 125-Gearshift Control Unit (Operational Sketch)
points are determined by throttle opening and car speed.
If additional acceleration is desired while in drive range,
the transmission will downshift (depending on vehicle The control unit is located on the instrument panel
speed) to second gear or breakaway automatically to the left of the steering column. Range selection is
when the accelerator pedal is completely depressed. made by pushing the proper button.
The intermediate or second position range is used to Should the R (reverse) button be pushed in, above
operate the transmission in the first two gears only. approximately 10 M.P.H., it will move the manual con-
This range is suitable for long down grades where addi- trol lever to the neutral position and when car speed
tional engine braking is needed. A low or first position drops below 10 M.P.H. it will again be necessary to
range is also available to keep the transmission in first reposition the R (reverse) push button.
gear only. This position provides added handling ease
in mountain driving and exceptional pulling qualities in Mechanical connection between the gearshift control
sand and snow. housing and the transmission manual control valve is
obtained through the use of a single push-pull cable, as
GEARSHIFT CONTROL UNIT shown in Figure 125. One end of the wire cable is se-
cured to the cable actuator in the gearshift control hous-
The transmission is operated by a gearshift control ing, while the other end enters the adapter housing on
unit consisting of five push buttons, identified by R the transmission case to engage the manual control
(reverse), N (neutral), D (drive), 2 (second) and 1 (low). valve lever assembly.
See Figure 124.
When a button is pushed in, the slide contacts the
cable actuator, causing it to pivot. Movement of the
cable actuator about its axis moves the attached wire
cable. When the button nears its limit of travel, a lock
on the button slide engages the actuator shaft. This
action allows the slide lock to hold the button in the en-
gaged position.
When the operator pushes another button, to select
a different range, the top or bottom portion (depending
on which button was pushed) of the slide contacts the
actuator, thereby releasing the first button from the re-
straint of the spring lock. The first button is then free
to return (under spring force) to its original position.
A back-up light switch (when so equipped) is incor-
57P347 porated in the gearshift control housing and is operated
Figure 124-Arrangement of TorqueFlite Push Button by the R (reverse) push button slide.
MyMopar.com
200 CHASSIS
/ANNULUS GEAR
PLANET PINION
CARRIER
PLANET
PINION GEAR
le% SUN GEAR
SUN GEAR
HELD
512c91 s3x97
Figure 126-Planetary Gear Set Figure 127-Planetary Gear Set (Sun Gear Held
Gear Reduction)
The transmission will automatically upshift to second

if the accelerator is released or a speed of approximately carrier. The sun gear rotates inside and is also meshed
42 M.P.H. is reached. In D (drive) range from second with the planet pinions.
speed, the transmission will automatically upshift into
direct if the accelerator is partially released or a speed PLANETARY GEAR SET-OPERATION
of approximately 71 M.P.H. is reached. If vehicle is A planetary gear set may be used to increase torque
accelerated in 2 (second) position to the wide open and reduce speed. This is done by holding the sun gear
throttle upshift speed, an upshift to direct will occur thus and driving the annulus gear, as shown in Figure 127.
eliminating over-speeding the engine in second gear. The annulus gear will turn the planet pinion gears on
Kickdown (forced downshift). At speeds between 27 their shafts and at the same time cause the planet
to 60 M.P.H. (approximately) in D (drive) position after pinion gears to move around the sun gear.
the transmission has upshifted into direct, maximum The planet pinion carrier will, therefore, be forced to
acceleration can be obtained for passing by completely rotate in the same direction as the annulus but at a
depressing the accelerator. This will cause the trans- slower speed. The gear set in this case operates as a
mission to downshift to second. The transmission will speed-reducing, torque-increasing device. Further re-
automatically upshift to direct if the accelerator is reduction may be obtained by adding planetary gear sets
leased or a speed of approximately 71 M.P.H. is reached. and providing a means of holding various members to
Transmission Inoperative-Tow the vehicle with a obtain proper ratios.
rear end pickup or remove the propeller shaft.
DRIVING THE CAR
Transmission operating Properly-The vehicle may
be towed safely in N (neutral) at moderate speeds. For When starting in extremely cold weather, allow the
long distance towing (over 100 miles), the propeller shaft engine and transmission to warm up while in N (neutral)
should be removed. position. If the engine is cold (engine on fast idle) apply
the foot brake lightly to prevent a tendency of vehicle
PLANETARY GEAR SET-CONSTRUCTION to creep when making a push button selection.
The planetary gear set, as shown in Figure 126, con- D (drive). All normal forward driving will be done in
sists of:
this range. The vehicle will have a slight tendency to
creep after pushing the button from N (neutral) to D
1. An annulus or internal gear. (drive) at idle. This can be prevented by applying the
2. A planet pinion carrier with three planet pinion foot brake lightly. As soon as the accelerator is de-
gears. pressed, the vehicle will move forward in the drive
(breakaway) range. At a speed of approximately 9 to
3. A sun gear. 35 M.P.H., depending on the amount the accelerator is
The annulus gear surrounds and meshes with the depressed, the transmission will automatically upshift
planet pinion gears. The planet pinion gears are free to second. At speeds of approximately 13 to 65 M.P.H.,
to rotate on the planet pinion shafts in the planet pinion depending upon the amount the accelerator is de-
MyMopar.com
TORQUEFLITE 201
pressed, the transmission will automatically upshift

from second to direct. When slowing the vehicle down ANNULUS GEAR AND
SUN GEAR LOCKED
(at throttle openings short of wide open) the transmis- ..`"'
TOGETHER
sion will automatically downshift from direct to break-
away at approximately 8 M.P.H.
2 (second) position provides driving characteristics
similar to D (drive)-second speed except that the trans-
mission will not upshift into direct at vehicle speeds
below approximately 65 M.P.H. That is, as soon as the
accelerator is depressed, the vehicle will move forward
in the drive (breakaway) range. At a speed of approxi-
mately 9 to 35 M.P.H., depending on the amount the
accelerator is depressed (and car speed) the transmis-
sion will automatically upshift into second. If the vehicle
53x98
is accelerated in second gear to the wide open throttle
upshift speed, an upshift to direct will occur, thus elim-
inating over speeding the engine in second gear. If Figure 129-Planetary Gear Set-Direct (Annulus
vehicle speed falls below 8 M.P.H. or the accelerator and Sun Gear Locked)
is completely depressed, at speeds below approximately
29 M.P.H., a transmission will automatically downshift the transmission will not downshift to low if vehicle is
to breakaway. It is possible to push the buttons from 2 above approximately 29 M.P.H. The free wheeling which
(second) to D (drive) or D (drive) to 2 (second) at any occurs in 1 (low) gear operation with the D (drive) button
speed; however, the transmission will not downshift to depressed in locked up to provide engine braking when
second gear if vehicle is above approximately 65 M.P.H. the 1 (low) button is depressed.
1 (low) provides driving characteristics similar to D R (reverse). Stop the vehicle and with foot brake light-
(drive-breakaway) except that the transmission will ly applied, push the R (reverse) button in.
not upshift into any other range regardless of vehicle
speed. Kickdown (forced downshift). At speeds below ap-
proximately 29 M.P.H., in D (drive) or 2 (second), after
the transmission has upshifted, maximum acceleration
NOTE
can be obtained for passing or climbing a steep grade
To prevent over-speeding of engine, do not oper- by completely depressing the accelerator. This will
ate vehicle above 40 M.P.H. in 1 (low) position. cause the transmission to downshift to breakaway.
The direction of rotation may be reversed by use of
It is possible to push the buttons from 1 (low) to D a planetary gear set. By holding the planet pinion car-
(drive) and D (drive) to 1 (low) at any speed; however, rier stationary and driving the sun gear, the planet pin-
ion gears will rotate on their shafts, as shown in Figure
128. Because the planet pinion carrier cannot move, the
planet pinion gears operate as idlers and transmit the
PLANET PINION torque to the annulus gear. This drives the annulus gear
CARRIER HELD
in the reverse direction at reduced speed but with in-
creased torque.
If any two members of a planetary gear set are
locked together (as the annulus gear and sun gear in
the case illustrated in Figure 129), a direct or 1 to 1 drive
is obtained. There is no movement between the gears.
If no two members are locked together and no mem-
N ber is held from rotating, no torque will be transmitted.
This provides neutral operation.
Nt OVERRUNNING CLUTCH
53.96
The overrunning clutch consists of a cam, cam rollers,
Figure 128-Planetary Gear Set-Reverse (Planet cam springs, and a clutch hub. The cam, which provides
Pinion Carrier Held) the ramps, is riveted to the intermediate support so that
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202 CHASSIS
FRONT CLUTCH APPLIED OVER-RUNNING CLUTCH (LOCKS WHILE DRIVING -

FREE WHILE COASTING)
DRIVE POSITIONBREAKAWAY 56x689

Figure 130-Power Flow in D (Drive) Position-Breakaway
it is prevented from turning. The overrunning clutch hub running clutch and becomes stationary in forward drive
is splined in the low-reverse band drum with the reverse (overruns on coast). Therefore, the reverse carrier pin-
planet pinion carrier assembly. Connection between the ions are forced to rotate in a forward direction and force
cam and hub is obtained through the rollers. the reverse annulus to rotate in the same direction trans-
When torque is applied to the reverse planet pinion mitting the power flow to the output shaft with the com-
carrier and overrunning clutch hub by the sun gear, the bined ratio of the kickdown and reverse planetary gear
clutch rollers are forced outward into a wedged contact sets of 2.45 to 1. See Figure 130.
by the ramps in the cam, thus holding the planet pinion
D (DRIVE) POSITION-2ND SPEED AND 2 (SECOND)
carrier. POSITION-2ND SPEED
If the driving force is removed, the rollers are released
from their wedged contact and the overrunning clutch The power flow is from the torque converter turbine
will coast. The overrunning clutch is used in the 1-2 through the input shaft to the front clutch (which is
upshift, normal 2-1 downshift, and forced 2-1 and 3-1 applied).
downshifts. For 1 (low) range operation, the low-reverse From the front clutch through the intermediate shaft
band is applied, holding the reverse planet pinion car- to the annulus gear of the kickdown (rear) planetary
rier stationary, thus preventing the overrunning clutch gear set. The kickdown band is applied which holds the
from coasting. sun gear stationary. The annulus gear drives the kick-
down planet pinions which rotate in the same direction
POWER FLOW IN THE TRANSMISSION as the input and intermediate shafts. The kickdown
D (DRIVE) POSITION-BREAKAWAY - The power planet pinions are meshed with the sun gear; therefore,
flow is from the converter turbine through the input they walk around this gear and exert force through the
shaft and front clutch retainer (one unit). The front clutch kickdown planet pinion shafts to rotate the kickdown
is applied and the drive continues through the clutch planet pinion carrier. The carrier, which is splined to
hub to the intermediate shaft and kickdown annulus the output shaft drive housing, moves at a slower speed
gear (one unit). The kickdown annulus gear drives the than the annulus gear, thus providing a gear ratio of
kickdown planet pinion gears, rotating them in the same 1.45 to 1. See Figure 131.
direction. The kickdown planet gears are meshed with
D (DRIVE) POSITION -DIRECT
the kickdown sun gear which in turn is integral with the
reverse sun gear. Both sun gears are forced to rotate The power flow from the torque converter goes di-
in a reverse direction by the reaction of the kickdown rectly through the transmission because the planetary
planet pinion carrier together with the reverse annulus elements of the gear train are locked up by two multiple
gear, both of which are splined to the output shaft drive disc clutches and both bands are released. The torque
housing. The reverse planet pinion carrier is attached converter provides all of the torque multiplication. See
to and prevented from turning backward by an over- Figure 132.
MyMopar.com
TORQUEFLITE 203
FRONT CLUTCH APPLIED KICKDOWN BAND APPLIED
DRIVE POSITION-2ND ALSO 2ND SPEED IN 2ND POSITION 56x690

Figure 131-Power Flow in D (Drive) Position-
2nd Speed and 2 (Second) Position-2nd Speed
FRONT AND REAR CLUTCHES APPLIED
DRIVE POSITIONDIRECT DRIVE 56x688

Figure 132-Power Flow in D (Drive) Position-Direct
Range Ratio Element Applied

D (Drive) position-(breakaway) 2.45 Front Clutch and Overrunning Clutch
D (Drive) position-second speed, Front Clutch and Kickdown (Front) Band
2 (Second) position-second speed 1.45
D (Drive) position-direct 1.00 Front and Rear Clutches
R (Reverse) position 2.20 Rear Clutch and Low-Reverse (Rear) Band
1 (Low) position-low speed 2.45 Front Clutch and Low-Reverse (Rear) Band
N (Neutral) No Elements Applied
MyMopar.com
204 CHASSIS
FRONT CLUTCH APPLIED LOW AND REVERSE BAND APPLIED
..)
LOW POSITION 1 LOW SPEED 56x691

Figure 133-Power Flow in 1 (Low) Position- Low Speed
REAR CLUTCH APPLIED LOW AND REVERSE BAND APPLIED

REVERSE POSITION 56x692
Figure 134-Power Flow in R (Reverse) Position
KICKDOWN (FORCED DOWNSHIFT) IN D (DRIVE) R (REVERSE) POSITION-The rear clutch and the
POSITION BELOW 25 M.P.H.-This will force the trans- low-reverse band are applied. All other friction elements
mission to downshift and the power flow will be the are released. The power flow is from the torque con-
same as D (drive) position (breakaway).
verter turbine through the input shaft to the rear clutch
KICKDOWN (FORCED DOWNSHIFT) IN D (DRIVE)
POSITION 25 TO 70 M.P.H.-This will force the trans- hub (part of the front clutch retainer). The rear clutch
mission to downshift and the power flow will be the is splined to the reverse sun gear. The carrier of the
same as D (drive) position 2nd speed. reverse (front) planetary gear set is held stationary by
I (LOW) POSITION-LOW SPEED-In 1 (low) posi- the low-reverse band; therefore, the set acts as a simple
tion the power flow is the same as D (drive) position reverse train through the reverse planet pinions to the
(breakaway) or 2 (second) position (breakaway) with
reverse annulus (which is splined to the output shaft
one exception, the low-reverse band is applied, locking
the overrunning clutch to provide engine braking. See drive housing) and provides a reverse ratio of 2.20 to 1.
Figure 133. See Figure 134.
MyMopar.com
TORQUEFLITE 205
FORWARD REV. DIRECT

CLUTCH CLUTCH
1-2 SHIFT VALVE
TORQUE CONVERTER
--\\.u.s\V
s
CONVERTER CONTROL
VALVE 40 4.00 / 004,
2"
". .1111111BIIIIRPAIM4er,IHAN.-.
BM
.(C<
LOW B REVERSE SERVO
LUBRICATION
LEGEND
REAR PU BLUE (LINE)-90 P.S.I.
CHECK VALVE
BLUE DOT (PUMP SUCTION)-0-5 P.S.I.
YELLOW (CONVERTER)-30 P.S.I.
NOTE: CONTROL SYSTEM IN YELLOW DOT (LUBE)-10-30 P.S.I.
A -BC-OF ARE GOVERNOR NEUTRAL
OIL STRAINER METERING HOLES ENGINE RUNNING
57P327
Figure 135-Hydraulic Circuit-N (Neutral)
N (NEUTRAL) POSITION 3. The pressure regulating valves.

All friction elements are released. Hence, there is no 4. The flow control valves.
drive connection between the engine and the rear
wheels. Taking each of these basic components or units in
turn, the control system may be described as follows:
POWER FLOW SUMMARY
The chart summarizes power flow conditions in the THE PRESSURE SUPPLY SYSTEM
various ranges as regards to gear train elements in-
volved and the ratios obtained. FRONT PUMP-Under all normal operating condi-
tions (up to a forward speed of approximately 35 M.P.H.)
HYDRAULIC CONTROL SYSTEM the front pump, driven at engine speed, provides oil
The hydraulic control system must furnish oil under needed for torque converter pressure, control pressures,
pressure and route it at the proper time and rate to the and lubrication.
proper piston device for engaging the transmission in
The front pump delivers oil at 90 P.S.I. to fulfill these
the desired gear. This system is composed of different
parts whose functions are interrelated. condtions and also satisfy the normal amount of internal
leakage in the transmission at all engine speeds above
In a general way, the components of any automatic approximately 700 R. P. M. In reverse, the front pump
control system may be grouped into the following basic pressure is increased to 225 P.S.I. in order to handle the
components or units: Refer to Figures 135 through 141. high torque loads imposed during reverse operation.
1. The pressure supply system. REAR PUMP-The rear pump (smaller than the front
2. The clutches and band servos. pump and driven by the output shaft) furnishes all of
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206 CHASSIS
FORWARD REV.W DIRECT

CLUTCH CLUTCH
1-2 SHIFT VALVE
TORQUE CONVERTER
CONVERTER CONTROL
VALVE
'' Innullow
66 MID%
ACCUMULATOR
LOW A REVERSE SERVO

LUBRICATION
LEGEND
BLUE (LINE)-90 P.S.I.
BLUE DOT (PUMP SUCTION)-0-5 P.S.I.
HECK VALVE YELLOW (CONVERTER)-30 P.S.I.
YELLOW DOT (LUBE)-10-30 P.S.I.
GREEN (THROTTLE)-0.90 P.S.I.
NOTE: CONTROL SYSTEM IN BROWN (GOVERNOR)-0-90
GOVERNOR BROWN DOT (GOVERNOR COMPENSATOR) -
ABO-DE ARE DRIVE (BREAKAWAY)
OIL STRAINER METERING HOLES HALF THROTTLE 0-90 P.S.I.
57P328
Figure 136-Hydraulic Circuit-D (Drive)-Breakaway
the oil required by the transmission in normal driving piston. To eliminate the possibility of clutch drag caused
at all vehicle speeds above approximately 35 M.P.H. by such movement, the clutch check valve ball is un-
Rear pump oil pressure is routed to the regulator valve seated by centrifugal force and the oil in the chamber
body through a drilled passage in the transmission case. is allowed to escape. For normal application of the
The front clutch and low-reverse band are applied by clutch, the flow of oil under controlled pressure into
the oil pressure developed by the rear pump when the the clutch piston chamber is sufficient to seat the clutch
engine is started by pushing. check valve ball.
CLUTCHES AND BAND SERVOS REAR CLUTCH
FRONT CLUTCH-The front clutch transmits full en- The rear clutch locks the gear train for direct drive
gine and converter torque in all forward drive positions. operation in the forward range and transmits full input
The front clutch piston is moved hydraulically to engage torque to the gear train in reverse operation. Rear clutch
the multiple disc clutch in all forward speeds. The clutch operation is similar to that of the front clutch. When
piston is released by means of the clutch return spring making the power upshift from second to direct, the
when feed of the control pressure is discontinued. engagement of the clutch and disengagement of the
kickdown band is accomplished by application of con-
In order to develop the required capacity, a system trolled pressure.
of levers (4) is used to actuate the clutch apply plate.
Although no pressure is applied to the front clutch KICKDOWN SERVO
piston in reverse or neutral, oil is present in the clutch The kickdown piston actuates the kickdown band
piston chamber. With high rotative speeds of the clutch through the kickdown lever, strut, and anchor, holding
retainer in reverse or neutral, it is possible to build up the sun gear of the rear planetary set stationary and
sufficient centrifugal oil pressure to move the clutch resulting in a forward ratio of 1.45 to 1 through the rear
MyMopar.com
TORQUEFLITE 207
FORWARD REVS DIRECT

CLUTCH CLUTCH
1-2 SHIFT VALVE
TORQUE CONVERTER
CONVERTER CONTROL
VALVE
w=,wega---igil
N
<=3 LOW S REVERSE SERVO

UBRICATION LEGEND
BLUE DOT (PUMP SUCTION)-0.3 P.S.I.
YELLOW (CONVERTER)-30 P.S.I.
VE YELLOW DOT (LURE) -10 -30 P.S.I.
GREEN (THROTTLE)-0-90 P.S.I.
GREEN DOT (THROTTLE COMPENSATOR) -
NOTE: CONTROL SYSTEM 99 30-90 P.S.I.
A-13.0DE ARE GOVERNOR BROWN (GOVERNOR)-0-90 P.S.I.
DRIVE (SECOND)
OIL STRAINER METERING HOLES HALF THROTTLE BROWN DOT (GOVERNOR COMPENSATOR) -
0-90 P.S.I.
57P329
Figure 137--Hydraulic Circuit-D (Drive)-Second
planetary gear set. The kickdown piston is hydraulical- LOW-REVERSE SERVO

ly applied in 2 (second) and D (drive) second (kick-
The low-reverse servo has two functions which are
down) by two controlled pressures-line pressure and performed independently. The low-reverse servo piston
throttle compensator pressure-acting on separate areas. is moved hydraulically to apply the low-reverse band
through the low-reverse band lever, strut, and anchor.
In N (neutral), 1 (low), D (drive) breakaway, and R
The results are:
(reverse) the kickdown piston is held released by the
kickdown piston spring, there being no pressures ap- 1-To hold the carrier of the front planetary gear set
plied to the kickdown piston at these times. In the D stationary while the rear clutch (applied) drives the sun
gear. This provides a reverse ratio of 2.20 to 1 through
(drive) range, for the automatic upshift from second to
the front planetary gear set. See Figure 134.
direct drive, the kickdown piston is released by con-
trolled pressure acting on the "off" area of the kick- 2-To hold the carrier of the front planetary gear set
down piston. The force of the pressure on the "off" area, stationary while the front clutch (applied) drives the
intermediate shaft and kickdown annulus. This provides
assisted by the kickdown piston spring, is sufficient to
the 1 (low) range operation at a ratio of 2.45 to 1 through
overcome the forces of line pressure and throttle com- both planetary gear sets, see Figure 133, which may be
pensator pressure acting on the apply side of the kick- used for engine braking. Initial engagement of the low-
down piston. reverse servo (when shifting from neutral to low or re-
verse) is softened by compression of the low-reverse
Application of the kickdown piston when shifting servo cushion spring. The servo piston is released by a
from breakaway to second is softened by the accu- return spring when the source of apply pressure is dis-
mulator. continued.
MyMopar.com
208 CHASSIS
FORWARD REV. a DIRECT

CLUTCH CLUTCH
1-2 SHIFT VALVE
OM im : I
v".
VE - eill III
lip
L..
.1.
TORQUE CONVERTER
., _-: _ff_, - -
.
ore .
....... .., 11
.17.100,,,,,,*4.4
(ICKDOWN THROTTLE
VALVE VALVE
CONVERTER CONTROL
VALVE
ACCUMULATOR
LOW A REVERSE SERVO

UBRI CATION LEGEND
BLUE DOT (PUMP SUCTION) -0 -5 P.S.I.
REAR PUMP YELLOW (CONVERTER)-30 P.S.I.
CHECK VALVE YELLOW DOT (LOBE) -10 -30 P.S.I.
GREEN (THROTTLE)-0.90 P.S.I.
NOTE: CONTROL SYSTEM IN 30-90 P.S.I.
A-B-C-D-E ARE GOVERNOR BROWN (GOVERNOR)-0-90
DRIVE (DIRECT) BROWN DOT (GOVERNOR COMPENSATOR) -
OIL STRAINER METERING HOLES
0-90
57P330
Figure 138-Hydraulic Circuit-D (Drive)-Direct
ACCUMULATOR except reverse. Line pressure, which is supplied by the

An accumulator cushions the application of the kick-
front pump (at car speeds under 35 M.P.H.) is routed
directly to a primary reaction area in the regulator valve
down band in the upshift from breakaway to second.
body. For all conditions except reverse, line pressure is
It is connected in parallel and to the passage which
also routed through the front valve body to the secon-
supplies line pressure to the apply side of the kickdown
servo.
dary reaction area. A line pressure of 90 P.S.I. (acting
on the two reaction areas) is sufficient to overcome the
In neutral and reverse the accumulator piston is held force of the regulator valve spring and move the valve
released by the accumulator spring, there being no to the position that will allow oil to flow through a re-
pressure applied to the piston at these times. stricting hole in the regulator valve body to the torque
In the D (drive) range, for the automatic upshift from converter.
breakaway to second, the accumulator piston is again If the oil flow from the front pump exceeds the amount
moved by line pressure (kickdown servo apply) acting necessary to feed the torque converter and transmission,
on the large end of the piston. The force of line pressure line pressure will rise slightly, causing the regulator
assisted by the accumulator spring is sufficient to over- valve to move to a new position where excess oil from
come the force of line pressure (front clutch) which is the front pump pressure port is allowed to dump into
acting on the small area of the accumulator piston. This the front pump suction port.
action cushions the application of the kickdown band.
Above a car speed of approximately 35 M.P.H., the
rear pump furnishes the oil needed by the torque con-
PRESSURE REGULATING VALVES
verter and transmission at a line pressure of 90 P.S.I.
The regulator valve controls line pressure at a value When this condition is reached, the pressure increases
of approximately 90 P.S.I. for all operating conditions slightly and the regulator valve moves over to a new
MyMopar.com
TORQUEFLITE 209
FORWARD REV.8 DIRECT

CLUTCH CLUTCH
1-2 SHIFT VALVE
TORQUE CONVERTER
"Are'
.ssA ,
CONVERTER CONTROL
VALVE
IIMUM4104044in
G=a LOW a ERSE SERVO

LUBR
LEGEND
BLUE (LINE)-90
fift ,
REAR PUMP
CHECK VALV
BLUE DOT (PUMP SUCTION) -0.5 P.S.I.
YELLOW (CONVERTER) -30 P.S.I.
INVIS=11 VAI- NOTE:
GOVERNOR CONTROL SYSTEM IN
YELLOW DOT (LUBE)-10-30 P.S.I.
BROWN (GOVERNOR) -0 -90 PS-I.
A.BC-OE ARE LOW (COAST) BROWN DOT (GOVERNOR COMPENSATOR) -
OIL STRAINER METERING HOLES BELOW 25 M.P.H. 0.90
57P331
Figure 139-Hydraulic Circuit-1 (Low)-Low
position where the excess flow is dumped from the line sure rises to 30 P.S.I., the control valve will move against
pressure post into the front pump suction port. Under the spring load and allow oil to flow to the lubrication
this condition the front pump check valve closes and all circuit. Torque converter pressure acts on the valve's
of the oil pumped from the front pump is dumped back reaction area such that if it exceeds 60 P.S.I., the valve
through the large valve opening into the front pump is moved further against the spring load, permitting
suction port. Thus the front pump turns with reduced excess oil from the converter to by-pass into the oil pan.
effort since it is operating at a low pressure. From the torque converter control valve, oil is routed
through the transmission lubrication system to lubricate
For reverse operation, oil must be at a pressure of
the gear train.
225 P.S.I. This is accomplished by shutting off the source
of line pressure to the secondary reaction area, with
the result that a line pressure of 225 P.S.I. applied to the GOVERNOR VALVE
primary reaction area is required to overcome the force
of the regulator valve spring. The governor valve assembly transmits a hydraulic
pressure to the transmission which is proportional to
car speed. This governed pressure, in conjunction with
TORQUE CONVERTER CONTROL VALVE
throttle pressure, controls upshift and downshift speeds.
This valve maintains an oil pressure of 30 P.S.I. within The governor is so mounted on the output shaft that
the torque converter. Oil is fed from the regulator valve when the output shaft rotates, the governor weight as-
through a restricting hole in the regulator valve body sembly exerts a centrifugal force on the governor shaft.
to the torque converter. The oil flows through the torque The governor shaft transmits this force to the governor
converter and returns to the regulator valve body where valve. Oil is allowed to flow from the line pressure in
the converter pressure is regulated by the torque con- the governor circuit and against the valve reaction area
verter control valve. When the torque converter pres- sufficient to balance the centrifugal force of the weight.
MyMopar.com
210 CHASSIS
FORWARD REV. E. DIRECT

CLUTCH CLUTCH
1-2 SHIFT VALVE SHIFT VALVE
3-1 RELAY VALVE
SHUTTLE VALVE
-4 '0
/I( \
it \\ \\ GOV. COMP.
VALVE
TORQUE CONVE
THROTTLE
COMP.
_INN I
T44,1" 03001%
VALVE
,,ewr 1'2 4.79

KICKDOWN THROTTLE KICKDOWN SERVO
VALVE VALVE
CONVERTER CONTROL
VALVE
UAL
rvf,
;;&-a"1111,1111111M
,
"1"x1%-.4,
,
N
,
VALVE
ATOR VALVE
ACCUMULATOR
-/ LOW 0 REVERSE SERVO

LUBRICATION
LEGEND
BLUE (LINE)-90 P.S.1.
BLUE DOT (PUMP SUCTION)-03 P.S.I.
REAR PU YELLOW (CONVERTER)-30
CHECK VALVE YELLOW DOT (TUBE) -10 -30
NOTE: CONTROL SYSTEM *4 30-90 P.S.I.
GOVERNOR BROWN (GOVERNOR)-0-90 P.S.I.
A.B.C-Of ARE SECOND (COAST)
OIL STRAINER METERING HOLES BELOW 74 M.P.H. BROWN DOT (GOVERNOR COMPENSATOR) -
0-90
57P332
Figure 140-Hydraulic Circuit-2 (Second)-Second
The greater the vehicle speed, the greater is the cen- GOVERNOR COMPENSATOR VALVE
trifugal force of the weights, and hence the greater the
governor pressure necessary to balance the centrifugal This valve is designed to produce a pressure relative
force. If the vehicle speed decreases, the decrease in to governor pressure to fulfill the requirements of the
centrifugal force allows the valve to move out slightly, 1-2 shift pattern. The governor compensator valve train
venting excess oil and bringing the governor once more consists of valve, spring and plug.
in balance at a lower pressure. The governor compensator valve allows oil to flow
from the line pressure port to the governor compensator
The governor weight assembly is constructed so that valve pressure port. Governor pressure acts on one end
for vehicle speeds under approximately 25 M.P.H., both of the compensator valve while the plug (with governor
weights act as a unit, with the result that small changes compensator and line pressure) acts on the other. At low
in vehicle speed result in comparatively large changes vehicle speeds (low governor pressure) the plug is inac-
in centrifugal force and governor pressure. Above tive, and the governor compensator pressure is approxi-
approximately 25 M.P.H., the primary weight moves mately 21/2 times greater than governor pressure.
outward against the preload of the spring and bottoms
against the snap ring leaving only the secondary weight As vehicle speed increases, governor compensator
active. Small variations in vehicle speed above approxi- pressure will move the plug against the valve. When
mately 25 M.P.H., therefore, result in only small varia- governor compensator pressure reaches 40 P.S.I., ap-
tions in governor pressure. proximately 20 M.P.H., the plug becomes active. When
this happens the governor compensator pressure then
Governor pressure is routed to the governor pressure becomes approximately 11/2 times greater than gover-
ports of the governor compensator valve, shuttle valve, nor pressure. Governor compensator pressure is routed
and the 2-3 shift valve governor plug. to the 1-2 shift valve governor plug.
MyMopar.com
TORQUEFLITE 211
FORWARD REV Et DIRECT

CLUTCH CLUTCH
1-2 SHIFT VALVE
/ ,,,,,, '1;-E.;`;;;;;,,,
TORQUE CONVERTER
CONVERTER CONTROL
VALVE /N t t ,,,,t/ A ,Pire,,,
min Hi._-..1a-1,1x4.17;,m17
IIIIIr Him 7-_,
*C.:. \ .......\, , N , ..); N
4,1,r1112,"'
:t.
It rim, IN
LOW & RE ERSE SERVO

UBRICATION
LEGEND
AR PU BLUE DOT (PUMP SUCTION)-0-5
CHECK VALVE YELLOW (CONVERTER)-30 P.S.N.
YELLOW DOT (LUBE)-1030 P.S.I.
RED (LINE)-225 P.S.I.
NOTE: CONTROL SYSTEM N
O GOVERNOR REVERSE
A- R-C-Df ARE
OIL STRAINER METERING HOLES 57P333
Figure 141-Hydraulic Circuit-R (Reverse)
THROTTLE VALVE excess oil is allowed to escape through the vent port.
The throttle valve assembly transmits a hydraulic Throttle pressure will vary with the amount of carbu-
pressure to the transmission which is proportional to retor throttle opening from a value of 0 (zero) pressure
the amount of throttle opening. The throttle valve lever at closed throttle to a value of approximately 90 P.S.I. at
shaft is rotated in proportion to the amount of throttle wide open throttle. Throttle pressure is routed to the
opening of the carburetor by a linkage connecting the following places:
throttle valve lever shaft to the car's throttle linkage. 1. Throttle pressure port of the kickdown valve.
The throttle valve lever shaft positions the kickdown
valve and throttle valve spring in accordance with the 2. Throttle pressure port of the throttle compensator
amount of carburetor throttle opening, the spring being valve.
free (no load) at closed throttle and compressed at wide 3. Through check valve to throttle pressure port of
open throttle. Therefore, the throttle valve spring exerts the shuttle valve plug.
a force on the throttle valve that increases wih carbu- 4. To the throttle pressure port of the 3-1 relay valve.
retor throttle opening.
5. To the throttle pressure port of the 2-3 shift valve
The throttle valve allows oil to flow from the line kickdown plug.
pressure port to the throttle pressure port which is con-
nected by a passage to the reaction area of the throttle 6. To the throttle pressure port of the 1-2 shift valve
valve. Throttle pressure will build up in the throttle kickdown plug.
pressure circuit against the reaction area until it reaches
THROTTLE COMPENSATOR VALVE
a value great enough to balance the force of the throttle
valve spring. If throttle pressure builds up too high, the The throttle compensator valve amplifies the varia-
throttle valve will move slightly to a position such that tions in throttle pressure. It allows oil to flow from the
MyMopar.com
212 CHASSIS
line pressure port of the 1-2 shift valve (in the upshifted 3. The line pressure ports of the governor compen-
position) to the throttle compensator valve pressure port. sator valve and plug.
Throttle compensator pressure is controlled by throttle 4. The line pressure port of the 1-2 shift valve and
pressure and spring force acting on one end of the valve through metering hole "A" to the line pressure port of
against a reaction area fed by compensator pressure. the 2-3 shift valve.
Throttle compensator pressure will vary with the
amount of carburetor throttle opening from a value of 5. Through metering hole "C" to the line pressure
approximately 30 P.S.I. at closed throttle to a value of area of the accumulator and front clutch.
90 P.S.I. at approximately 3/4 throttle. This arrangement When the 2 (second) button is pushed in, the manual
makes it possible to more closely obtain the variations valve routes line pressure to the same places as in D
required for the 1-2 and 2-3 shifts. Throttle compensator (drive) and to the following additional places:
pressure is routed to the throttle compensator pressure
area of the kickdown servo. 1. Through ball check valve to the kickdown pres-
sure port of the 2-3 shift valve kickdown plug.
FLOW CONTROL VALVES
2. Through ball check valve to the throttle pressure
FRONT AND REAR PUMP CHECK VALVES - The port of the shuttle valve plug.
front pump valve prevents back flow from line pressure When the L (low) button is pushed in, the manual
into the pressure side of the pump when the pump is valve routes line pressure to the same places as in 2
either stationary or merely circulating oil at a very (second) and the following additional places:
low pressure.
1. The low pressure port of the 1-2 shift valve gover-
The rear pump check valve allows oil to flow from nor plug and through the ball check valve to the low-
the rear pump into the control system of the transmis- reverse servo.
sion. However, due to the metering hole in the valve, it
restricts back flow from line pressure into the pressure 2. Through ball check valve to the kickdown pres-
side of the pump when the pump is stationary or rotat- sure port of the 1-2 shift valve kickdown plug.
ing backwards. The front and rear pump check valves
are combined as a leaf spring unit and mounted in the 1-2 SHIFT VALVE
regulator valve body behind the front pump.
This valve determines whether the transmission is
MANUAL VALVE either in low gear ratio or second gear ratio, depending
The manual valve selects the different transmission upon whether the valve is in the upshifted or down-
drive ranges as dictated by the vehicle operator. The shifted position. The 1-2 shift valve train (consisting of
manual valve is moved by a cable which is connected shift valve kickdown plug, valve spring, shift valve
to the push button control unit on the instrument panel. and governor plug) is normally at either extreme of its
It is held in these positions by the force of a spring- travel. With the valve train downshifted (at the extreme
loaded detent ball. of travel toward the governor compensator pressure end
of the rear valve body) any oil in the kickdown servo
When the N (neutral) button is pushed in, the manual apply area is allowed to escape through the vent port.
valve is positioned so that line pressure from the regu-
lator valve is routed to the secondary and primary When the shift valve train is moved to the opposite
reaction areas of the regulator valve. Line pressure is, extreme of its travel, the vent port is closed off and oil
therefore, 90 P.S.I. but neither the bands nor the clutches is fed by line pressure to the following places:
are applied. 1. 3-1 relay valve.
When the R (reverse) button is pushed in, the manual 2. Line pressure port of the shuttle valve.
valve shuts off line pressure to the secondary reaction
area of the regulator valve and routes line pressure (at 3. Line pressure port of the throttle compensator
valve.
225 P.S.I.) to the rear clutch and low-reverse servo.
When the D (drive) button is pushed in, the manual
4. Through servo pressure bleed valve "D" to the
kickdown servo apply pressure port of the shuttle valve.
valve is positioned to route line pressure to the follow-
ing places: 5. The apply area of the kickdown servo.
1. The secondary reaction area of the regulator valve 6. The accumulator.
(making line pressure 90 P.S.I.).
7. Line pressure port of the 1-2 shift valve kickdown
2. The line pressure port of the throttle valve. plug.
MyMopar.com
TORQUEFLITE 213
The kickdown piston and accumulator are so de- train is similar in construction and operation to the 1-2
signed that the value of the "balance pressure" is suffi- shift valve train, in that it is controlled by governor and
cient to complete a smooth band application during the throttle pressures and spring force. When the valve
time required to stop the rear clutch retainer. After train is in the upshifted position, oil is fed by line pres-
completion of the 1-2 shift, the servo apply pressure sure through metering hole "A" to the following places:
rises further to the value of line pressure, providing a 1. 3-1 relay valve.
"safety margin" of band load.
2. Through or around metering hole "E" (depending
At line throttle (low throttle pressure), the shift valve on shuttle valve position) to the "off" area of the kick-
is made to upshift at approximately 10 M.P.H. and "bal-
down servo and through the ball check valve to the
ance pressure" is at a low value corresponding to the rear clutch piston.
small force of throttle compensator pressure on the
kickdown piston. The resulting band application load With the shift valve downshifted (at the extreme of
is, therefore, in proportion to the light throttle engine travel toward the governor pressure end of the rear
output. At wide open throttle (90 P.S.I. throttle pressure), valve body) any oil in the rear clutch chamber and the
the shift valve upshifts at approximately 40 M.P.H. and kickdown servo "off" area is allowed to escape through
throttle compensator pressure is at a high value, apply- the vent port.
ing the band at a load corresponding to a high engine
output. 3-1 RELAY VALVE
With the 1-2 shift valve train in the upshifted position, This valve assures a 3-1 downshift. The 3-1 relay
throttle pressure is not allowed to act on the end of the valve is a valve arranged so that the 2-3 shift valve is
shift valve. Instead, any oil trapped in that area is coupled to the 1-2 shift valve during downshift at light
allowed to vent through the drilled hole in the shift throttle. Under these conditions line pressure from the
valve. The shift valve spring then exerts the only force 2-3 shift valve acting on the 3-1 relay valve overcomes
on the "throttle pressure end" of the shift valve. At the forces of throttle and spring pressure moving the
throttle openings less than wide open, the shift valve valve to the throttle pressure end. In this position, line
will downshif to breakaway when vehicle speed drops pressure from the 1-2 shift valve is permitted to act on
to a point where the governor compensator pressure the 2-3 shift valve governor plug forcing it against gov-
can no longer overcome the force of the shift valve ernor pressure to the downshift position and on the
spring. This downshift occurs at a vehicle speed of governor plug end of the 2-3 shift valve holding the 2-3
approximately 7-11 M.P.H. shift valve in the upshift position regardless of governor
All that is required of the 1-2 shift valve for low range pressure.
operation is that it must downshift below kickdown As car speed decreases and governor compensator
limit in response to the movement of the push button pressure can no longer overcome the force of the 1-2
to low position and remain downshifted regardless of shift valve spring, the two shift valves will downshift at
vehicle speed. The shift valve is forced to downshift by the same time resulting in a smooth 3-1 downshift.
the application of line pressure from the low port of
the manual valve around the ball check valve to the
kickdown pressure port of the 1-2 shift valve kickdown KICKDOWN VALVE
plug. To insure that the shift valve remains downshifted The kickdown valve makes possible a forced down-
regardless of car speed, line pressure is also allowed to shift from direct to second-second to breakaway and
flow to the low port of the 1-2 shift valve governor plug. direct to breakaway by depressing the accelerator
It is necessary that whenever the forces of governor pedal past the detent "feel" near wide open throttle.
pressure and throttle pressure act on the shift valve to It is desirable to limit the maximum vehicle speed at
cause an upshift, the valve must "snap" from one posi- which kickdowns may be made (approximately 70
tion to the other without hesitating or "hunting." This is M.P.H. from drive to second and approximately 25
accomplished by a differential area which is subjected M.P.H. from drive to second to breakaway). The kick-
to supply pressure when the valve is upshifted. When down detent plug on the stem of the kickdown valve
the valve is upshifted, throttle pressure is cut off so that supplies the resistance necessary for a detent "feel" at
normal downshifts are not throttle sensitive. kickdown. With the kickdown valve in the kickdown
position, throttle pressure is routed to the following
2-3 SHIFT VALVE places:
This shift valve automatically shifts the transmission 1. Through ball check valve to the 1-2 shift valve
from intermediate to direct gear. The 2-3 shift valve kickdown plug.
MyMopar.com
214 CHASSIS
2. Through ball check valve to the 2-3 shift valve toward the shuttle valve plug. Thus, for kickdowns
kickdown plug. below 30 M.P.H., oil is fed to the line pressure area of
the kickdown servo through both the hole in the servo
This pressure, when applied to the end of the kick- pressure bleed valve and the line pressure and servo
down plugs, is great enough to make the shift valves pressure ports of the shuttle valve. Speed of kickdown
downshift against the force of any governor, or gover- piston application is then at its maximum.
nor compensator pressure up to the kickdown limit
speeds. As further insurance against the engine "running
away" during low speed kickdowns, rear clutch disen-
gagement is delayed while the kickdown piston is ap-
SHUTTLE VALVE, SHUTTLE VALVE PLUG, AND
SERVO PRESSURE BLEED VALVE
plying the band. This is accomplished by the introduc-
tion of a restriction (metering hole "E") placed such that
The shuttle valve has two separate functions and oil is "backed up" into the clutch chamber as the kick-
perform each independently of the other. The first is down piston moves on. This "back up" pressure is
that of providing fast and smooth rear clutch engage- greatest on low speed kickdowns when the kickdown
ment when the driver makes a "lift-foot" upshift from piston applies rapidly and is sufficient to hold the clutch
second to direct. applied until the kickdown band is applied. At this time,
the kickdown piston can no longer force oil into the
The "lift-foot" upshift is made by accelerating the clutch and the pressure is allowed to fall to zero.
vehicle in breakaway or second gear and then returning
the accelerator pedal to closed throttle. Without the For kickdowns at higher vehicle speeds, governor
shuttle valve, the resulting upshift to direct would con- pressure attains a sufficient value to move the shuttle
sist of a series of lurches, caused first by the braking valve toward the shuttle valve plug, cutting off the feed
effect on the vehicle of the second gear and then by the of line pressure to the shuttle valve. Oil must then flow
harsh engagement of the rear clutch. to the apply pressure area of the kickdown servo only
through the hole in the servo pressure bleed valve.
Under conditions of closed throttle (no throttle pres- Kickdown piston application is, therefore, retarded.
sure) and moderate vehicle speed (moderate governor
pressure) the shuttle valve and shuttle valve plug are If on high speed kickdown, the servo pressure drops
forced to their extreme of travel (toward the throttle end below the proper value (due to restricted flow through
of the front valve body). In this position, oil is allowed the servo pressure bleed valve hole) the drop in force
to flow from the kickdown servo apply pressure port to of servo pressure on the shuttle valve reaction area
the rear clutch pressure port and kickdown servo "off" causes the shuttle valve to move back toward the gov-
area. Because the line pressure apply area of the kick- ernor pressure end of the valve body, allowing enough
down servo is being fed oil only through the hole in the oil to flow from the line pressure area of the shuttle
servo pressure bleed valve, pressure on this area drops valve to maintain servo pressure at the desired value
to a low value while oil from the 2-3 shift valve builds during servo piston application.
up pressure on the rear clutch and the "off" area of the
kickdown servo. The kickdown band load is then re- OPERATIONAL SUMMARY
duced sufficiently to allow a smooth band release. In
the meantime, pressure in the rear clutch has built up With the D (drive) button pushed in, the manual valve
sufficiently to complete a smooth engagement. is positioned to give the full range of operation of the
transmission. With the manual valve in the drive posi-
The second function of the shuttle valve is to regulate tion, the front clutch is pressurized and the transmission
the application of the kickdown piston when making will transmit drive torque in breakaway.
high speed (above approximately 30 M.P.H.) kickdowns.
Kickdowns made at low vehicle speds require very At a speed which is dependent on throttle position
little time in which to complete the shift due to the (approximately 7-11 M.P.H. at closed throttle, 19-24
comparatively small change in engine speed between M.P.H. at detent, 27-42 M.P.H. at wide open throttle), the
direct and kickdown gear. The higher the vehicle speed transmission automatically upshifts to second gear. The
at which the kickdown is made, the longer is the time change is initiated by movement of the 1-2 shift valve
required to make a smooth shift. to the upshifted position so that pressure is directed to
the apply side of the kickdown servo. When the kick-
The force of the shuttle valve spring is great enough down band develops sufficient capacity to slow the rear
so that the combined force of line pressure on the clutch retainer, the overrunning clutch starts to free roll,
shuttle valve reaction area and governor pressure (at so release of the previous reaction member is automatic.
vehicle speeds under approximately 30 M.P.H.) on the The band application during the shift is controlled by
governor pressure area cannot move the shuttle valve action of the accumulator.
MyMopar.com
TORQUEFLITE 215
At a speed which is again dependent on throttle posi- MANUAL CONTROL NEUTRAL STARTER %loft
tion (approximately 11-15 M.P.H. at closed throttle, 40-55 N<CABLE SWITCH;
M.P.H. at detent, 59-71 M.P.H. at wide open throtle), the
transmission makes an upshift to direct. This action is
initiated by movement of the 2-3 shift valve. The upshift
SPLIT CABLE
is accomplished by simultaneous disengagement of the
TRAVEL AT
kickdown band and engagement of the rear clutch. THIS POINT 4.2
Forced 3-2 shift is obtainable below approximately 27 ADAPTER HOUSING, 56x687

M.P.H. Normal downshifts are not throttle sensitive and
above half-throttle, they occur in sequence (3-2 at ap- Figure 142-Manual Control Cable Adjustment
proximately 11-15 M.P.H. and 2-1 at approximately 7-11
M.P.H.). At throttle openings less than half-throttle the
two shift valves are interlocked by means of the 3-1
relay valve and the shift occurs as a 3-1 relay sequence directed to apply the rear clutch and the low-reverse
at the normal 2-1 downshift speed. This action provides band. In order to transmit the high torque loads involved
a smooth downshift since the overrunning clutch is free in reverse operation, the system pressure is raised to
rolling in breakaway. 225 P.S.I. by venting of the secondary reaction area of
the regulator valve.
Pushing in the 2 (second) button of the control unit
moves the manual valve so that line pressure is directed
to the kickdown circuit of the 2-3 shift valve. When in 16. TORQUEFLITE ADJUSTMENTS AND
direct, this results in a downshift to second speed only TESTS
if the vehicle speed is below 3-2 kickdown limit. If the For lubrication reuirements of the TorqueFlite Trans-
vehicle is accelerated in second gear to the wide open mission, refer to the Lubrication Section of this manual.
throttle upshift speed, an upshift to direct will occur,
thus eliminating over-speeding the engine in second CHECKING FOR OIL LEAKS
gear. Operation of the 1-2 and 2-1 shift occur in the same
manner as in the D (drive) position. If the transmission is leaking fluid, the following
points should be checked.
Pushing in the 1 (low) button of the control unit posi-
tions the manual valve so that line pressure is directed LEAKS REPAIRED WITH TRANSMISSION IN VEHICLE
to the kickdown circuit of the 1-2 shift valve. This results
in a downshift to low only if the vehicle speed is below 1. Transmission output shaft rear bearing oil seal.
the 3-1 kickdown limit. Use of 1 (low) is intended pri- 2. Extension gasket.
marily for engine braking so it is also necessary that
the low-reverse band be engaged to lock the over- 3. Speedometer pinion assembly in extension.
running clutch. Line pressure from low port of the man- 4. Oil pan to filler tube connector.
ual valve is fed to the low port of the 1-2 shift valve
governor plug where it is blocked until compensated 5. Oil pan to transmission case.
governor pressure drops sufficiently so that line pres- LOW AND REVERSE BAND TORQUE CONVERTER
sure at the kickdown plug overcomes it and the com- ADJUSTING SCREW ,CONTROL VALVE
plete valve train shifts down. After the downshift,
pressure at the low port of the governor plug is permitted
to react on an area of the governor plug and also
directed to the low-reverse servo. Then the line pres-
sure, acting on the combined areas of the governor plug REGULATOR
and the kickdown plug, prevent an upshift -:regardless r VALVE
of vehicle speed. ADJUSTING
SCREW
Pushing in the N (neutral) button moves the manual (5 FILLER TUBE
valve to a position which shuts off oil flow to the valve
bodies. The torque converter and lubrication system 41
remain pressurized. 57x237
Pushing in the R (reserve) button of the control unit Figure 143-Transmission Case
positions the manual valve so that oil pressure is (Right Side)
MyMopar.com
216 CHASSIS
rA (R) Reverse button must be depressed and held all the

way in during the adjustment. Loosen cable lock clip
0 screw at the transmission, push the cable in until it stops
then release the cable. Tighten the cable clip screw,
making sure cable housing is not forced in or out during
adjustment. See Figure 142.
0
U To check for proper adjustment, push the various push
buttons, return to (N) neutral each time while checking
the starter operation. Engine should start only when (N)
neutral button is depressed.
GOVERNOR
PRESSURE
TAKE-OFF PLUG THROTTLE LINKAGE ADJUSTMENT
NEUTRAL STARTER SWITCH
KICKDOWN BAND ADJUSTING SCREW Proper adjustment of the transmission throttle linkage
LINE PRESSURE TAKE-OFF PLUG 57P323 is very important for proper operation of the transmis-
Figure 143A-Transmission Case sion. Therefore, the following procedure should be very
(Left Side)
carefully performed:
FOUR BARREL
6.Regulator valve and torque converter control valve
spring retainers. Also regulator valve adjusting screw. 1. With engine at operating temperature and ad-
justed to 475-500 R.P.M., loosen throttle linkage adjust-
7.Gearshift control cable seal and housing gasket. ing nut on rod from bellcrank to intermediate throttle
8. Governor, line, lubrication and real clutch apply control. 2. Hold light preload rearward on rod so that
pressure check plugs in transmission case or support throttle valve lever is against the stop in the trans-
(pressure test holes). Refer to Figure 143. mission.
9. Neutral starting switch.
3. Tighten throttle adjusting nut.
If oil is found inside torque converter housing,
10.
determine whether it is Automatic Transmission Fluid 4. Adjust accelerator pedal rod by removing pedal to
or engine oil. Check torque converter drain plug for accelerator shaft rod at the pedal arm. Loosen lock nut
tightness. and turn ball and socket end of rod in the direction
required to adjust the pedal so that wide open throttle is
Leaks at these locations should be corrected, regard- obtained when the pedal is depressed just down to the
less of how slight. Correct by tightening loose screws or floor mat but not compressing it.
plugs. Where this does not remedy the situation, replace
faulty gaskets, seals or plugs.
TWO BARREL
LEAKS REQUIRING REMOVAL OF TRANSMISSION
FROM VEHICLE
All operations are the same as the four barrel, except
that, since there is no intermediate throttle control assem-
Sand hole in transmission case.
1. bly, adjustment is made on the bellcrank to carbu-
2. Sand hole in front oil pump housing. retor rod.
3. Front oil pump housing screws or damaged seal-
ing washers. TRANSMISSION BAND ADJUSTMENTS
4. Front oil pump housing oil seal. KICKDOWN BAND (FRONT) - The kickdown band
5. Front oil pump housing seal (located on outside adjusting screw is located on the left side of the trans-
diameter of front oil pump housing). mission case, as shown in Figure 143. Using a 3/4 inch
wrench, loosen the locknut. Check the freeness of the
6. Torque converter.
adjusting screw in the transmission case. If free, use
Leaks at these locations may be corrected by tighten- inch-pound torque-wrench, Tool C-3380 (with extension
ing loose bolts or replaceing damaged or faulty parts. C-3583). Because of the added leverage afforded by
extension C-3583, set the click device on the indicator
PUSH BUTTON CONTROL CABLE-ADJUSTMENT at 47-50 inch-pounds, then tighten adjusting screw to
The procedure for adjusting the manual control cable this torque (disregard multiplication factor notation on
for proper operation of manual lever is as follows: extension C-3583). Using a reference mark of chalk or
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TORQUEFLITE 217
colored pencil on the corner of the adjusting screw 3. Push in the D (drive) button and note the shift time
square and the transmission case, back the adjusting and smoothness of engagement.
screw out exactly 31/2 turns. (Cars equipped with 350
cu. in. engines 2'/4 turns). While holding the adjust- 4. Accelerate the car at very light throttle. The trans-
ing screw stationary, tighten the locknut from 35 to 40 mission should upshift into second at approximately 10
foot-pounds torque. If band adjustment is made with M.P.H. and into direct at approximately 15 M.P.H. Check
transmission removed from vehicle (using wrench, Tool the quality of the shifts.
C-3380-without special extension C-3583) the adjusting 5. Slow the car to approximately 15 M.P.H., then
screw should be torqued from 70-75 inch-pounds torque. depress the accelerator pedal quickly to wide open
LOW-REVERSE BAND-The low-reverse band adjust- throttle (without going into kickdown). Check for slip-
ing screw is located on the right side of the transmission page of the front and rear clutches. The transmission
case, as shown in Figure 143. Using a 3/4 inch wrench, should not downshift at this time.
loosen the locknut. Check the freeness of the adjusting 6. At a car speed of approximately 25 M.P.H. depress
screw in the transmission case. If free, use inch-pound the accelerator pedal fully. The transmission should
torque wrench, Tool C-3380 (with extension C-3583). Be- downshift to breakaway gear. Check the quality of
cause of the added leverage afforded by the extension the shift.
C-3583, set the click device on the indicator at 47-50
inch-pounds, then tighten adjusting screw to this torque 7. Release the accelerator pedal and allow the trans-
(disregard multiplication factor notation on extension mission to upshift. Accelerate the car to 50 M.P.H. De-
C-3583). Using a reference mark of chalk or colored press the accelerator pedal fully. The transmission
pencil on the corner of the adjusting screw square and should downshift to second gear. Car should not down-
the transmission case, back the adjusting screw out shift above approximately 55 M.P.H.
exactly 2% turns. While holding the adjusting screw
stationary, tighten the locknut from 35 to 40 foot-pounds
8. Release the accelerator pedal to closed throttle.
torque. If band adjustment is made with transmission Check the quality of the "lift-foot" upshift.
removed from vehicle (using wrench, Tool C -3380- 9. Accelerate the car in kickdown (second gear) at
without special extension C-3583) the adjusting screw wide open throttle until the transmission upshifts. The
should be torqued from 70-75 inch-pounds torque. shift should occur at approximately 65 M.P.H. Check the
quality of the shift.
ROAD TESTING 10. Slow the car down to 10-55 M.P.H. and engage the
First check the transmission fluid level and engine 2 (second) button. The transmission should downshift to
idle. Good transmission operation depends on good second gear. Check for gear noise.
engine operation. Make sure the engine is operating at 11. Slow the car to 15 M.P.H. and depress the accel-
full efficiency. If, when tuning the engine, the throttle erator pedal quickly to wide open throttle without going
linkage between the carburetor and the transmission is into kickdown. Check for kickdown band or front clutch
disturbed, it will be necessary to readjust the linkage. slippage. The transmission should not downshift at this
time.
Before attempting to diagnose or correct the transmis-
sion operation, the engine and transmission should be 12. Release the accelerator pedal and push in the 1
warmed up to operating temperature. A short drive, (low) button. Transmission should downshift to second
approximately five to ten miles, with frequent starts and below approximately 55 M.P.H. The transmission should
stops will create normal operating temperatures of the downshift to breakaway at approximately below 25
engine and transmission. M.P.H.
Do not stall test the torque converter. For safety rea- 13. With the accelerator pedal at light throttle, push
sons and because damage to the transmission may in the D (drive) button at approximately 15 M.P.H. (the
result, wide open throttle stall operation is not recom- transmission will upshift to direct). Coast to a stop. The
mended. transmission should downshift at approximately 10
M.P.H. Check the quality of the downshift.
1. Engage the N (neutral) button and check for drag-
ging up to an engine speed of 800 R.P.M. HYDRAULIC CONTROL PRESSURE CHECKS
LINE PRESSURE
2. Push in the R (reverse) button and note the shift
time and smoothness of the shift. Back the car up and Remove the pipe plug from the line pressure take-off
check for dragging. hole located on the left side of the transmission case.
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218 CHASSIS
56x697 56x695A
Figure 144-Checking Line Pressure Figure 145-Checking Governor Pressure
See Figure 143. Install gauge, Tool C-2393 (300 P.S.I.) at ment must be made in D (drive) position with engine at
this point. See Figure 144. 800 R.P.M. and wheels free to turn.
If line pressure is not correct, it may be adjusted by
loosening the lock nut on the adjusting screw. See Figure GOVERNOR PRESSURE
142, and turning the adjusting screw clockwise to in-
Remove the pipe plug from the governor pressure
crease or counterclockwise to decrease line pressure. All
takeoff hole located on the lower left side of the output
line pressure adjustments should fall within the limits
shaft support. See Figure 142. Install gauge, Tool C-3292
specified in the table shown for all push-button positions.
(100 P.S.I.). If the rear clutch pressure is not correct,
If the line pressure cannot be satisfactorily adjusted investigate the "Service Diagnosis Chart." See Fig-
check "Service Diagnosis Chart." Line pressure adjust- ure 145.
LINE PRESSURE CHART

Engine Line
Push Button Speed Pressure
Position Rear Wheels (RPM) (PSI)
R Free to Turn 1600 200-250

N 800 85-95
D Free to Turn 800 90
2 Free to Turn 800 85-95
1 Free to Turn 800 85-95
GOVERNOR PRESSURE CHART

Push Button Governor
Position Rear Wheels Car Speed Pressure
D Free to Turn 16-18 M.P.H. 14 P.S.I.
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TORQUEFLITE 219
If the pressure is extremely high (above 50 P.S.I.), it is

a good indication that there is a restriction due to dirt or
foreign matter in the lubrication passages.
REAR CLUTCH APPLY PUSH BUTTON CONTROL UNIT REMOVAL
PRESSURE TAKE-OFF
PLUG Remove the three screws holding push button control
plate. Remove plate, push buttons and light bulb. Then
remove the two nuts holding the light bulb strap. The
control unit can then be removed from behind the in-
strument panel being careful not to kink the push button
control cable. If control unit is equipped with a backup
light switch, use care when removing unit so as not to
damage switch.
To remove the control cable, remove hairpin clip
securing cable end to actuator. Remove the two screws
holding cable assembly bracket to push button control
unit then, remove cable assembly. See Figure 147.
PUSH BUTTON CONTROL UNIT INSTALLATION
Install end of control cable on actuator and assemble
56x695 hairpin clip. Place cable bracket on push button control
Figure 146-Rear Clutch Apply Pressure Tap Location unit, install the two screws and tighten securely. Care-
fully guide the unit into position from behind the instru-
ment panel and install the light bulb strap and the two
If governor pressure doesn't correspond to car speeds,
nuts on the push button unit studs and tighten. Install
check line pressure and the "Service Diagnosis Chart."
the light bulb, push buttons and face plate. Readjust
REAR CLUTCH APPLY control cable at transmission if necessary.
Remove the pipe plug from the rear clutch apply pres- GEARSHIFT CONTROL CABLE REMOVAL
sure take-off hole located on the output shaft support.
Install gauge Tool C-3293 (300 P.S.I.). The rear clutch Engage 1 (low) button to place cable adapter spring
circuit pressure should be checked simultaneously with lock in line with control cable adapter plug hole in
line pressure. The rear clutch apply pressure should not transmission case. Remove the push button control unit
be less than a value of 15 P.S.I. lower than line pressure from the instrument panel as outlined under "Push
(90 P.S.I. in direct and 200-250 P.S.I. in reverse). If the Button Control Removal." Remove cable adjustable
rear clutch pressure is not correct, investigate the mounting bracket on transmission. Remove control cable
"Service Diagnosis Chart." See Figure 146. adapter housing plug, insert screwdriver through hole,
and release the control cable spring lock, as shown in
LUBRICATION PRESSURE Figure 148. While releasing the spring lock, remove
Remove the pipe plug from the lubrication pressure cable. From front of dash, pull cable assembly and rub-
take-off hole located on the left side of the transmission ber grommet from dash panel.
case. See Figure 143. Install gauge, Tool C-3293 (300 GEARSHIFT CONTROL CABLE INSTALLATION
P.S.I.) at this point. With engine running at 800 R.P.M. in
neutral, lubrication pressure should be approximately Place grommet on cable. From front of dash, install
10 to 30 P.S.I. If the pressure is incorrect, check line control unit end of cable through dash panel. Install
pressure and the "Service Diagnosis Chart." push button control unit as outlined under "Push Button
Control Installation." Install cable grommet into dash
panel. Hold the R (reverse) push button in at full travel
CABLE
BRACKET
position. Insert cable into transmision manual lever
adapter until spring lock engages control cable secure-
CABLE ly. Adjust cable as outlined under "Push Button Control
ASSY.
Cable Adjustment."
BACK-UP LIGHT SWITCH REPLACEMENT
(WHEN SO EQUIPPED)
ACTUATOR HAIRPIN CLIP 56x55 A Remove gearshift control housing and plate. Back-up
light switch is fastened to the control unit by four tabs.
Figure 147-Gearshift Control Unit Straighten tabs to remove switch. Install repaired or
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220 CHASSIS
CONTROL CABLE HOUSING TRANSMISSION REGULATOR VALVE ASSEMBLY

THROTTLE CONTROL ROD REMOVAL Remove transmission regulator valve
spring retainer, gasket, cup spring and sleeve. Using a
mechanical retriever or a piece of welding rod ( %2")
inserted in the end of valve, remove valve. See Fig-
r ure 149.
INSTALLATION-With the assistance of the retrieving
tool, place valve in position and seat properly in regu-
lator valve body. Then, install regulator valve spring,
i1 sleeve, cup, gasket and retainer and tighten to a torque
MANUA CONTROL CABLE of 45 to 50 foot-pounds. Check and adjust line pressure-
if necessary.
TORQUE CONVERTER CONTROL VALVE ASSEMBLY
REMOVAL-Remove the torque converter control
valve spring retainer, see Figure 143, gasket and
spring. Using a mechanical retriever or a piece of weld-
56x675 ing rod (' /e ") inserted in end of valve, remove valve.
Figure 148-Releasing Manual Control Cable INSTALLATION -With the assistance of the retrieving
Spring Lock tool, place valve in position and seat properly in regu-
lator valve body then, install torque converter control
replacement switch and bend tabs to secure switch to valve spring, gasket and retainer then torque from 35
gearshift control housing. Install gearshift control hous- to 40 foot-pounds.
ing and plate assembly. Reconnect all lead wires, then OIL PAN
check reverse slide for travel and free return. REMOVAL-Drain transmission by disconnecting filler
PUSH BUTTON UNIT LAMP BULB REPLACEMENT tube connector at oil pan, (may be necessary to loosen
Remove the gearshift control housing face plate. Re- filler tube support bracket screw). Remove the oil pan
move one or more push buttons for clearance. Replace screws and washers, and remove the oil pan and gasket
defective or burned out bulb then, replace gearshift from transmission case.
control housing face plate. INSTALLATION-Using a new oil pan gasket, place
oil pan into position on transmission case. Install the oil
17. TORQUEFLITE SERVICING IN VEHICLE pan screws and washers drawing them down evenly,
SPEEDOMETER PINION and torque from 12 to 17 foot-pounds. Install oil pan filler
REMOVAL-Disconnect speedometer cable and hous- tube, and tighten nut connector from 35 to 40 foot-pounds.
ing from drive pinion and sleeve assembly in transmis- Tighten support bracket screw and refill transmission
sion extension. Remove speedometer pinion and sleeve with Automatic Transmission Fluid (Type A). Refer to
assembly from transmission extension. "Lubrication Section" of this manual.
INSTALLATION - Install speedometer pinion and VALVE BODIES AND TRANSFER PLATE ASSEMBLY
sleeve assembly in transmission extension and torque REMOVAL-Place push button control unit in 1 (low)
from 40 to 45 foot-pounds. Connect speedometer cable position. Remove oil pan then, disconnect throttle link-
and housing to drive pinion and sleeve assembly in age from throttle lever on transmission. Remove all dirt
transmission. Tighten securely. and foreign material from around control cable housing.
NEUTRAL STARTING SWITCH- Loosen throttle control lever screw and remove lever
REMOVAL-Drain approximately two quarts of fluid assembly. Remove flat washer and felt seal from throttle
from transmission by disconnecting filler tube at oil pan lever shaft then, remove control cable adjustable mount-
connector (may be necessary to loosen filler tube support ing bracket.
bracket screw). Remove wire at switch. Remove switch
and gasket. NOTE
INSTALLATION -Place spring washer and "0" ring It will be necessary for control cable adapter to be
over switch and install switch in transmission case. With in this position when removing cable from adapter
transmission in neutral, adjust switch to electrical con- housing on transmission.
tact, then tighten '/3 to 1/2 turn. Connect wire to switch
and refill transmission with Automatic Transmission Remove control cable adapter housing plug, insert
Fluid (Type A) to proper level after reconnecting filler screwdriver through hole, and release the control cable
tube at oil pan. spring lock. While releasing control cable spring lock,
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TORQUEFLITE 221
TRANSMISSION REGULATOR
VALVE
PIECE OF WELDING ROD

VALVE BODIES AND
TRANSFER PLATE
ASSEMBLIES
57P409
/1
Figure 150-Removal and Installation of Valve Bodies
53x55 and Transfer Plate Assembly
Figure 149-Removing Regulator Valve
torque strainer and accumulator cover screws from 14
remove cable. Using same screwdriver, insert through to 16 foot-pounds. Install oil pan.
cable opening in adapter housing and push lever rear- Install manual valve control lever (locking screw to
ward to last detent. Reinstall housing plug and tighten. rear) on manual valve lever shaft. Position lever on shaft
Remove the three control cable housing screws and so there is 7/32" clearance (without gasket) between
washers then, remove control cable housing and gasket. lever and transmission case. A 7/32" drill bit can be used
Loosen manual valve control lever screw and slide lever for obtaining proper clearance, as shown in Figure 151.
off shaft. Remove the four oil strainer assembly screws Tighten locking screw securely.
and washers and remove oil strainer assembly. Loosen If control cable adapter has been removed from man-
(to relieve spring load) and remove the three accumu- ual valve control lever, reinstall by positioning in lever
lator cover screws with washers. Remove cover and (end of spring lock up), and installing pin. Place manual
spring from transfer plate. valve control lever in reverse position (last detent to
Remove the three transfer plate screws and washers rear) and install gasket, control cable housing, and
and remove valve bodies and transfer plate assembly screws and washers. Draw down evenly and torque
from transmission case, as shown in Figure 150. from 14 to 16 foot-pounds.
INSTALLATION-Clean mating surfaces and check CONTROL CABLE ADAPTER
for burrs on both the transmission case and valve body
SPRING LOCK
transfer plate then, install valve bodies and transfer
plate assembly on transmission. Install the three transfer MANUAL VALVE
plate screws and washers two in center and one in CONTROL LEVER
front. Draw down evenly and torque from 14 to 16
foot-pounds.
NOTE
Dished type washers are used to prevent cutting

or chipping of soft metals and should be installed on
screws with dished portion facing away from head.
Install accumulator spring through transfer plate and

position in piston then, install accumulator cover, three 56x658
7/32" DRILL
screws, and washers; draw down evenly. Place oil
strainer in position on transfer plate assembly. Install Figure 151-Setting Manual Valve Control Lever
the four screws and washers. Draw down evenly and Clearance
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222 CHASSIS
ICKDOWN PISTON
ROD GUIDE SEAL
KICKDOWN
SERVO PISTON ' TOOL C-3289
TOOL - TOOL
4
a
57P408
Figure 152-Removal and Installation of Kickdown Figure 153-Positioning Kickdown Piston Rod Guide
Piston (Typical View) Seal (Typical View)
Install felt washer, flat washer, and throttle lever con- ring into position and gradually compress spring until
trol assembly. Tighten clamping bolt. Connect throttle seal ring enters case and snap ring can be installed.
linkage to throttle lever on transmission. Install control See Figure 153.
cable in housing and adapter making sure spring lock Install kickdown piston rod guide snap ring, making
engages cable. Replace cable adjustable mounting sure it is properly seated. Loosen compressing portion
bracket. of tool and remove tool from transmission case.
Adjust manual control cable. Refill transmission with Place kickdown band strut in position in band and
Automatic Transmission Fluid (Type A). Refer to "Lubri- lever, and compress band end sufficiently to install
cation" section of this manual. anchor over adjusting screw. Adjust kickdown band.
Adjust throttle linkage. Refer to "Throttle T.irarage install valve bodies and transfer plate assembly.
Adjustment."
ACCUMULATOR PISTON
KICKDOWN PISTON REMOVAL-Remove valve bodies and transfer plate
REMOVAL-Remove valve bodies and transfer plate assemblies. Using C-484 pliers, remove accumulator
assembly. Loosen kickdown band adjusting screw lock piston from transmission case, as shown in Figure 154.
nut and back adjusting screw out sufficiently to remove
anchor. Remove kickdown band strut. Install Tool
C-3529 or C-3289 (modified, as shown in Figure 184),
apply sufficient pressure on the kickdown piston rod
guide, and remove the snap ring. Loosen compressing
portion of tool and remove piston rod guide, piston
spring, and piston rod.
Using C-484 pliers, remove the kickdown piston from
transmission case, as shown in Figure 152.
INSTALLATION - Lubricate piston rings and place
kickdown piston assembly into position, compress outer
ring, and start assembly into case. With piston properly
centered so as not to damage rings, tap lightly and ACCUMULATOR PISTON
bottom piston into transmission case. Slide piston spring
over kickdown piston rod assembly and install in piston. "-TOOL
While holding in position, install the kickdown piston
rod guide assembly on kickdown piston rod. Using Tool
C-3529 or C-3289 (modified) and extreme care, compress 56x662
the kickdown piston spring to the point that piston guide Figure 154-Removal and Installation of Accumulator
seal ring slightly binds on transmission case. Work seal Piston (Typical View)
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TORQUEFLITE 223
INSTALLATION-Lubricate seal rings and place ac- SUPPORT TO

cumulator piston into position. Compress outer seal ring 1TRANSMISSION
and tap lightly into transmission case. Install valve CASE SCREW
bodies and transfer plate assemblies.
TRANSMISSION OUTPUT SHAFT REAR BEARING

OIL SEAL
REMOVAL-Disconnect the front universal joint and
secure propeller shaft out of the way. Apply the hand
brake and remove the propeller shaft flange nut and
washer.
Release hand brake and install puller, Tool C-452 (if
necessary). Remove the propeller shaft flange and brake
drum assembly. Remove the transmission brake sup-
port grease shield spring (small one). Then, remove brake
support grease shield from extension. H screwdriver or
sharp instrument is used in performing this operation,
care must be exercised not to damage the neoprene EXTENSION AND
sealing surface at bottom of shield. HAND BRAKE
ASSEMBLY 56x663
Install puller, Tool C-748 and remove the transmission
output shaft rear bearing oil seal. Figure 155-Removal and Installation of Extension
and Handbrake Assembly
INSTALLATION-Using driver, C-3205, install output
shaft rear bearing oil seal (metal portion of seal facing
in) until driver bottoms on extension. See Figure 197. In- and using puller, Tool C-452 (if necessary), remove the
stall brake support grease shield on extension housing. propeller shaft flange and drum assembly.
Remove brake adjusting screw cover plate and loosen
CAUTION cable clamp bolt on hand brake support. Disengage the
Indent on grease shield must match groove in ex-
ball end of the cable from operating lever and remove
tension for correct positioning. Also, shield must be
cable from brake support. Disconnect speedometer
located on extension far enough to permit installa- cable and housing at transmission extension and re-
tion of spring. move speedometer drive pinion and sleeve assembly.
Remove the two nuts and lockwashers that hold en-
Install brake support grease shield spring (opening gine rear support insulator to the crossmember, leaving
in spring toward adjusting sleeve). Make sure spring is insulator attached to extension. Remove the two top
properly seated in groove. Install propeller shaft flange transmission extension to case screws and lockwashers.
and drum assembly. Install propeller shaft flange Using suitable jack (or engine support fixture, C-3487)
washer (convex side towards nut) and nut. Apply hand and extreme care (to prevent damage to oil pan), raise
brake and torque the propeller shaft flange nut to 175 transmission sufficiently for insulator on extension to
foot-pounds torque. clear crossmember. Remove four of the remaining exten-
Connect front universal joint and torque nuts from 33 sion to case screws and lockwashers and install guide
to 37 foot-pounds torque. Refill transmission (if neces- studs, Tool C-3283.
sary) with Automatic Transmission Fluid (Type A) to Due to interference of the insulator, it will be neces-
proper level. Refer to "Lubrication" section. sary to remove the bottom extension to case screw with
the extension. This is, back screw out as far as possible
EXTENSION
and slide extension back and continue loosening of
REMOVAL - Raise vehicle off floor. Drain approxi- screw. Do not remove the one output shaft support to
mately two quarts of fluid from transmission, then transmission case screw.
reconnect filler tube at connector.
Remove extension and hand brake as one assembly,
Disconnect front universal joint and secure propeller as shown in Figure 155. If care is used, it is not neces-
shaft out of way. Apply hand brake and remove pro- sary to remove hand brake support and shoe assemblies
peller shaft flange nut and washer. Release hand brake from extension to replace output shaft rear bearing.
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224 CHASSIS
GOVERNOR BODY AND SUPPORT'

GOVERNOR VALVE
AND SHAFT GUIDE STUD
GUIDE STUD
SUPPORT TO TRANS ISSION CASE SCREW

V
N 3
-
Figure 156-Removal and Installation of Governor

56x664
56x6d
Valve Shaft and Valve Body and Support Assembly
INSTALLATION -With guide studs, Tool C-13283 in- Install speedometer pinion and sleeve assembly.
stalled in transmission case, install a new extension Torque from 40 to 45 foot-pounds and connect speedom-
gasket over guide studs and into position against output eter cable housing. Lower vehicle and refill transmission
shaft support. Do not use sealing material on gasket. to proper level with Automatic Transmission Fluid (Type
Using extreme care, place extension and hand brake A). Refer to "Lubrication" section of this manual.
assembly over output shaft and on guide studs. Due to GOVERNOR
interference of the insulator, it will be necessary to start
REMOVAL-Remove extension. Using a screwdriver,
the bottom extension to case screw as the extension is
pushed into position against support. Do not use ham- remove the governor valve shaft snap ring from the
mer or attempt to pull extension in with the aid of weight assembly end. Remove governor valve shaft and
valve from governor body assembly, as shown in Fig-
screws; otherwise, damage to extension may result. The
ure 156. Using pliers, C-3229, remove governor weight
propeller shaft flange and drum assembly may be used
assembly snap ring (large one) and remove governor
to force bearing in extension on output shaft.
weight assembly from governor body.
Remove guide studs, Tool C-3283, and install the six
The primary cause of governor operating failures is
remaining extension to case screws and lockwashers. due to improper operation of governor valve which may
Draw down evenly and tighten from 25 to 30 foot- be sticking in housing or travel restricted by chips or
pounds. After screws have been properly torqued, turn
other foreign matter. If inspection reveals that it is neces-
output shaft to make sure it turns freely.
sary for further governor servicing, then remove gover-
Lower transmission and at the same time align mount- nor support locating screws, and remove governor and
ing studs in insulator with holes in crossmember. Install support assembly from rear oil pump housing, as shown
the two nuts and lockwashers that hold the rear engine in Figure 157. Normal servicing does not require re-
support insulator and torque from 30 to 35 foot-pounds. moval of the governor body from the governor support.
Engage ball end of hand brake cable in operating lever If condition warrants removal of governor body from
and tighten cable clamp bolt. governor support, when reassembling do not tighten
Install propeller shaft flange and drum assembly, governor body screws until governor body support is
washer, and nut. (If assembly was used to force bearing located on output shaft.
in extension on output shaft, then omit this operation.) INSTALLATION - Slide governor body and support
Apply hand brake and tighten nut to 175 foot-pounds. assembly into position in rear oil pump housing. Using
Install adjusting screw cover plate on hand brake sup- extreme care, compress governor support seal rings as
port. Connect front universal joint and torque nuts from support enters oil pump housing. Do not force. Align
33 to 37 foot-pounds. locating hole in output shaft to locating hole in governor
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TORQUEFLITE 225
support, and install screw. Torque from 5 to 7 foot- Place rear oil pump pinion ball in ball pocket in out-
pounds. Holes can be aligned by turning output shaft put shaft then, place rear oil pump pinion (as marked
and holding governor body. when removed) over output shaft and into position
aligning key in pinion with ball in shaft.
If governor body has been removed and reinstalled,
torque the four governor body screws from 6 to 8 foot - With rear oil pump gear properly positioned in pump
pounds torque. Place governor weight assembly (sec- housing (check marking) slide rear oil pump and gov-
ondary weight snap ring facing out) into governor body; ernor assemblies over output shaft and guide studs into
and using pliers, C-3229, install snap ring. Make sure position against support. There are two extra holes in
snap ring seats properly. housing which are used for vents. Make definitely sure
With the governor body through the output shaft and you do not attempt to install screws in these holes.
governor weight assembly, at the same time, position Remove guide studs and install the five rear oil pump
valve into body. Install the governor valve shaft snap housing to output shaft support screws and washers.
ring. Make sure it is locked securely to shaft. Replace
snap ring if distorted. After snap ring installation apply
sufficient pressure to both ends of the valve shaft to CAUTION
force snap rings to outer portion of snap ring grooves.
Refer to Figure 229. Dished washers are used to prevent cutting of soft
metals and should be installed on screws with
Check operation of governor weight assembly and dished portion facing away from head. Draw down
valve by turning output shaft. Both should fall freely evenly and torque from 10 to 12 foot-pounds. After
in body. Install transmission extension. screws have been properly tightened, turn output
shaft to make sure pump gears are free to rotate.
REAR OIL PUMP If not, remove pump to determine cause.
REMOVAL - Remove transmission extension, then

using a screwdriver, remove the governor valve shaft Align locating hole in output shaft to locating screw
snap ring from weight assembly end. Remove governor hole in governor support; install locating screw, and
valve shaft and valve from governor valve body assem- torque from 5 to 7 foot-pounds. Holes can be easily
bly. Using pliers, C-3229, remove governor weight aligned by turning output shaft and holding governor
assembly snap ring (large one) and remove governor body. Check operation of governor weight assembly
weight screw from governor support. Remove the five and valve by turning output shaft. Both should fall
rear oil pump housing to output shaft support screws freely in body. Install transmission extension.
and washers, and install guide studs, Tool C-3288.
Remove pump housing, gear, and governor assembly 18. TORQUEFLITE DISASSEMBLY AND
from output shaft. Use dye and mark pump gears in
relation to pump housing face. Do not use scribe. Oil INSPECTION
pump pinion is keyed to output shaft pinion by a small
REMOVAL
ball. Use care when removing pinion so not to lose ball.
Disconnect battery then, place push button control in
1 (low) position and raise vehicle off floor.
NOTE
If output shaft is turned to a position where gov-

NOTE
ernor locating screw hole is up, when removing
rear pump pinion, pump drive ball will also be up, It is necessary for control to be in this position to
preventing ball from falling out. remove cable from adaptor housing on transmission.
Remove rear oil pump pinion from output shaft and Drain transmission and torque converter. When fluid
mark in the same manner. Remove governor assembly has drained, replace torque converter drain plug and
from oil pump housing. tighten. Loosen filler tube support bracket screw if
necessary.
INSTALLATION - Slide governor support and body
assembly into position in rear oil pump housing. Com- Disconnect the front universal joint and secure pro-
press governor support seal rings as support enters oil peller shaft out of the way. Remove brake adjusting
pump housing. Do not force. screw cover plate and loosen cable clamp bolt on hand
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226 CHASSIS
brake support. Disengage the ball end of the cable from mission accordingly, to aid in proper engagement when
the operating lever and remove cable from brake transmission is installed. Slide transmission over guide
support. studs and into position against converter housing. Make
sure driving lugs on front oil pump drive sleeve properly
Disconnect speedometer cable and housing at trans- engages the torque converter. To avoid damage to front
mission extension. Disconnect neutral starting switch oil pump, do not attempt to use transmission to torque
wire and disconnect throttle control linkage from converter housing screws to bring transmission and
throttle lever in transmission. housing together. If oil pump drive sleeve and input
Loosen push button control cable adjustable mount- shaft have been properly aligned, the transmission
ing bracket. Remove control cable adapter housing should slide into position relatively easy. Do not force.
plug, insert screwdriver through hole, and release the
Install the two transmission case to torque converter
control cable spring lock. While releasing control cable
lock, remove cable from adaptor housing. Using the housing screws and lockwashers in left side, do not
same screwdriver, insert through cable opening in tighten. Remove guide studs and install the two trans-
adaptor housing and push lever rearward to last detent.
mission case to housing screws and lockwashers in
right side, then draw the four down evenly and torque
Reinstall housing plug and tighten.
from 45 to 50 foot-pounds.
Remove the two nuts and lockwashers that hold the
engine rear support insulator to the crossmember, leav- Place crossmember into position and install the cross-
ing insulator attached to transmission then, remove member to torsion bar bracket bolts. Torque from 50
starter. to 55 foot-pounds. Lower engine and at the same time
align mounting studs in insulator with holes in cross-
Install engine support fixture, Tool C-3487; insert member. Install the two nuts and lockwashers that hold
hooks of fixture firmly into holes in side of frame mem- the engine rear support insulator to the crossmember
ber with support ends up against the underside of oil and torque from 30 to 35 foot-pounds then, remove sup-
pan flange. Adjust fixture to support the weight of the port fixture, Tool C-3487 from side of frame member.
engine. Remove engine slightly, remove crossmember
to torsion bar bracket bolts and remove crossmember. Connect neutral starting switch wire to switch and
install oil pan filler tube and torque filler tube nut from
35 to 40 foot-pounds. Tighten support bracket screw.
NOTE Connect speedometer cable in housing. Engage ball
When using fixture, Tool C-3487, do not lower end of hand brake cable in operating lever and tighten
engine more than three inches from floor pan to cable clamp bolt. Install adjusting brake screw cover
avoid disrupting the set position of water hose and plate on hand brake support.
other engine attachments. Connect front universal joint and torque nuts from 33
to 37 foot-pounds. Connect throttle control linkage to
throttle lever on transmission.
Remove the two transmission case to torque con-
verter housing screws and lockwashers from right side Install push button control cable in adaptor making
and install guide studs, Tool C-3276. With transmission sure spring lock engages cable. Adjust manual control
supported, remove the two transmission case to torque cable as outlined in "Cable Adjustments."
converter housing screws and lockwashers from left
Install starter then, lower vehicle and connect battery.
side. Slide transmission straight back to avoid damage
Refill transmission with Automatic Transmission Fluid
to the front oil pump driving sleeve, then lower to the
floor.
(Type A). Refer to "Lubrication" section of this manual
then adjust throttle linkage.
INSTALLATION
RECONDITIONING OF TRANSMISSION
Install guide studs, Tool C-3276, in the two transmis-
sion mounting holes in right side of torque converter REMOVAL OF COMPONENTS - The following pre-
housing. With front oil pump drive sleeve lubricated, cautions should be observed during disassembly of the
install, making sure driving lugs are properly engaged transmission. Cleanliness through the entire disassem-
with oil pump pinion. Main portion of drive sleeve will bly and assembly cannot be over-emphasized. Unit
be flush with front of pump housing when properly should be thoroughly cleaned when removed from
installed. See Figure 223. vehicle, preferably by steam. When disassembling,
each part should be placed in a suitable solvent, washed,
Note position of driving lugs inside torque converter then dried by compressed air. Do not wipe parts with
hub, then position front oil pump drive sleeve on trans- shop towels.
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TORQUEFLITE 227
Sharp edges prevent dirt and foreign matter from get-

ting between the valve and body, thus reducing the
possibilities of sticking. When it becomes necessary to
recondition the transmission, and vehicle has accumu-
lated considerable mileage, install new seal rings on
parts requiring their usage.
STAND-TOOL
11001.04,011..- OIL PAN REMOVAL
56x600
Place transmission assembly in stand, Tool C-3280
Figure 158-Transmission Assembly Inverted in Stand and invert, as shown in Figure 158. Remove the oil pan
bolts and remove the oil pan and gasket, as shown in
LOW AND REVERSE SERVO ACCUMULATOR COVER Figure 159. Note the construction of oil pan bolts,
OIL STRAINER KICKDOWN SERVO washers used are part of the bolt.
VALVE BODIES AND TRANSFER PLATE-

REMOVAL
Remove throttle control lever, flat washer, and felt

washer from transmission. Remove the three gearshift
control cable adaptor housing bolts and washers. Re-
move housing gasket from transmission, as shown in
Figure 160.
NOTE
Manual valve control lever must be moved to the
reverse position before housing can be removed.
Loosen manual valve control lever bolt. Using caution

to prevent loss of cable adaptor pin, slide lever and
VALVE BODIES AND TRANSFER
PLATE ASSEMBLY
cable adaptor off shaft. Remove the four oil strainer
assembly bolts and lockwashers. Remove oil strainer
Figure 159-Transmission Assembly-Oil Pan Removed assembly, as shown in Figure 161. One strainer is used
for both the front and rear oil pump.
CONTROL CABLE Loosen (to relieve spring load) the three accumulator
ADAPTER
HOUSING
cover bolts with washers, and remove cover and spring
from transfer plate, as shown in Figure 162.
Remove the three transfer plate bolts and washers.
Remove the valve bodies and transfer plate assembly
OIL STRAINER
MANUAL VALVE
CONTROL LEVER /
56x601
Figure 160-Removal and Installation of Control
Cable Adaptor Housing
All of the mating surfaces in the transmission are

accurately machined; therefore, careful handling of
parts must be exercised to avoid nicks or burrs. The use
of crocus cloth is permissible where necessary, provid-
ing it is used carefully. When used on valves, use
extreme care so not to round off the sharp edges. The 57x233
sharp edge portion is vitally important to this type valve. Figure 161-Removing Oil Strainer Assembly
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228 CHASSIS
ACCUMULATOR COVER from transmission case, as shown in Figure 163. Mating

surfaces are machined; use extreme care so as not to
SPRING damage these surfaces. Place valve body in stand, Tool
C-3528.
Remove the neutral starting switch with cupped
washer and "0" ring located in left side of transmission
case. See Figure 143.
CHECKING FRONT CLUTCH END CLEARANCE

Prior to removal of propeller shaft flange and drum
assembly, check end clearance of front clutch piston
retainer assembly using dial indicator, Tool C-3339, as
shown in Figure 164.
56x603 To make this check, pry front clutch forward by care-
fully inserting screwdriver between the front and rear
clutch. Remove screwdriver, and with dial indicator
point contacting edge of front clutch retainer, set dial
Figure 162-Removal and Installation of Accumulator indicator to zero. Now, pry front clutch assembly rear-
Cover
ward against rear clutch, remove screwdriver, and take
indicator reading. This clearance should be from .020"
to .050". If this clearance exceeds the specified limit,
particular attention should be paid to the condition of
,a the input shaft thrust washer when disassembling trans-
mission.
HAND BRAKE ASSEMBLY REMOVAL

Remove the transmission flange nut and washer. Use
wrench Tool C-3281, to hold brake drum and flange
assembly. See Figure 165.
Attach puller, Tool C-452, if necessary, and remove
0 propeller shaft flange and drum assembly. Inspect oil
seal surfaces. Inspect lining contact surfaces on brake
drum assembly for scoring and inspect brake lining for
wear.
Remove the transmission brake support grease shield
56x604 spring. This spring has two purposes, it acts a a guide
Figure 163-Removal and Installation of Valve Bodies for the brake shoes and retains the brake support grease
and Transfer Plate Assembly shield to the transmission extension. See Figure 166.
TOOL FRONT CLUTCH
PISTON RETAINER
ASSEMBLY
TOOL
4 REAR CLUTCH PISTON

RETAINER ASSEMBLY
iftWarirfr
57x98
56x605
Figure 164-Checking Front Clutch Piston Retainer Figure 165-Removing Handbrake Drum and Flange
Assembly End Clearance Assembly
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TORQUEFLITE 229
BRAKE ANCHOR SHOE GUIDE BRAKE SHOE ANCHOR PIN

BRAKE ANCHOR WASHER BRAKE SHOE ANCHOR
BRAKE SUPPORT GREASE SHIELD BRAKE SUPPORT
BRAKE SHOE OPERATING LEVER LINK
BRAKE SHOE & LINING ASSY BRAKE SUPPORT
0". SPACER
SHAFT FLANGE & BRAKE DRUM ASSY
BRAKE SUPPORT
SPACER SLEEVE
BRAKE ADJUSTING
SCREW COVER
BRAKE ADJUSTING
SCREW COVER
SCREW
I
BRAKE SHOE OPERATING LEVER SCREW
/BRAKE SHOE OPERATING LEVER
BRAKE SHOE OPERATING LEVER SCREW LOCKWASHER
SHAFT FLANGE WASHER BRAKE SHOE OPERATING LEVER SCREW NUT
SHAFT FLANGE NUT BRAKE SHOE ADJUSTING SCREW
BRAKE SUPPORT GREASE SHIELD SPRING BRAKE SHOE ADJUSTING NUT
BRAKE SHOE RETURN SPRING BRAKE SHOE ADJUSTING SLEEVE 53x3A
Figure 166-Internal Expanding Hand Brake
Remove the brake support grease shield from exten- GOVERNOR AND REAR OIL PUMP REMOVAL
sion. If a screwdriver or sharp instrument is used in
Using a small screwdriver, remove the governor valve
removing this shield, care must be exercised not to dam-
age the neoprene sealing surface at bottom of shield. shaft snap ring from the weight assembly end, as shown
Note the indent on grease shield for correct positioning in Figure 169.
on extension.
Remove governor valve shaft and valve from gover-
Using a suitable drift, remove pin which secures nor valve body assembly, as shown in Figure 170.
brake shoe anchor in extension housing. Slide balance
Using pliers, Tool C-3229, remove governor weight as-
of handbrake assembly intact from extension housing.
Inspect spacer (neoprene) on back of support plate for sembly snap ring (large), as shown in Figure 171, and
deterioration and note the steel sleeve used between remove governor weight assembly from governor body,
neoprene spacer and extension. as shown in Figure 172.
TRANSMISSION EXTENSION REMOVAL Using a 5/16 inch socket (Tool C-3279) remove gov-
Remove the speedometer drive pinion and sleeve ernor locating screw from the governor support. Remove
assembly, as shown in Figure 167. Inspect the output the five rear oil pump housing to output shaft support
shaft rear bearing oil seal and remove (if necessary) bolts and washers. Remove pump housing, gear, and
using puller, Tool C-748. governor assembly from output shaft, as shown in Fig-
Remove the seven transmission extension to case ure 173. Use dye and mark face of pump gear in relation
bolts and lockwashers. Install guide studs, Tool C-3283 to pump housing. Do not use scribe.
and remove extension from output shaft support assem-
bly by tapping housing lightly with a soft hammer. Remove rear oil pump pinion from output shaft, as
Housing may be separated from support by using a pry shown in Figure 174. Mark in the same manner as pre-
bar against support screw, as shown in Figure 168. viously described.
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230 CHASSIS
SNAP RING
57P363
57P407
Figure 167-Removal and Installation of Speedometer Figure 169-Removal and Installation of Governor
Drive Pinion Assembly Valve Shaft Snap Ring
EXTENSION
GOVERNOR BODY--'
GOVERNOR
VALVE SHAFT
GUIDE STUD
GOVERNOR VALVE
57P406

Valve and Shaft
L
Figure 168-Removal of Extension
GOVERNOR rq
TOOL SUPPORT
NOTE
Oil pump pinion is keyed to output shaft by a SNAP
small ball. Use care when removing pinion so as not
to loose ball.
OUTPUT SHAFT SUPPORT REMOVAL

Remove output shaft support to transmission case
screw and washer. Slide the output shaft rear support
GOVERNOR
assembly and gasket from transmission case, as shown LOCATING SCREW
in Figure 175. If rear support is stuck to transmission case,
57P405
it can be loosened by tapping lightly with a soft ham- 4
mer. Remove guide studs, Tool C-3283 from transmission Figure 171-Removal and Installation of Governor
case. Weight Assembly Snap Ring
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TORQUEFLITE 231
56x612
Figure 175-Removal and Installation of Output

56x610 Shaft Support
Weight Assembly
UNIT NO. 1
OUTPUT SHAFT SUPPORT SCREW
56x613
Figure 176-Removal and Installation of Unit No. 1
/1
OUTPUT SHAFT
GOVERNOR AND REAR OIL

PUMP HOUSING ASSEMBLIES
56x611

and Rear Oil Pump Housing Assemblies
REARolL PUMP PINION BALL
REAR OIL PUMP PINION KEYWAY
56x614
Figure 177-Removal and Installation of Intermediate
Support Locating Screw
REMOVING POWER TRAIN UNIT NO. 1 (OUTPUT

11111111111orm-adile
SHAFT, KICKDOWN PLANET PINION CARRIER, AND
I INTERMEDIATE SHAFT ASSEMBLIES)
Remove by sliding unit out rear of transmission case.

57P385 REAR OIL PUMP PINION See Figure 176. Support unit as much as possible, when
Figure 174-Removal and Installation of Rear Oil removing, to prevent damage to seal rings on inter-
Pump Pinion mediate shaft.
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232 CHASSIS
UNIT NO. 2 REMOVING POWER UNIT NO. 2 (SUN GEAR,

REVERSE PLANET PINION CARRIER, OVERRUNNING
CLUTCH, AND REAR CLUTCH ASSEMBLIES)
Loosen lock nuts on low-reverse and kickdown band
adjusting screws, and back adjusting screws out 2 to 3
turns. Remove the three intermediate support locating
bolts and lockwashers (two outside of case and one in-
side). See Figure 177. When removing unit, identify
locating hole in the intermediate support to correspond
with the threaded locating hole inside of case for instal-
lation purposes. Refer to Figure 227.
Keep unit centered as much as possible to prevent
binding of intermediate support, and remove assembly
from transmission case, as shown in Figure 178. Make
57P422
V sure front clutch and sun gear thrust washer remains in
Figure 178-Removal of Unit No. 2 position in front of unit.
REMOVING UNIT NO. 3 (FRONT CLUTCH PISTON

RETAINER AND INPUT SHAFT ASSEMBLIES)
Keep unit centered as much as possible, and remove
from transmission case, as shown in Figure 179. Use
extreme care when removing to prevent damage to seal
rings on input shaft and sealing surfaces in reaction
shaft (aluminum).
LOW-REVERSE BAND ASSEMBLY REMOVAL

Mark the low-reverse band assembly for installation
purposes; then compress ends of band sufficiently to
remove the low-reverse band strut. Remove low-reverse
band assembly by rotating band ends through rear
opening in transmission case, as shown in Figure 180.
UNIT NO. 3 Remove low-reverse band anchor from adjusting screw.
56x616
Figure 179-Removal and Installation of Unit No. 3 KICKDOWN BAND REMOVAL
Compress kickdown band ends sufficiently to remove
the kickdown band strut, see Figure 181. (Note that strut
is grooved to act as a guide.) Remove the kickdown
.040
MR.
"Li band anchor from adjusting screw.
Remove the kickdown band assembly by rotating
band ends over center support in transmission case, as
shown in Figure 182. Use extreme care when removing
band so not to damage lining against edges of trans-
mission case.
Both bands have bonded lining and no attempt should
be made to reline them. The kickdown band is wider and
has a different lining material.
LOW-REVERSE AND KICKDOWN BAND LEVER

ASSEMBLIES REMOVAL
.56x617
Remove kickdown and reverse lever shaft stop plug
at rear of transmission case. Using a pair of long-nosed
Figure 180-Removal and Installation of Low-Reverse pliers, remove kickdown and low-reverse shaft lever
Band spacer (flat).
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TORQUERITE 233
KICKDOWN BAND STRUT LOW AND REVERSE ~° KICKDOWN

BAND LEVER BAND LEVER
tap
GUIDE STUD
0 KICKDOWN AND
REVERSE
Er LEVER SHAFT i 56x620
Figure 183-Removal and Installation of Kickdown
k and Reverse Lever Shaft
KICKDOWN BAND
"'ADJUSTING SCREW 6x USE 11/32k DRILL
144M w
Band Strut
TOOL
56x621
I, Figure 184-Modification of Tool C-3289

II
SNAP RING ',-L--./11111
la 56x619
TOOL
Band
94,
L,:.
Thread a guide stud, Tool C-3288, into shaft, and re-
move shaft from case, as shown in Figure 183. Remove
kickdown and low-reverse servo levers.
LOW-REVERSE SERVO REMOVAL
- At%
Install Tool C-3529 or C-3289 (modified as shown in

Figure 184) on transmission case and compress piston
spring retainer. Due to modification of tool, only one
attaching bolt can be used. Using a screwdriver, remove
the low-reverse servo piston spring retainer snap ring, 57P404
as shown in Figure 185. Loosen compression portion of
tool, and remove. Spring retainer may require guiding Figure 185-Removal and Installation of Low-Reverse
out of transmission case. Remove the spring retainer, Servo Piston Spring Retainer Snap-Ring
spring and servo piston assembly.
piston rod guide, and remove the snap ring, as shown
KICKDOWN SERVO REMOVAL in Figure 186.
Reinstall Tool C-3529 or C-3289 (modified as shown in Loosen compressing portion of tool, and remove from
Figure 184), apply sufficient pressure on the kickdown transmission case. Remove piston rod guide, piston
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234 CHASSIS
SNAP RING
TOOL SLEEVE
SPRING
Ph
57x235
57P403
Figure 189-Removal and Installation of Regulator
Valve Spring and Sleeve
Piston Rod Guide Snap Ring SPRING SEAT
hMhh.hm.
ADJUSTING SCREW
LOCK NUT
RETAINER
TOOL ----Ili
GASKET
VALVE
ACCUMULATOR
PISTON SLEEVE
u 1r; SPRING
57x236 SPRING CUP
Figure 190-Regulator Valve Assembly

4,0 (Disassembled View)
imitt 57P402
Figure 187-Removal and Installation of Accumulator FRONT OIL PUMP REMOVAL

Piston Remove front oil pump drive sleeve (if installed) then,
remove the transmission regulator valve spring retainer,
GASKET gasket, cup, spring, sleeve and valve, as shown in
Figures 188, 189 and 190.
CUP
Remove the torque converter control valve spring
SPRING retainer, gasket, spring and valve. These valves can be
removed with the aid of a mechanical retriever or a
k_ piece of welding rod (%2 inch for regulator valve and
Ve inch for torque converter valve) inserted in end of
valve, as shown in Figure 149. The converter valve is
so constructed that it will not drop into front housing
during removal.
RETAINER
Remove the seven front oil pump housing to trans-
57x232 mission case bolts. Sealing washers used under bolts
Figure 188-Removal and Installation of Regulator are made from aluminum; discard if damaged.
Valve Retainer and Gasket
Remove oil pump housing assembly from transmis-
spring, and piston rod. Using pliers, Tool C-484, remove sion case by tapping housing lightly with a soft ham-
the kickdown piston from the transmission case. Using mer, as shown in Figure 191. Using dye, mark pump
pliers, Tool C-484, remove the accumulator piston from gears in relation to face of oil pump housing for reas-
transmission case, as shown in Figure 187. sembly purposes. Do not scribe.
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TORQUEFLITE 235
FRONT AND REAR TORQUE CONVERTER

PUMP CHECK VALVE CONTROL VALVE
""111111/
*14 dr.

56x627
Figure 191-Removal of Front Oil Pump Housing
56x651 REGULATOR VALVE
Assembly
Figure 193-Regulator Valve Body and Valves
REGULATOR VALVE BODY REMOVAL
Install guide studs, Tool C-3288; and using the two
threaded holes provided in the regulator valve body,
install guide studs, Tool C-3283, as shown in Figure 192.
Pull regulator valve body off of torque converter reaction
REACTION
shaft and remove gasket. Regulator valve body, as SHAFT
shown in Figure 193, is made of aluminum and requires
care in handling to avoid damage.
REMOVAL
Refer to "Inspection of Torque Converter Reaction
Shaft." If inspection reveals it is necessary to remove TOOL
torque converter reaction shaft, proceed as follows:
Remove torque converter reaction shaft seal ring 56x629
(neoprene). Remove the three transmission case to re-
action shaft bolts and washers then, using Tool C-3531, Figure 194-Removal and Installation of Torque
press reaction shaft out of transmission case, as shown Converter Reaction Shaft
in Figure 194.
DISASSEMBLY, INSPECTION AND ASSEMBLY
OF COMPONENT PARTS
GUIDE STUDS The following precautions should be observed during
assembly of component parts. Where lubrication is re-
quired, use Automatic Transmission Fluid (Type A). Do
111
not use a sealing material on any gasket or mating
surface, always use new gaskets. Torque all bolts and
nuts to correct specifications.
Where snap rings are used, always make sure they
are seated properly. If mating parts do not go together
properly, always check reason. Do not force parts un-
necessarily.
S

REGULATOR VALVE BODY
INSPECTION
L
56x628
Inspect inside of torque converter reaction shaft for
burrs. Inspect splines on shaft for burrs and wear. In-
Figure 192-Removing Regulator Valve Body spect the reaction shaft seal ring (neoprene) for deterior-
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236 CHASSIS
TOOL
53x64 A
,
\ REAR EXTENSION
Figure 195-Removing Output Shaft Rear Bearing

C-3204 --,
DRIVEV1.---
ation and hardness. Inspect thrust surface for wear and

slight scores. Do not remove the torque converter reac- OUTPUT
tion shaft unless inspection reveals it is necessary to SHAFT REAR
do so. BEARING 1
_1
TRANSMISSION CASE INSPECTION
Inspect transmission case for cracks, sand holes, and
stripped threads. Check for burrs on mating surfaces. EXTENSION --o- 57P401
Blow compressed air through all passages to make sure
they are open. Check pressure take-off plugs for tight- Figure 196-Installing Output Shaft Rear Bearing
ness.
Using straight edge, Tool C-3335, inspect valve body
OUTPUT SHAFT REAR BEARING REMOVAL
mating surface on transmission case for any burrs or
irregularity in surface. Surfaces should be smooth and If necessary to remove rear bearing, remove output
flat. shaft rear bearing oil seal. Then, using pliers, Tool C-760
Inspect servo and accumulator bores for any scores and remove the output shaft rear bearing snap ring.
or scratches. Light scratches may be removed with Inspect ring for distortion. Using driver, Tool C-3275,
crocus cloth. Check regulator valve body mating sur- drive output shaft rear bearing out of rear extension, as
face in front of case for any irregularities. Disregard any shown in Figure 195.
scratches which may have been caused by torque con-
verter reaction shaft bolt lock washers. OUTPUT SHAFT REAR BEARING AND OIL SEAL
INSTALLATION
LOW-REVERSE AND KICKDOWN BANDS ADJUSTING Using driver, Tool C-3204, install the output shaft rear
SCREWS INSPECTION bearing in extension as shown in Figure 196. Make sure
It is vitally important that adjusting screws fit freely bearing is properly seated, then lubricate Automatic
into transmission case. When lock nuts are loose, in- Transmission Fluid (Type A).
spect screws and nuts for pulled threads or foreign Install output shaft rear bearing snap ring. Snap ring
material in threads. This is very important in obtaining
available in two sizes, select one to give minimum clear-
proper band adjustments.
ance. Using driver, Tool C-3205, install output shaft rear
TRANSMISSION EXTENSION INSPECTION bearing oil seal (with metal portion of seal facing in)
until tool bottoms on extension, as shown in Figure 197.
Inspect extension for cracks in casting and remove
burrs from gasket surface. Inspect vent (drive type) in GOVERNOR DISASSEMBLY AND INSPECTION
top of extension and make sure it is open and free from
dirt, undercoating, etc. The purpose of this vent is to Remove governor secondary weight and spring. In-
prevent vacuum from forming in transmission case when spect all parts for burrs and wear. Check secondary
it is drained. Vent also released fumes and expansion weight for free movement in primary weight by placing
of oil caused by heat. secondary weight in primary weight without the spring.
Primary weight should fall freely when both parts are
Clean output shaft rear bearing and dry with com- clean and dry. Inspect governor weight spring for dis-
pressed air. Do not spin bearing with air pressure. In-
tortion. See Figure 198.
spect bearing for rough spots. Do not remove bearing
from extension unless inspection reveals it is necessary Place secondary weight and spring in primary weight,
to do so. compress spring and install snap ring. Make sure snap
MyMopar.com
TORQUEFLITE 237
OUTER WEIGHT SNAP RING

OUTER
WEIGHT SNAP RING
VALVE SHAFT
VALVE SHAFT ,."41-- INNER WEIGHT
SNAP RING
BODY TO SUPPORT
WEIGHT SPRING SCREW AND
LOCKWASH ER (4)
OUTER WEIGHT-0.
"'s
BODY
% VALVE
SUPPORT-0,-
C-3205 DRIVER I1
OUTPUT SHAFT REAR

REAR BEARING EXTENSION VALVE SHAFT
OIL SEAL
ti AV
SNAP RING
LOCATING SCREW
4....)SUPPORT SEAL RINGS

4111 I
57P424 56x716A
Figure 197 -Installing Output Shaft Rear Bearing Figure 198-Governor Assembly (Disassembled View)
Oil Seal
OUTPUT SHAFT SUPPORT INSPECTION
ring is seated properly. Slide governor body and sup- Inspect all oil passages in output shaft support for
port from rear oil pump housing. Remove the two gov- any obstructions. Remove pressure take-off plugs (gov-
ernor support seal rings and inspect. ernor and rear clutch apply-Figure 143) and clean pas-
Remove the four governor body to support bolts and sages with compressed air.
lockwashers. Separte body from support. Washers are
part of bolt and serviced as an assembly. Mating sur- Check rear oil pump mating surface for burrs and
faces are machined and can be easily damaged. Inspect
score marks. Check for stripped threads in support.
Inspect gasket surfaces for burrs and dirt. Inspect inside
oil passages and make sure they are free from dirt or
foreign matter. Clean passages with compressed air. bearing surface for wear and scoring.
Inspect governor valve and body for slight scores. Valve DISASSEMBLY, INSPECTION AND ASSEMBLY OF
should travel freely in governor body. POWER TRAIN UNITS
REAR OIL PUMP INSPECTION
UNIT NO. I (OUTPUT SHAFT, KICKDOWN PLANET
PINION CARRIER, AND INTERMEDIATE SHAFT AS-
Inspect oil pump housing machined surfaces for nicks SEMBLIES)-DISASSEMBLY-Unit can be placed in the
and burrs and housing plug for leaks. Inspect oil pump propeller flange and brake drum assembly to aid in
gears for scoring or pitting. With gears cleaned and disassembly, as shown in Figure 200.
installed in pump housing (as marked) and using
straight edge, Tool C-3335 (and feeler gauge), check Using a screwdriver, remove output shaft drive hous-
clearance between pump housing face and face of ing snap ring, as shown in Figure 201. Refer to Figure
gears, as shown in Figure 199. Clearance limits are from 202 and complete disassembly of unit as follows:
.001 to .0025 inch. Remove reverse annulus gear (B) from output shaft
assembly (I). Remove intermediate shaft (C) and kick-
GOVERNOR ASSEMBLY REASSEMBLY
down carrier assemblies (E) from output shaft assembly
Lubricate the two governor support seal rings with then, remove output shaft thrust washer (D) located in-
Automatic Transmission Fluid (Type A) and install on side of housing.
the governor support. Make sure they are free to rotate
in grooves. Remove kickdown planet pinion carrier assembly (E)
Position governor body on support and install the from intermediate shaft assembly (C). The kickdown
four bolts with attached lockwashers. Do not tighten planet pinion carrier assembly used in this unit is
bolts at this time. Slide governor support and body identical to the low-reverse planet pinion carrier assem-
assembly into position in rear oil pump housing. Com- bly used in Unit No. 2 but should not be interchanged.
press governor support seal rings with fingers as sup- Remove kickdown carrier thrust washer (F) from
port enters oil pump housing. Do not force. carrier assembly (E). Remove sun gear roller thrust
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238 CHASSIS
TOOL
56x633
Figure 201-Removal and Installation of Output

Shaft Drive Housing Snap Ring
53x66
Figure 199-Checking Clearance Between Rear Pump
Body and Gears
washer (G) from intermediate shaft assembly. With a
screwdriver, remove kickdown annulus gear snap ring
(H) and separate gear (I) from intermediate shaft
assembly (C).
OUTPUT SHAFT INSPECTION
Inspect speedometer drive gear for any nicks or burrs.
Any nicks or burr on gear surface can be removed with
the use of a sharp edged stone.
Inspect thrust surfaces, journals, and inner bushing
for scores or excessive wear. Inspect riveting and hous-
ing for any cracks and internal driving lugs for exces-
sive wear. Housing and output shaft is serviced as an
assembly.
Inspect interlocking seal rings (K-L) on output shaft
UNIT (J) for wear or broken locks, and make sure they turn
NO. 1 freely in the grooves. Do not remove rings unless condi-
tion warrants. When replacing rings, use extreme care
so not to damage interlocking portion of ring. Make sure
all oil passages are open by blowing out with com-
pressed air.
HAND BRAKE Inspect output shaft and kickdown carrier thrust
washers (D) and (F) for scratches or excessive wear.
DRUM Inspect sun gear (roller type) thrust washer (G) for pitted
or cracked rollers.
INTERMEDIATE SHAFT ASSEMBLY

INSPECTION
Inspect all bearing and thrust surfaces for scoring or
scratches. Blow compressed air through all oil passages;
make sure they are open and free of foreign matter.
Inspect the four large (N) and two small (M) interlock-
56x632 ing seal rings for excessive wear, broken ends, and
make sure they rotate freely in the grooves. Interme-
Figure 200-Using Propeller Shaft Flange and Brake diate shaft and clutch feed tubes are serviced as an
Drum Assembly As a Holding Fixture for Unit No. 1 assembly.
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TORQUEFLITE 239
C)
C)
C17)
56x631
Figure 202-Unit No. 1 (Disassembled View)

A-Output Shaft Drive Housing Snap Ring H-Kickdown Annulus Gear Snap Gear
B-Reverse Annulus Gear I-Kickdown Annulus Gear
C-Intermediate Shaft Assembly 1-Output Shaft Assembly
D-Output Shaft Thrust Washer K-Output Shaft Seal Ring (Small)
E-Kickdown Planet Pinion Carrier Assembly 1-Output Shaft Seal Ring (Large)
F-Kickdown Carrier Thrust Washer M-Intermediate Shaft Seal Rings (Small)
G-Sun Gear Thrust Washer (Roller) N-Intermediate Shaft Seal Rings (Large)
KICKDOWN PLANET PINION CARRIER ASSEMBLY Place reverse annulus gear (B) in position in housing
INSPECTION (J) and install output shaft drive housing snap ring.
Make sure snap ring seats properly in housing.
Inspect planet pinion carrier for cracks and pinions
for broken or worn gear teeth. Using a feeler gauge,
check end clearance on individual planet pinion gears,
clearance should be .006 to .017 inch. Inspect pinion
shafts for fit in the carrier and make sure pinions are
free to rotate on shafts. Make sure shaft lock pins are
installed.
Do not replace carrier assembly unless inspection re-
veals it is necessary. The planet pinion carrier and
pinions are serviced only as a complete assembly. In-
spect kickdown carrier thrust washer (F) for scratches
or excessive wear.
REVERSE AND KICKDOWN ANNULUS GEARS

INSPECTION
Inspect for worn, cracked, or broken gear teeth.

UNIT NO. I (OUTPUT SHAFT, KICKDOWN PLANET
PINION CARRIER AND INTERMEDIATE SHAFT AS-
56x634
SEMBLIES)-ASSEMBLY-To aid in the assembly of
unit No. 1, use the propeller shaft flange and brake Figure 203--Checking Clearance Between Kickdown
drum assembly which was removed from the trans- Annulus Gear Snap Ring and Intermediate Shaft
mission. Assembly
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240 CHASSIS
N
O
56x635A

A-Front Clutch and Sun Gear Thrust Washer L-Rear Clutch Pressure Plate
B-Sun Gear Rear Clutch Seal Rings M-Rear Clutch Driving Disc
C-Reverse Sun Gear N-Rear Clutch Plates
D -low and Reverse Band Drum Snap Ring 0-Rear Clutch Piston Return Spring Snap Ring
E-Low and Reverse Planet Pinion Carrier Assembly P-Rear Clutch Return Spring Retainer
F-Overrunning Clutch Hub Assembly Q-Rear Clutch Piston Return Spring
G-Low and Reverse Band Drum R-Rear Clutch Piston
H-Overrunning Clutch Cam Roller Springs S-Rear Clutch Piston Seal Ring (Outer)
I-Overrunning Clutch Cam Rollers T-Rear Clutch Piston Seal Ring (Inner)
J-Intermediate Support and Cam Assembly U-Rear Clutch Piston Retainer Assembly
K-Rear Clutch Snap Ring
With output shaft assembly (J) in an upright position, Lubricate and install sun gear (roller type) thrust
lubricate output shaft thrust washer (D) with Automatic washer (G) over intermediate shaft and into position
Transmission Fluid (Type A) and place into position in in carrier assembly.
housing. UNIT NO. 2 (SUN GEAR, REVERSE PLANET PINION
Place kickdown annulus gear (I) in position on inter- CARRIER, OVERRUNNING CLUTCH, AND REAR
mediate shaft assembly (C) and install snap ring (H) CLUTCH PISTON RETAINER ASSEMBLIES)-DISAS-
(select fit). Using a feeler gauge, check the clearance SEMBLY-The letters referred to in the Disassembly,
under the kickdown annulus gear snap ring, as shown Inspection and Assembly of this unit pertain to Figure
in Figure 203. Clearance limits are as close to zero as 204.
possible. Snap rings are available in the following two
thicknesses:
PT No 1636357 .060" to .062"
1636358 .064" to .066" 4C11,114401
When checking clearance, support annulus gear on
edge of bench so intermediate shaft will seat properly
in gear. Make sure snap seats properly.
Place intermediate shaft assembly (C) in output shaft
housing (J). Lubricate kickdown carrier thrust washer
(F) with Automatic Transmission Fluid (Type A) and
place in position on kickdown planet pinion carrier 56x636
assembly (E). Place carrier assembly (E) in position in ""zu!_klf
kickdown annulus gear (I). Make sure thrust washer Figure 205-Removing Rear Clutch Piston Retainer
(F) remains in position. Assembly From Sun Gear
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TORQUEFLITE 241
With unit setting in upright position, remove sun gear OVERRUNNING

and front clutch thrust washer (A). Using two screw- CLUTCH HUB
drivers, inserted between clutch and intermediate sup-
port, remove rear clutch retainer assembly from sun
gear, as shown in Figure 205.
INTERMEDIATE
SUPPORT AND
CAM ASSY
4 fr
57P400
Figure 208-Removal and Installation of Intermediate

SUN GEAR 57P420
Support and Cam Assembly from Overrunning
Figure 206-Removal and Installation of Sun Gear Clutch Hub
(Reverse Planet Pinion Carrier and Overrunning
Clutch Assembly) LOW AND REVERSE BAND DRUM
OVERRUNNING CLUTCH HUB
Remove the two rear clutch seal rings (neoprene) from
sun gear. Remove reverse sun gear from overrunning
clutch and reverse planet pinion carrier assemblies, as
Install fixture, Tool C-3527, in intermediate support
and cam assembly, as shown in Figure 207. Remove
INTERMEDIATE
SUPPORT AND
CAM ASSY
56x640
Figure 209-Removal and Installation of Overrunning
Clutch Hub in Low and Reverse Band Drum
TOOL
intermediate support and cam assembly from overrun-
ning clutch hub, as shown in Figure 208.
Using a screwdriver, remove snap ring (D) from low
and reverse band drum assembly (G). Remove the low
and reverse planet pinion carrier assembly (E) from
reverse band drum.
Remove overrunning clutch hub assembly from re-
verse band drum, as shown in Figure 209. Remove over-
56x638 running clutch cam roller springs (H) and rollers (I) (ten
each) by removing fixture, Tool C-3527, from interme-
Figure 207-Installation of Tool C-3527 in Intermediate diate support and cam assembly. Have assembly over
Support and Cam Assembly bench when removing tool.
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242 CHASSIS
,.,
TOOL
TOOL
56x643
Figure 211-Removal and Installation of Rear Clutch
Return Spring Retainer Snap Ring
CLUTCH DRIVING DISC AND PLATE

INSPECTION
Inspect driving discs for evidence of burning, glazing
and flaking off of facing material. Check discs by
scratching facings with finger nail; if material collects
under nail, replace all of driving discs. Replace driving
discs if splines become damaged. Inspect the steel
56x641 clutch plates and pressure plate surfaces for evidence
of burning, scoring, and damaged driving lugs; replace
Figure 210-Removal and Installation of Rear Clutch if necessary.
Piston Retainer Snap Ring
PISTON AND SEAL RINGS
REAR CLUTCH PISTON RETAINER ASSEMBLY
INSPECTION
DISASSEMBLY
Using screwdriver, remove snap ring (large) from rear Inspect seal ring surfaces in piston retainer for nicks
clutch piston retainer assembly, as shown in Figure or deep scratches. Light scratches will not interfere with
210.
sealing of neoprene rings.
Remove rear clutch pressure plate (L) from retainer Inspect inner and outer piston seal rings (neoprene)
assembly. Invert clutch piston retainer assembly and for deterioriation, wear and hardness. Inspect seal ring
remove the clutch plates (N) and driving disc (M) as- groove in piston for nicks or burrs.
semblies (four each). Using compressor, Tool C-3575, Inspect inside bore of the piston for score marks; if
slightly compress the rear clutch piston return spring light, remove with crocus cloth; if heavy, replace the
retainer, as shown in Figure 211. Use extreme care not piston. Inspect piston spring, retainer, and snap ring
to damage piston return spring retainer by compressing for distortion.
spring too far.
Release compressor, Tool C-3575, and remove the REAR CLUTCH PISTON RETAINER ASSEMBLY
clutch return spring retainer (I') and spring (Q) from INSPECTION
clutch piston retainer assembly. Spring retainer may Note the ball check in clutch retainer. The purpose
require guiding past snap ring groove as tool is released. of ball check is to relieve centrifugal oil pressure when
Using a twisting motion, remove the clutch piston assem- transmission is in neutral or operating in drive (break-
bly (R) from retainer. Remove rear clutch piston inner away) and engine speeds are increased, otherwise
and outer seal rings (S & T). clutch may engage. Make sure ball operates freely.
MyMopar.com
TORQUEFLITE 243
Inspect the band contacting surface for deep scores 7. Inspect seal rings (neoprene) for deterioration,
and burrs, especially if the band lining is worn to the wear, nicks or hardness.
point where the steel band has been contacting the rear
8. Inspect front clutch and sun gear thrust washer for
clutch piston retainer. Do not machine the piston re-
tainer in a lathe to remove score marks. scratches or excessive wear.
Inspect steel clutch plate contacting surfaces for burrs INTERMEDIATE SUPPORT AND CAM ASSEMBLY
or brinelling. Make sure clutch driving lugs on steel INSPECTION
clutch plates travel freely into retainer. Remove any 1. Inspect riveting of cam to intermediate support.
metal pickup on hub of retainer. 2. Inspect cam roller surface for brinelling.
REAR CLUTCH PISTON RETAINER

3. Inspect roller spring retaining tabs for being bent
or distorted.
ASSEMBLY
4. Inspect bearing surface on hub for scoring.
Lubricate and install inner piston seal ring (T) on hub
of clutch retainer. Make definitely sure that lip of seal 5. Inspect steel back bronze type bushing in hub for
if facing down and seal is properly seated in groove. scratches or scoring and excessive wear. Bushing
Lubricate and install outer seal ring (S) on clutch piston and intermediate support are serviced as an as-
(lip of seal facing from flange). Place piston assembly sembly.
(R) in clutch retainer (U) and with a twisting motion, seat 6. Inspect overrunning clutch cam rollers for being
piston in bottom of retainer. pitted or scored.
Install piston return spring on hub and position spring 7. Inspect overrunning cam roller springs for distor-
retainer and snap ring on spring. Using compressor, tion. Replace if necessary.
Tool C-3575, compress the clutch spring sufficiently to
seat the snap ring, as shown in Figure 211. Piston spring LOW AND REVERSE PLANET PINION CARRIER
retainer may require guiding past the clutch hub. Make ASSEMBLY INSPECTION
sure snap ring is properly seated. Inspect planet pinion carrier for cracks and pinions
for broken or worn gear teeth. Using a feeler gauge,
Remove compressor, Tool C-3575. Lubricate all clutch check end clearance on individual planet pinion gears,
plates and drive discs with Automatic Transmission clearance should be .006 to .017 inch.
Fluid (Type A). Assemble by placing one of the rear
clutch steel plates, in the clutch retainer followed by a Inspect pinion shafts for fit in the carrier and make
driving disc. Repeat this procedure until all four discs sure pinions are free to rotate on shafts. Make sure
and four plates have been installed. Do not install rear shaft lock pins are installed. Do not replace carrier
clutch pressure plate and snap ring at this time as the assembly unless inspection reveals it is necessary. The
rear clutch pressure plate will be used as an assembly planet pinion carrier and pinions are serviced only as
tool in selecting the proper front clutch clearance. The a complete assembly.
pressure plate should be thoroughly cleaned.
ry-.1
REVERSE SUN GEAR ASSEMBLY OVERRUNNING
OVERRUNNING CLUTCH ROLLER
INSPECTION CLUTCH
CAM SPRING
1. Inspect gears for cracked or broken teeth.
2. Inspect steel back bronze type bushing for scoring
TOOL
or excessive wear. Bushing and reverse sun gear
serviced as an assembly.
3. Inspect intermediate support bearing surface of
gear for wear and slight scores.
4. Inspect rear clutch seal ring grooves on gear for
nicks or burrs.
5. Inspect inner ring sealing area in bore of sun gear 57P4I9
for grooves or scratches.
Figure 212-Installation of Overrunning Clutch Rollers
6. Inspect thrust area of sun gear for nicks, scratches, and Springs in Intermediate Support and Cam
or burrs. Assembly
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244 CHASSIS
56x646A
A-Input Shaft Thrust Washer K-Front Clutch Piston Lever Retainer
B-Front Clutch Snap Ring L-Front Clutch Piston Levers
C-Input Shaft Assembly M-Front Clutch Piston
D-Front Clutch Driving Discs N-Front Clutch Piston Retainer
E-Front Clutch Plates 0-Input Shaft Oil Seal Ring (Small)
F-Front Pressure Plates P-Input Shaft Oil Seal Ring (Large)
G-Front Clutch Driving Disc Hub Q-Front Clutch Piston Seal Ring (Inner)
H-Front Clutch Piston Return Spring Snap Ring R-Front Clutch Piston Seal Ring (Outer)
I-Front Clutch Piston Return Spring Retainer S-Front Clutch Piston Cushion Spring
J-Front Clutch Return Spring T-Front Clutch Piston Cushion Spring Retaining Plate
LOW AND REVERSE BAND DRUM OVERRUNNING CLUTCH HUB ASSEMBLY

INSPECTION INSPECTION
Inspect the band contacting surface for deep scratches Inspect corn roller contacting surface for brinelling.
and burrs, especially if band lining is worn to the point Inspect steel back bronze type bushing in hub for
where steel band has been contacting the drum. Do not scratching or scoring and excessive wear. Bushing and
attempt to machine the drum in lathe to remove score hub serviced as an assembly.
marks. Inspect driving lugs inside of drum for excessive
wear. Inspect lubricating hole and make sure it is free from
MyMopar.com
TORQUEFLITE 245
foreign matter by cleaning with compressed air. Inspect sure they are positioned so as not to damage the ball
reverse band drum snap ring (select fit) for being dis- check located in back side of retainer.
torted.
Slowly release pressure on arbor press, then remove
UNIT NO. 2 ASSEMBLY the retainer and input shaft from the arbor press. Re-
Install overrunning clutch hub assembly (hub first) move the input shaft assembly (C) from the clutch piston
into snap ring side of the low and reverse band drum, retainer (N). Invert the front clutch piston retainer, and
see Figure 209. remove the cushion spring retaining plate (T), cushion
spring (S), driving disc (4) (D), clutch plates, (3), (E),
Place low and reverse planet pinion carrier assembly pressure plate (F) and clutch hub (G).
(E) in position in low and reverse band drum (G). With
drum supported, select snap ring to give minimum Install compressor Tool C-3575, then compress the
clearance and install. Snap rings are available in the front clutch piston return spring retainer (I). Using pliers,
following three thicknesses: Tool C-3301, remove the piston return spring snap ring
(H). Release and remove fixture, Tool C-3575. Remove
PT No. 1636315 .060" to .062" the piston return spring retainer (I) and spring (J).
1636316 .064" to .066"
1636317 .068" to .070"
Remove lever retainer (K) and levers (L) from front
clutch piston retainer (N). Using a twisting motion, re-
Place figure, Tool C-3527, in position in intermediate move the piston assembly from the retainer, as shown
support and cam assembly, and install cam springs and in Figure 214.
rollers, as shown in Figure 212. Make definitely sure
INPUT SHAFT INSPECTION
that cam springs and rollers are properly seated against
cam; otherwise, damage to springs will result when Inspect the input shaft thrust washer (A) for cracks
overrunning clutch hub is installed. or excessive wear. Inspect front clutch snap ring (B) for
distortion. Inspect interlocking seal rings (0 & P) for
With intermediate support and cam assembly resting wear or broken locks. Make sure they turn freely in the
on bench, lubricate bushing and install low and reverse grooves. Do not remove rings unless condition warrants.
band drum assembly over hub. While holding the two When replacing rings, use extreme care not to damage
assemblies together, remove fixture, Tool C-3527. interlock portion of ring. Make sure all oil passages are
Lubricate bearing surface and reverse sun gear and open by blowing out with compressed air.
install intermediate support and planet pinion carrier Check splines and lugs for nicks or burrs. Inspect
assembly. Lubricate the two sun gear rear clutch seal bearing and thrust surfaces for nicks or scratches. In-
rings (neoprene) with Automatic Transmission Fluid spect steel back bronze type bushing for scratches or
(Type A) and install on reverse sun gear.
FRONT CLUTCH PISTON
Install rear clutch piston retainer assembly on reverse
sun gear. To prevent personal injury, do not place the / FRONT CLUTCH PISTON SEAL RING
fingers under the clutch retainer assembly when in-
stalling. Install the front clutch and gun gear thrust FRONT CLUTCH PISTON
washer (A). Lubriplate may be used to hold the thrust RETAINER ASSEMBLY
washer in position.
UNIT NO. 3-(INPUT SHAFT AND FRONT CLUTCH
PISTON RETAINER ASSEMBLIES)- DISASSEMBLY-
The letters referred to in the disassembly, inspection and
reassembly of this unit, pertain to Figure 213.
Remove the input shaft fibre thrust washer (select fit)
(A). During assembly, the front clutch cushion spring (5)
was preloaded to 500 pounds. To remove snap ring (B)
and input shaft, the front clutch assembly must be placed
in an arbor press. With the rear of retainer resting on
a suitable support, press the input shaft only far enough
into retainer to permit removal of the snap ring with a BALL CHECK
screwdriver.
If an arbor press is not available, two large "C" 53x54A
clamps may be used by placing them 180' apart and Figure 214-Removal and Installation of Front Clutch
applying equal pressure. If "C" clamps are used, make Piston Assembly
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246 CHASSIS
scoring or excessive wear. Bushing and input shaft are UNIT NO. 3 ASSEMBLY
serviced as an assembly. Lubricate and install inner (neoprene) seal ring (Q)
on hub of clutch retainer. Make definitely sure that lip
CLUTCH DRIVING DISCS, PLATES, AND HUB
of seal is facing down and seal is properly seated in
INSPECTION
groove.
Inspect driving discs (D) for evidence of burning, Lubricate and install outer seal ring (R) on clutch
glazing, and flaking off of facing material. Check discs piston with lip of seal facing away from flange. Place
by scratching facings with finger nails; if material col- piston assembly (M) in clutch retainer and with a twist-
lects under nail, replace all of driving discs. Replace ing motion, seat piston in bottom of retainer, see
driving discs if splines have become damaged. Inspect Figure 214.
the steel clutch plates (E) cushion spring retaining plate
(T), and pressure plate (F) surface for evidence of burn- Place lever retainer (K) in piston and install the four
ing, scoring, and damaged lugs; replace if necessary. levers (L). Make sure levers are free and properly seated
Inspect cushion spring (S) for distortion and evidence in piston slots. Install clutch return spring (J) over hub
of scoring. of clutch retainer (N), and position spring retainer (I)
and snap ring (H) on spring.
Inspect lever contacting surface on pressure plate
for evidence of wear. Inspect clutch hub (G) driving lugs Using compressor, Tool C-3575, compress the clutch
for wear and remove any metal pickup which may have return spring sufficiently to seat snap ring with pliers,
accumulated on either side of the hub. Inspect splines Tool C-3301. Spring retainer may require guiding past
in center of hub for burrs and wear. (Oil passages in the piston retainer hub. Make sure snap ring is properly
hub are to lubricate clutch plates.) Make sure they are seated. Remove spring compressing portion of Tool
free of foreign matter. C-3575.
Install pressure plate (F) (smooth side up) in retainer.
FRONT CLUTCH PISTON, SEAL AND LEVERS Install discs and plates by placing one of the driving
INSPECTION discs (D) in the clutch retainer followed by a steel plate
Inspect levers (L) for wear or distortion. Remove and (E). Repeat this procedure until all driving discs and
inspect inner and outer piston seal rings (Q & R) (neo- steel plates have been installed.
prene) for deterioration, wear, and hardness. Inspect CHECKING FOR PROPER TRAVEL OF
seal ring groove in piston for nicks or burrs. Inspect CLUTCH PRESSURE PLATE
inside portion of piston hub for score marks. If light
remove with crocus cloth, if heavy replace the piston It is very important that the front clutch pressure plate
(M). Inspect lever retainer (K), return spring (J), spring has the proper amount of travel where levers are used
retainer (I), and snap ring (H) for distortion. for applying additional pressure to clutch plates. Insuffi-
cient travel may cause the clutch plates to drag. Exces-
FRONT CLUTCH RETAINER
INSPECTION
Note ball check in clutch retainer. The purpose of ball

check is to relieve centrifugal oil pressure when clutch
is in released position (neutral and reverse) and engine
speeds are increased; otherwise, clutch may engage.
Make sure ball operates freely.
IDENTIFYING NOTCH
Inspect seal ring surface in hub; if intermediate shaft
seal rings have excessively worn or grooved this sur-
face, replace the clutch piston retainer (N) assembly.
Remove any metal pickup on hub of retainer, and
inspect seal ring groove for nicks or burrs. Inspect steel
clutch plate contacting surfaces for scores or brinelling.
Make sure clutch driving lugs on steel plates travel free
in retainer.
Inspect splines on rear of retainer for nicks, burrs, or
brinelling. Inspect thrust surface on rear of retainer for 57x337
scratches or scoring. Make sure all clutch feed and Figure 215-Identification of Front Clutch Cushion
lubricating passages are free from foreign matter. Spring Retaining Plate
MyMopar.com
TORQUEFLITE 247
STRAIGHT EDGE for distortion or cracked ends. The reverse band is nar-
rower than the kickdown band. Therefore, it should be
identified to prevent improper installation.
LEVER ASSEMBLIES
Inspect levers (J and K) for being cracked or worn and

make sure they are free to turn on shaft and have side
clearance when installed. Inspect lever shaft (I) for
excessive wear.
REVERSE SERVO PISTON ASSEMBLY
57x336
Inspect lever contacting surface on plug (L) for exces-
Figure 216-Identification of Front Clutch Cushion sive wear. Remove and inspect reverse servo piston seal
Spring ring (Z) (neoprene) for deterioration and hardness. In-
sped seal ring groove for nicks or burrs. Inspect servo
sive travel may allow slippage of the clutch. To check piston return spring (0), retainer (N), and snap ring (M)
for proper travel of the clutch pressure plate, proceed for being distorted.
as follows:
Install the rear clutch pressure plate (which was with- KICKDOWN PISTON ASSEMBLY
held during the assembly of unit No. 2) on top of the Inspect riveting of kickdown piston rod (T). Also in-
front clutch pack. Holding this plate firmly in position, spect guide (R) contacting surface for nicks or burrs.
insert a feeler gauge between the plate and top disc in Inspect seal ring (CC) on guide for wear and make sure
the assembly. The total clearance should be from .020 it turns freely in the groove. Check fit of guide (R) on
to .040 inches. If the measured clearance is not within piston rod. Inspect the three rings (two interlocking) on
these limits, the clutch discs should be replaced with piston for wear or broken locks. Make sure they turn
any combination of new discs, (part numbers 1636260, freely in the groove. It is not necessary to remove ring
1363372 or 1636373) to provide for proper clearance. unless condition warrants. When replacing new rings,
Remove the rear clutch pressure plate and install in use extreme care so as not to damage the interlocking
its proper location in the rear clutch assembly. Install portion of the ring. Inspect kickdown piston (U) for light
rear clutch snap ring. Install the front clutch hub, cush- scores and wear. Inspect kickdown piston spring (S) and
ion spring retaining plate (T). See Figure 215, and cush- rod guide snap ring (Q) for being distorted.
ion spring (S) (concave side, as shown in Figure 216,
toward retaining plate) (K). ACCUMULATOR PISTON AND SPRING
The front clutch cushion spring (S) must be preloaded Inspect the two seal rings (X and Y) (one interlocking)
to 500 pounds for assembly. Place front clutch and the for wear or broken locks and make sure they turn freely
input shaft assembly in an arbor press with the rear of in the grooves. It is not necessary to remove rings unless
the piston retainer resting on a suitable support. Press condition warrants. When replacing new interlocking
the input shaft into the clutch retainer until snap ring (B) seal rings, use extreme care so as not to damage inter-
can be installed. If arbor press is not available use two locking portion of ring. Inspect accumulator piston (V)
"C" clamps placed 180° apart as described previously. for nicks, burrs, and excessive wear. Inspect the accum-
ulater spring (W) for being distorted.
Remove the input shaft and front clutch assemblies
from the arbor press (or remove "C" clamps) and install DRIVE SLEEVE
the input shaft thrust washer.
Inspect the front seal ring (neoprene) for nicks, de-
SERVOS, BANDS AND MISCELLANEOUS INSPECTION
terioration and hardness. Inspect the interlocking seal
BANDS
ring for wear or broken locks, and make sure it turns
freely in the groove. It is not necessary to remove rings
All letters referred to in the inspection of these parts unless condition warrants. Inspect driving lugs for ex-
pertain to Figure 217. cessive wear and bearing surface on outer diameter for
Make visual inspection of bands and lining for wear nicks, burrs, or scratches.
and bond to metal. If lining is worn to the point that
FRONT OIL PUMP
grooves are no longer visible, band assemblies must be
replaced. The lining is bonded to the band and no Inspect front oil pump housing outer seal (on circum-
attempt should be made to reline them. Inspect bands ference of housing) and oil seal for deterioration and
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248 CHASSIS
A
O
56x649 A
Figure 217-Servos and Bands (Disassembled View)

A-Low and Reverse Band Assembly 0-Kickdown Piston Rod Guide Snap Ring
B-Reverse Band Strut R-Kickdown Piston Rod Guide
C-Reverse Band Anchor S-Kickdown Piston Spring
D-Kickdown Band T-Kickdown Piston Rod
E-Kickdown Band Strut U-Kickdown Servo Piston
F-Kickdown Band Anchor V-Accumulator Piston
G-Kickdown and Reverse Lever Shaft Stop Plug W-Accumulator Spring
H-Servo Lever Shaft Spacer X-Accumulator Piston Ring (Large)
I-Kickdown and Reverse Lever Shaft Y-Accumulator Piston Ring (Small)
J-Low and Reverse Band Lever Z-Reverse Servo Piston Seal Ring
K-Kickdown Band Lever AA-Reverse Servo Piston Plug Snap Ring
L-Reverse Servo Piston Plug BB-Reverse Servo Piston Cushion Spring
M-Reverse Servo Spring Retainer Snap Ring CC-Kickdown Piston Rod Guide Seal Ring
N-Reverse Servo Piston Spring Retainer DD-Kickdown Piston Seal Ring (Small)
0-Reverse Servo Piston Spring EE-Kickdown Piston Seal Ring (Intermediate)
P-Reverse Servo Piston FF-Kickdown Piston Seal Ring (Large)
hardness. Do not remove oil seal from housing unless install oil pump gears in housing. Replace gears, as
inspection reveals that it is necessary. identified when removed, with counterbore in pinion
gear facing down.
To remove oil seal, use a brass drift and drive seal
out front of housing. To replace front oil pump housing Using straightedge, Tool T-3335 and feeler gauge,
oil seal, position seal in housing, (metal portion of seal check clearance between pump housing face and face
down) and use driver, Tool C-3278 to drive seal until tool of gears, as shown in Figure 219. Clearance limits are
bottoms on face of housing, as shown in Figure 218. from .001 to .0025 inch. After checking pump gear clear-
ance, lubricate pump gears with Automatic Transmis-
Inspect drive sleeve seal ring contacting surface in sion Fluid (Type A).
housing for wear and scratches. Inspect steel back
bronze type bushing in hub for scratches or scoring and REGULATOR VALVE BODY AND VALVES
excessive wear. (Bushing and housing are serviced as
an assembly.) Place body and valves in pan containing a clean sol-
vent, wash thoroughly, and dry with compressed air.
Remove oil pump gears and inspect gear contacting Inspect the reaction seal ring surface in bore for
surfaces for scratches, burrs, or grooving. Inspect regu- scratches, nicks, or burrs.
lator body contacting surface on pump housing face for
nicks or burrs. Inspect both valves for free movement in valve body;
they should fall in and out of bores when both the valves
Inspect housing passages and make definitely sure and body are dry. Crocus cloth may be used to polish
they are free from dirt and foreign matter. Clean and valves providing care is exercised not to round the
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TORQUEFLITE 249
TOOL
411-- FRONT OIL

PUMP HOUSING TOOL
57P418
Figure 219-Checking Clearance Between Front Pump

Body and Gears
53x28 ASSEMBLY OF UNITS IN TRANSMISSION CASE

Figure 218-Installing Front Pump Housing Oil Seal Using heat lamps, heat front of transmission case to
approximately 170 to 190 degrees F. Install guide studs,
Tool C-3283, in front face of reaction shaft flange. Lubri-
sharp edge portion of the valves. The sharp edge por- cate portion of reaction shaft that presses into case with
tion is vitally important to this type of valve, it helps to Automatic Transmission Fluid (Type A).
prevent dirt and foreign matter from getting between
the valve and body, thus reducing the possibilities of Position torque converter reaction shaft into front of
sticking. transmission case so that guide studs in shaft align with
threaded holes in case. Using Tool C-3531, press reaction
Check all fluid passages for obstructions and inspect shaft into place, as shown in Figure 194.
all mating surfaces for burrs and distortion. If regulator
valve body should have a slight nick or raised portion Remove the guide studs and start the three transmis-
on mating surfaces, it may be removed by using a sion case to reaction shaft bolts and washers, draw
surface plate and crocus cloth. down evenly and tighten from 10 to 15 foot-pounds.
Coat torque converter reaction shaft seal (neoprene)
Inspect front and rear pump check valve for proper with Automatic Transmission Fluid (Type A) and install
seating on both surfaces. Check metering hole for a on shaft.
plugged condition and be sure hole is free of foreign
matter. If necessary to remove valve, use a pair of long REGULATOR VALVE BODY
nose pliers. Install guide studs, Tool C-3288, see Figure 192. Install
When installing check valve make definitely sure regulator valve body gasket over guide studs and into
rear pump check valve (with metering hole) is posi- position on the transmission case. With seal ring (neo-
tioned toward outside of regulator valve body. prene) in position on reaction shaft, install regulator
valve body and valves over guide studs and into posi-
Check regulator valve spring seat (snap ring). After tion. Hold valves in place to prevent damage while
the valves -and regulator valve body have been installing valve body.
thoroughly cleaned and inspected, the valves should be
reinstalled in body, refer to Figure 193. Torque con- FRONT OIL PUMP ASSEMBLY
verter control valve has end drilled for removal and With inner and outer seals lubricated and pump gears
installation purposes. Place assembly on a clean surface in position in housing (counterbore in pinion gear facing
and cover until ready for installation. down as identified when removed), place oil pump
Inspect regulator valve and torque converter control housing over studs and slide into position, as shown in
valve springs for distortion. Check regulator valve Figure 220.
spring sleeve and cup for burrs. Check adjusting screw Start five of the bolts (with Aluminum washers) and
and locknut in retainer for freeness. draw housing down evenly until it is seated into trans-
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250 CHASSIS
GUIDE STUDS
REGULATOR
MARKS
VALVE BODY
56x652 57P417
Figure 220-Installing Front Oil Pump Assembly Figure 222-Installing Front Oil Pump Drive Sleeve
SEAL RING
DRIVE
SLEEVE
DRIVE SLEEVE
56x653 57x148
Figure 221-Tightening Front Oil Pump Housing Figure 223-Front Pump Drive Sleeve Installation.
Screws Incorrect Installation (Top View); Correct Installation
(Bottom View)
mission case. Remove guide studs and install the two
remaining bolts and washers, then tighten from 14 to should be flush with oil pump housing when properly
16 foot-pounds, as shown in Figure 221. Improper tight- installed). Refer to Figure 223. If gears do not turn freely,
ening of these bolts may cause pump gears to bind. remove pump and check for foreign matter between
pump gears and housing.
Lubricate and install front pump drive sleeve (bearing
surface first), as shown in Figure 222, then engage the Install the torque converter control valve spring, re-
driving lugs of the oil pump pinion to determine if oil tainer, and gasket. Tighten from 35 to 40 foot-pounds.
pump gears turn freely (main body of driving sleeve Reinstall the transmission regulator valve spring, sleeve,
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TORQUEFLITE 251
TOOL
TOOL
KICKDOWN
PISTON ROD
GUIDE
KICKDOWN*
PISTON SPRING
KICKDOWN
A PISTON ROD SPRING
57P423
LOW - REVERSE SERVO
SPRING RETAINER
Piston Rod Guide and Spring 56x623
Figure 225-Compressing Low and Reverse Servo
cup and gasket and retainer (with adjusting screw and Piston Spring and Retainer
lock nut installed). Tighten from 45 to 50 foot-pounds.
Compress spring (Figure 225) sufficiently to install
ACCUMULATOR PISTON snap ring. Spring retainer may require guiding into
Lubricate seal rings and place accumulator piston case. Make sure snap ring seats properly. Loosen com-
into position. Compress outer seal ring and tap lightly pressing portion of tool and remove from transmission
into transmission case. case.
KICKDOWN PISTON LOW-REVERSE BAND
Lubricate piston seal rings and place kickdown piston Install anchor on reverse band adjusting screw. Install
assembly into position, compress outer ring, and start band by rotating band ends through rear opening in
assembly into case. With piston properly centered so as transmission case, as shown in Figure 180.
not to damage rings, tap lightly and bottom piston into
LOW-REVERSE AND KICKDOWN BAND LEVER
case.
ASSEMBLIES AND STRUTS
Place kickdown piston rod assembly in piston and Place levers in position in case and slide shaft through
slide piston spring over kickdown piston rod. Install levers from rear of transmission case, as shown in Fig-
Tool C-3529 or C-3289 (modified) for kickdown piston ure 183. Remove guide stud, Tool C-3288 from threaded
installation. Place the kickdown piston rod guide over end of shaft and install shaft lever spacer (flat) and
spring and compress spring until piston rod enters pis- plug. Tighten plug from 30 to 35 foot-pounds.
ton rod guide as shown in Figure 224.
Position kickdown band over anchor and compress
Using extreme care, compress the kickdown piston band in sufficiently to install kickdown band strut, as
spring to the point that piston rod guide seal ring slightly shown in Figure 181. Then place low-reverse band into
binds on case. Then work seal ring into position by position on anchor and compress band end; and with
gradually compressing spring. Install snap ring and the aid of a screwdriver, install strut.
make sure it is properly seated, as shown in Figure 186.
POWER TRANS UNITS INSTALLATION
LOW-REVERSE SERVO PISTON
UNIT NO. 3-Front Clutch and Input Shaft Assemblies
Lubricate the low-reverse servo piston seal and install -Installation-If when transmission was disassembled,
on piston (lip of seal facing end of piston). Install cush- the end clearance was found to be incorrect, correction
ion spring and plug into servo piston and secure with can be made at this time by selection of proper input
snap ring. (Make sure snap ring seats properly.) Install shaft thrust washer. See Figure 226. To accomplish this,
piston assembly into transmission case. use a micrometer and measures the thickness of the
Place low-reverse servo piston spring over piston and thrust washer which was removed. Then, select a
position spring retainer over spring. Install Tool C-3529 thicker or thinner washer to give proper clearance.
or C-3489 (modified) for low-reverse servo piston in- Thrust washers are available in the following three
stallation. thicknesses:
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252 CHASSIS
UNIT NO. 2
UNIT NO. 3
56x630
Figure 226-Power Train Units
Part No. Thickness Color While rocking sun gear, make sure unit does not bind
1638669 .115" to .117" Natural on bands or in intermediate support. Do not use exces-
1638670 .097" to .099" Black sive force when installing this unit so as to prevent
1638671 .078" to .080" Red damage to clutch discs in rear clutch. A drift may be
used to assist in alignment of intermediate support
With input shaft thrust washer in position and input locating holes.
shaft seal rings lubricated, start unit through rear of
transmission case. See Figure 179. Install the three intermediate support locating bolts,
lockwashers, and tighten from 25 to 30 foot-pounds. Use
By supporting and keeping unit centered as much as extreme care when installing the locating bolt inside of
possible, guide through bands and reaction shaft into case to prevent loss of lockwasher, as shown in Figure
position. 177. Check input shaft and sun gear for free rotation.
UNIT NO. 2-(Sun Gear, Reverse Planet Pinion Car- UNIT NO. 1-(Output Shaft, Kickdown Planet Pinion
rier, Overrunning Clutch, and Rear Clutch Assemblies) Carrier, and Intermediate Shaft Assemblies)-Be sure
-Start unit through rear of transmission case. Align reverse sun gear thrust washer (roller type) is in posi-
identified locating hole in intermediate support with tion in planet pinion carrier assembly. Lubricate seal
threaded locating hole inside of transmission case, as rings and bearing surface on intermediate shaft with
shown in Figure 227. By supporting and keeping unit Automatic Transmission Fluid (Type A).
centered as much as possible, guide through bands
until it contacts the hub on the front clutch. Install unit by placing intermediate shaft in sun gear,
as shown in Figure 176. Keeping unit centered as much
While pushing in on assembly, rock sun gear to en- as possible and slowly turning output shaft, slide into
gage clutch plates of rear clutch on hub of front clutch. position (large seal ring on output shaft flush with rear
of transmission case). Use extreme care when installing
IDENTIFIED LOCATING to prevent damage to seal rings on intermediate shaft.
HOLE IN INTERMEDIATE
SUPPORT
OUTPUT SHAFT PINION
With guide studs Tool C-3283 installed in rear of
transmission case, place output shaft support gasket
over guide studs and into position on rear of case.
Lubricate output shaft seal rings. Install support over
shaft and guide studs, and position against the trans-
mission case, as shown in Figure 175. Use care when
installing support so not to damage ring sealing sur-
faces. Install the one (short) output shaft support to
transmission case bolt and lockwashers, and tighten
finger tight.
REAR OIL PUMP AND GOVERNOR ASSEMBLIES

THREADED LOCATING HOLE 56x655
Place rear oil pump pinion ball in ball pocket in out-
Figure 227-Installing Unit No. 2 put shaft. Lubricate rear oil pump drive pinion. Place
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TORQUEFLITE 253
over output shaft and slide into position aligning key Place governor weight assembly (Figure 228) with
way in pinion with ball in shaft as shown in Figure 174. secondary weight snap ring facing out, into governor
Pinion was marked when removed in disassembly. body (Figure 172). Using pliers, Tool C-3229, install snap
Make sure it is installed correctly. ring. Make sure snap ring seats properly, as shown in
Figure 171.
Lubricate rear oil pump gear and position in pump
housing. Make sure gear is installed correctly; check With the governor valve (small end up) on governor
marking. Slide rear oil pump and governor assemblies valve shaft, slide shaft into governor body, as shown in
over output shaft and into position against support, as Figure 170 through the output shaft and governor
shown in Figure 173. There are two extra holes in hous- weight assembly; at the same time position valve into
ing which are used for vents. Make definitely sure that body.
no attempt is made to install bolts in these holes. Check Install the governor valve shaft snap ring (from
each threaded hole before installing bolts. weight assembly end). Make sure it is properly locked
Install the five rear oil pump housing to output shaft to shaft, as shown in Figure 169. After snap ring installa-
support bolts and washers. Dished type washers are tion, apply sufficient pressure to both ends of the valve
used to prevent cutting or chipping of soft metals and shaft to force snap rings to outer portion of snap ring
should be installed on bolts with dished portion facing grooves. See Figure 229.
away from bolt head. Draw down evenly, then tighten Check operation of governor weight assembly and
from 10 to 12 foot-pounds. After bolts have been prop- valve by turning output shaft. Both should fall freely in
erly tightened, turn output shaft to make sure pump governor body.
gears are free to rotate. If not, disassemble pump to
determine cause. TRANSMISSION EXTENSION
Install new transmission extension gasket over guide
GOVERNOR WEIGHTS AND VALVE ASSEMBLY studs and into position against output shaft support. Do
Align locating hole in output shaft to locating bolt not use sealing material on gasket. Place extension over
hole in governor support and install locating bolt, output shaft and guide studs and into position against
tighten from 5 to 7 foot-pounds. Holes can be easily support. Propeller shaft flange and drum assembly can
aligned by turning output shaft and holding governor be used if necessary to draw extension bearing on
body. output shaft. Do not use hammer.
If governor body has been removed and reinstalled, Start the seven transmission extension to case bolts
tighten the four governor body bolts from 6 to 8 foot - and lockwashers, then draw down evenly and tighten
pounds. Dry governor weight assembly and valve with from 25 to 30 foot-pounds. After these bolts have been
compressed air, but do not lubricate when assembling. properly torqued, turn output shaft to make sure it turns
freely.
Install speedometer drive pinion and sleeve assembly
PRIMARY (OUTER) WEIGHT in transmission extension, as shown in Figure 167 and
tighten from 40 to 45 foot-pounds.
INTERMEDIATE WEIGHT HAND BRAKE

Make sure the brake support spacer neoprene, is in
position on back of brake support and spacer sleeve is
SPRING in center of support. Slide hand brake assembly (intact)
over rear of extension. Make sure spacer sleeve re-
mains in center of support.
Install brake support grease shield on extension
housing. Indent in shield is for correct positioning on
SECONDARY (INNER) WEIGHT extension. Also shield must be located on extension far
enough to permit installation of spring.
Install the brake support grease shield spring (open-
56x26
ing in spring toward adjusting sleeve). Make sure spring
is properly seated in groove. Slide the brake shoe return
Figure 228-Governor Weight Assembly (Disassembled spring behind the grease shield spring and hook into
View) (Typical) position, as shown in Figure 230.
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254 CHASSIS
SNAP RINGS
57x37
Figure 229-Positioning Governor Valve Shaft Snap
Rings in Grooves
BRAKE SHOE ANCHOR PIN BRAKE ANCHOR WASHER
OUTPUT SHAFT REAR BEARING BRAKE ANCHOR SHOE GUIDE

cator reading. This clearance should be from .020" to
OIL SEAL
BRAKE SHOE OPERATING

.050". If the clearance is not within these limits, then
BRAKE SUPPORT
GREASE SHIELD
LEVER LINK
transmission will have to be partially disassembled in
BRAKE SHOE ASSEMBLY
BRAKE SUPPORT GREASE
SHIELD SPRING the following manner to allow an input shaft thrust
BRAKE SUPPORT
washer of proper thickness to be installed.
Remove the seven bolts and lockwashers from the
BRAKE SHOE
RETURN SPRING transmission extension and install guide studs, Tool
C-3283. Then, remove the one output shaft support to
transmission case bolt and washer, and remove the
CABLE GUIDE CLAMP
BRACKET ASSEMBLY hand brake assembly, extension, output shaft support,
and Unit No. 1 as one assembly, as shown in Figure 231.
BRAKE SHOE ADIUSTING SLEEVE BRAKE SHOE ADJUSTING SCREW Support assemblies as much as possible when removing
BRAKE SHOE ADJUSTING NUT
53:50
to prevent damaging seal rings on intermediate shaft.
Figure 230-Internal Expanding Handbrake Refer to "Power Train Units-Removal" Unit No. 2, and
(Drum Removed) perform operations 2 and 3; Unit No. 3, and perform
operation 1.
Reinstall pin through brake-anchor and extension. In-
stall propeller shaft flange and drum assembly. Omit HAND BRAKE ASSY.
this operation if flange and drum assembly were used GASKET
to force bearing on output shaft.
C
Install the propeller shaft flange washer and nut.
Tighten to 175 foot-pounds. Use wrench, Tool C-3281, to
hold brake drum and flange assembly while tighten-
ing nut.
RECHECKING FRONT CLUTCH END CLEARANCE
Prior to installing the valve bodies and transfer plate
assembly, recheck front clutch end clearance using dial GUIDE STUDS
indicator, Tool C-3339, as shown in Figure 164. To make
this check, pry front clutch forward by carefully insert- UNIT No. 1
ing screwdriver between the front and rear clutch. EXTENSION
Remove screwdriver and with dial indicator, point con- OUTPUT SHAFT SUPPORT
57P416
tacting edge of front clutch retainer, set dial indicator Figure 231-Removal of Output Shaft Support,
to zero. Then pry front clutch assembly rearward Extension, Handbrake Assembly and Unit No. 1
against rear clutch, remove screwdriver, and take inch- as an Assembly
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TORQUEFLITE 255
Using a micrometer, measure the thickness of the KICKDOWN (FRONT) BAND

input shaft thrust washer and select a washer to give
correct clearance. Thrust washers are available in the Using wrench, Tool C-3380 (and with lock nut loose),
following three thicknesses: tighten kickdown band adjusting screw from 70 to 75
inch-pounds. Refer to "Maintenance, Adjustments and
Part No. Thickness Color Tests."
1638669 .115" to .117" Natural
1638670 .097" to .099" Red Using a colored pencil, identify location of adjusting
1638671 .078" to .080" Black screw in relation to transmission case, then back ad-
justing screw out 3'/2 turns. While holding adjusting
Install power train units. Install hand brake assembly, screw stationary, tighten lock nut from 35 to 40 foot -
extension, output shaft support, and Unit No. 1 in one pounds.
assembly as removed, following the procedure as de-
scribed in the installation of Unit No. 1. With assembly VALVE BODIES AND TRANSFER PLATE ASSEMBLY
in position in transmission case, install the one support INSTALLATION
to case bolt and lockwasher finger tight. Remove the
guide studs and install the seven extension to case If valve bodies and transfer plate assemblies are not
bolts and lockwashers, draw down evenly and tighten being reconditioned at this time proceed as follows:
from 25 to 30 foot-pounds. Tighten the one support to
case bolt from 25 to 30 foot-pounds. After bolts have been Check mating surfaces of valve body assembly for
properly torqued, turn output shaft to make sure it turns cleanliness. Then place the valve bodies and transfer
freely. Recheck front clutch end clearance. plate assembly into position on transmission case, as
shown in Figure 163. Install the three transfer plate bolts
BAND ADJUSTMENT and washers, (two in center, and one in front). Draw
Since both band assemblies have been removed, it is down evenly and tighten from 14 to 16 foot-pounds.
very important that the hand brake drum is turned in a Dished type washers are used to prevent cutting or
clockwise and counterclockwise direction to center chipping of soft metals and should be installed on bolts
bands on retainers prior to making band adjustments. with dished portion facing away from head.
LOW-REVERSE (REAR) BAND
Install accumulator spring through transfer plate and
Using wrench, Tool C-3380 and with lock nut loose, position in piston. Install accumulator cover, as shown
tighten low-reverse band adjusting screw from 70 to 75 in Figure 162, (three bolts, with washers) and draw
inch-pounds, as shown in Figure 232. Refer to "Mainte- down evenly. Place oil strainer assembly in position on
nance, Adjustments and Tests." transfer plate assembly.
Using a colored pencil, identify adjusting screw, loca- Install the four bolts and washers, drawn down
tion in relation to transmission case. Back adjusting evenly, and tighten strainer assembly and accumulator
screw out 2% turns. Holding adjusting screw stationary,
cover bolts from 14 to 16 foot-pounds. Install neutral
tighten lock nut from 35 to 40 foot-pounds.
starting switch and visually check the manual valve
lever contact with switch.
TOOL
OIL PAN INSTALLATION
N.
Using a new oil pan gasket, place oil pan in position
on transmission case. Install the oil pan bolts and
washer assemblies; draw down evenly, and tighten
from 10 to 12 foot-pounds.
Position lever so there is 7/32 inch clearance (without

gasket) between bottom of lever and transmission case.
Tighten locking screw securely. A 7/32 inch drill can be
used for obtaining proper clearance. See Figure 151.
Place control cable adaptor (with spring lock in posi-
tion in lever and install pin. Place manual valve control
56x657 lever in reverse position and install gasket, control cable
Figure 232-Adjusting Low-Reverse Band housing, and three bolts and washers.
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256 CHASSIS
SERVO PRESSURE BLEED VALVE
REAR VALVE BODY ASSEMBLY VALVE BODY RETAINER

PLATE AND SCREWS
FRONT VALVE
BODY ASSEMBLY
SCREWS
VALVE BODY
PLATE (UPPER)
.
O 411-1
OOP
a_,.%-= *"6111
*0.""==a..
VALVE BODY PLATE (LOWER)

TRANSFER PLATE
-SCREW
SCREW
LOWER VALVE BODY ASSEMBLY-I"

56x676 A
Figure 23 Valve Bodies and Transfer Plate
(Separated)
Draw down evenly and tighten from 14 to 16 foot-

pounds. Install felt washer, and throttle valve lever CAUTION
assembly over shaft and tighten clamping bolt. Remove
transmission from stand, Tool C-3280, and install in Never clamp any portion of any valve body as-
vehicle as outlined under "Removal and Installation of sembly in a vise or use force when removing or
Transmission." installing valves and plugs.
REMOVING THE VALVE BODIES
LOWER VALVE BODY Remove the two valve body bolts (long) from retainer
If valve bodies and transfer plate are being serviced plate located between front and rear valve bodies, as
with transmission in vehicle refer to "Valve Bodies and shown in Figure 233, and remove plate. Invert valve
Transfer Plate Removal." Place the valve bodies and bodies and transfer plate and remove the two valve
transfer plate assembly in stand, Tool C-3528. body bolts and lockwashers.
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TORQUEFLITE 257
LOWER VALVE BODY ASSEMBLY

LOWER VALVE
TRANSFER PLATE
BODY PLATE
a
TRANSFER PLATE
SERVO PRESSURE
FRONT VALVE - BLEED VALVE
\BODY ASSEMBLY REAR VALVE BODY ASSEMBLY
56x678 A
REAR VALVE BODY ASSEMBLY
56x680 A Figure 235-Removal and Installation of Rear Valve

Body Assembly
Figure 234-Removal and Installation of Lower Valve
Body Assembly and Plate THROTTLE VALVE LOCKNUT
STOP SCREW ---Thk
FRONT VALVE
Remove lower valve body and plate from transfer BODY ASSEMBLY
plate, as shown in Figure 234. Use extreme care to
prevent loss of governor compensator valve plug re- VALVE BODY
PLATE (UPPER)
taining pin.
REAR VALVE BODY
Remove the two transfer plate to rear valve body TRANSFER
bolts and lockwashers, and remove valve body from PLATE
transfer plate assembly, as shown in Figure 235. Re-
move the servo pressure bleed valve to prevent loss. 7
Invert valve bodies and transfer plate assembly and REPAIR STAND (TOOL)
replace on stand Tool C-3528.
FRONT VALVE BODY 56x677

Remove the two front valve body to transfer plate Figure 236-Removal and Installation of Front Valve
bolts and lockwashers and separate front valve body Body Assembly
from transfer plate assembly, as shown in Figure 236.
Do not disturb throttle valve stop screw setting. Re- Using straight edge, Tool C-3335, check all mating
move upper valve body plate from transfer plate. surfaces for distortion. Using a pen light, inspect bores
in valve body for score marks, pits, and irregularities.
CLEANING AND INSPECTION
Inspect all springs for distortion and collapsed coils.
GENERAL
Inspect all valves and plugs for burrs, nicks, and
After disassembly (and each part has been thoroughly scores. Small ones may be removed with crocus cloth
cleaned and inspected) place each part on clean paper providing extreme care is used not to round off the
until ready for reassembly. sharp edge portion of the valve. The sharp edge portion
Place all parts in a clean solvent, wash thoroughly, is vitally important to this type valve. The sharp edge
and dry with compressed air. Make definitely sure all helps to prevent dirt and foreign matter from getting
passages are free from obstructions. When inspecting, between the valves and body, thus reducing the possi-
also check for porous castings. Inspect all mating sur- bilities of sticking.
faces for burrs, nicks and grooves. Small ones may be Check valves and plugs for free operation in bores;
removed with crocus cloth; otherwise, damaged parts they must fall freely in bores when the valves, plugs
must be replaced. and bores are clean and dry.
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258 CHASSIS
Figure 237-Lower Valve Body (Disassembled View)

*A-Governor Compensator Valve Cover Screws *G-Governor Compensator Valve Plug Retainer K-Throttle Compensator Valve Cover
and Lockwashers Pin I-Lower Valve Body Check Valve Ball Seat
*B-Governor Compensator Valve Cover 'H- Governor Compensator Valve Plug Retainer M-Lower Valve Body Check Valve Ball
C-Lower Valve Body Check Valve Boll Seats *I-Governor Compensator Valve Plug N-Throttle Compensator Valve Spring
D-Lower Valve Body Check Valve Balls J-Throttle Compensator Valve Cover Screws 0-Throttle Compensator Valve
*E-Governor Compensator Valve and Lockwasher 'P- Governor Compensator Valve Spring
F-Lower Valve Body
*Governor Compensator Valve Assembly Discontinued After Transmission Serial No. 633519
VALVE BODY PLATES (UPPER AND LOWER) over spring and body, and install the three bolts and
AND TRANSFER PLATE lockwashers. Draw down evenly and tighten. Place
governor compensator valve spring (P) on valve (E)
Inspect valve body plates (upper and lower) for then install governor compensator valve into valve
nicks, scratches, or burrs; and make sure metering holes body (small end first). Place the two check valve balls
are open. Visually inspect transfer plate for porosity. (D) and seats (C) in position in valve body; and install
Inspect machined surface for nicks or burrs. Inspect governor compensator valve cover (B), then bolts, and
threaded holes for pulled threads. lockwashers (A). Draw down evenly and tighten.
DISASSEMBLY LOWER VALVE BODY Install governor compensator valve plug (I) (small
end first) in valve body. Install governor compensator
Refer to Figure 237 and disassemble as follows: valve plug retainer (H) and pin (G). Use care when
Remove governor compensator valve plug retaining handling valve body to prevent loss of retainer pin.
pin (G), retainer (H) and compensator plug (I). Remove
DISASSEMBLY REAR VALVE BODY
the three bolts from governor compensator cover (B)
(large). Using care to prevent loss of the two check Refer to Figure 238 and disassemble rear valve body
valve balls (D) and seats (C), remove cover. Invert valve as follows:
body and remove governor compensator valve (E) and Keeping thumb pressure against the kickdown plug
valve spring (P). cover (B) (spring loaded) remove the three bolts and
While holding throttle compensator valve cover (K) lockwashers. Use caution when removing cover to pre-
in place (spring loaded) remove the three bolts and vent loss of the 3-1 relay valve spring (E) 1-2 shift valve
lockwashers W. Use care when removing cover to pre- kickdown plug (C) and 2-3 shift valve kickdown plug (D).
vent loss of check valve ball (M) and seat (L). Remove Remove the 1-2 shift valve spring (G) and valve (H).
throttle compensator valve spring (N) and valve (0). Remove the 3-1 relay valve (F). Remove the 2-3 shift
Refer to Figure 237 and assemble as follows: valve spring (I) and valve (J).
Remove the three governor plug cover bolts and lock-
Place valve body in an upright position and install washers (K). Use caution when removing cover (L) to
throttle compensator valve (0) and spring (N). Make prevent loss of check valve ball seat (M) and ball (N).
sure spring is properly seated in valve. Place check
ball (M) and ball seat (L) in position in valve body (F). Remove the 1-2 shift valve governor plug (0) from
Place throttle compensator valve cover (K) in position valve body. Remove 2-3 shift valve governor plug (P)
MyMopar.com
TORQUEFLITE 259
S 56x682 A
Figure 238-Rear Valve Body (Disassembled View)

A-Rear Valve Body Kickdown Plug Cover Screws and Lodcwashers K-Rear Valve Body Governor Plug Cover Screws and Lockwashers
B-Rear Valve Body Kickdown Plug Cover L-Rear Valve Body Governor Plug Cover
C-1-2 Shift Valve Kickdown Plug M-Check Valve Ball Seat
D-2-3 Shift Valve Kickdown Plug N-Check Valve Ball
E-3-1 Relay Valve Spring 0-1-2 Shift Valve Governor Plug
F-3-1 Relay Valve P-2-3 Shift Valve Governor Plug
0-1-2 Shift Valve Spring Q-Rear Valve Body
H-1-2 Shift Valve R-Rear Valve Body Plate Screws and Lockwashers
1-2-3 Shift Valve Spring S-Rear Valve Body Plate
J -2 -3 Shift Valve T-Servo Pressure Bleed Valve
from valve body. Rear valve body plate (S) can be re- DISASSEMBLY FRONT VALVE BODY
moved for cleaning purposes by removing the four All letters referred to in the disassembly of the front
bolts and lockwashers. valve body pertain to Figure 240. Do not disturb throttle
valve stop screw setting when disassembling valve
ASSEMBLY REAR VALVE BODY
body. This is a factory setting; it cannot be reset with
With valve body (P) setting in an upright position, field equipment.
install the 1-2 shift valve (H) (small end first) into valve
Keeping thumb pressure against shuttle valve cover
body. Place the 2-3 shift valve (J) (spring pilot facing
(B) (spring loaded) remove the four bolts and lock-
out) into position in valve body. Position the 1-2 and 2-3
washers. Use caution when removing cover to prevent
shaft valve springs (G & I) in valves.
loss of front check valve ball seat (C) and ball (D).
Place the 2-3 shift valve kickdown plug (D) (identified
While holding thumb over throttle valve, invert valve
by larger pilot) over 2-3 shift valve spring, (I). Compress
body and remove shuttle valve plug, spring and valve,
spring sufficiently to seat plug in valve body and secure
by placing a thin piece of metal (6" scale) behind plug,
Install the 3-1 relay valve (F) (larger end first) into REAR VALVE BODY
valve body and place spring (E) on pilot. Place the 1-2 1-2 SHIFT VALVE
shift valve kickdown plug (C) over the 1-2 valve spring SPRING
(G). Place kickdown plug cover over 3-1 relay valve a'
spring and 1-2 kickdown plug. Compress springs and
guide the 1-2 kickdown plug into valve body. Install the
three cover bolts and lockwashers and draw down
evenly and tighten. Remove piece of metal or 6" scale.
Install rear valve body plate (S) (if removed). Place \ 9;_i2-3
-I SHIFT VALVE
the 1-2 shift valve governor plug (0) (small end first) in KICKDOWN
position in valve body. Place the 2-3 shift valve gover- -'PLUGr
nor plug (P) (smal lend first) in position in valve body.
Install check valve ball (N) and seat (M). Place gov- 3-1 RELAY VALVE 56x681
ernor plug cover (L) in position on valve body and in-
stall the three bolts and lockwashers. Draw down Figure 239-Using Scale to Hold 2-3 Shift Valve
evenly and tighten. Kickdown Plug in Body During Assembly
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260 CHASSIS
56x673 A
Figure 240-Front Valve Body (Disassembled View)

A-Shuttle Valve Cover Screws and Lockwashers L-Front Valve Body
B-Shuttle Valve Cover M-Reverse Blocker Valve Pin
C-Front Check Valve Ball Seat N-Reverse Blocker Valve Pin
D-Front Check Valve Ball 0-Reverse Blocker Valve
E-Shuttle Valve Plug P-Reverse Blocker Valve Spring
F-Shuttle Valve Spring Q-Throttle Valve Lever Shaft Pin
0-Shuttle Valve R-Throttle Valve Lever Shaft
H-Throttle Valve S-Manual Valve Lever Assembly
I-Throttle Valve Spring T-Manual Valve Lever Detent Ball
J-Kickdown Valve U-Manual Valve Detent Ball Spring
K-Kickdown Detent Plug V-Manual Valve
MANUAL VALVE
KICKDOWN
DETENT PLUG
FRONT VALVE BODY-4 ."--

/ /THROKICKDOWN VALVE REVERSE BLOCKER
TTLE VALVE SPRING VALVE PIN
THROTTLE VALVE 56x668
FRONT VALVE
BODY ASSY. Figure 242-Removal and Installation of Throttle Valve,
Spring, Kickdown Valve and Detent Plug
\ 'SHUTTLE VALVE
SHUTTLE VALVE SPRING reverse blocker valve. Remove reverse blocker valve
SHUTTLE VALVE PLUG 56x667 A plug (N), blocker valve (0), and spring (P).
Figure 241-Removal and Installation of Shuttle Valve, Normally it isn't necessary to remove the throttle valve
Plug, Spring and Valve lever shaft (R) manual valve lever assembly (S) or
manual valve (V). However, if condition warrants (such
Remove throttle valve, spring kickdown valve, and as damage) proceed as follows:
detent plug, as shown in Figure 242. It is unnecessary Support throttle lever shaft on block of wood. Using a
to remove detent plug retaining bolt and lockwasher. small punch and hammer remove the throttle valve
Remove cotter pin from valve body in outer end of lever shaft pin, as shown in Figure 243. A rubber band
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TORQUEFLITE 261
valve control lever in bore of valve body. This assembly

may be held in position by the use of a rubber band.
While holding manual lever assembly in position
against valve body, install throttle valve lever assem-
bly through manual valve lever assembly, with flat
portion on end of shaft. facing away from valve body
(to allow maximum travel of lever).
While holding levers in position in valve body with
MANUAL VALVE rubber band, support throttle lever shaft on wooden
LEVER ASSY. block. Install shaft pin using a small punch and ham-
THROTTLE VALVE
LEVER SHAFT mer, as shown in Figure 243. Remove rubber band.
RUBBER BAND With reverse blocker valve spring in position in valve
(0) and with slots in valve aligned with pin, install
reverse blocker valve in valve body. Install reverse
blocker valve plug (N) and compress spring sufficiently
to install pin (M). Lock pin in position.
Check kickdown detent plug stop screw for being
tight. Install detent plug (larger inner diameter first) on
kickdown valve (J) and position kickdown valve (detent
plug first) into valve body.
56x669 Install throttle valve spring (I) and throttle valve (H)
Figure 243-Removal and Installation of Throttle into valve body. Install shuttle valve (G) and spring (F)
Valve Lever Shaft Pin in the valve body. Install plug (E) into position in valve
body.
may be used to hold manual lever in place while Place front check valve ball (D) and seat (C) in posi-
removing pin. tion in valve body. Place shuttle valve cover (B) in
position on valve body and install the four bolts and
Remove any burrs from the throttle valve and manual lockwashers. Draw down evenly.
valve lever shafts and slide them from the valve body.
Slide throttle valve lever shaft (R) out of manual lever INSTALLING THE VALVE BODIES
assembly (S). VALVE BODY PLATE (UPPER)
Using caution to prevent loss of detent ball (T) and Place valve body transfer plate in an upright position
spring (U), remove manual valve lever assembly (S) on fixture, Tool C-3528. Place steel plate (upper) over
from valve body. Using a twisting motion, remove pilots on Tool C-3538, and into position on transfer plate.
manual valve (Y).
FRONT VALVE BODY
FRONT VALVE BODY ADDITIONAL INSPECTION Position front valve body on steel plate (upper) as
Inspect the manual valve detent ball (T) and make shown in Figure 236 and install two bolts and lock-
sure it slides freely into valve body. Inspect the staking washers in outer end of valve and draw down finger
of manual lever and throttle cam to their respective tight.
shafts. Inspect the kickdown valve detent plug to make
REAR VALVE BODY
sure it slides freely on valve. Inspect check valve ball
seat in valve body. Invert transfer plate assembly and replace on fix-
ture, Tool C-3528. With servo pressure bleed valve in
FRONT VALVE BODY ASSEMBLY place, hold rear valve body up into position against
Place valve body on a piece of clean paper in an steel plate as shown in Figure 235; and install the two
upright position. Using a twisting motion, install manual outer bolts (short) with lockwashers through the transfer
valve (V) until it bottoms on paper. Place manual valve plate and into lower valve body. Draw up finger tight.
lever detent ball spring (U) and ball (T) in position in
LOWER VALVE BODY
valve body. While compressing detent ball in position
with right index finger, install manual valve control To prevent loss of governor compensator valve re-
lever by sliding over detent ball placing shaft of manual tainer pin, position steel plate (lower) on lower valve
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262 CHASSIS
TRANSFER PLATE ASSY.

VALVE BODY / FRONT VALVE BODY ASSY.
RETAINER PLATE VALVE BODY RETAINER PLATE
REAR VALVE
BODY ASSY.
'5
ft)
56x671A
Figure 244-Installation of Valve Body Retainer Plate
'.4 LOWER VALVE
'.4-4--- BODY ASSY.
57P415 MANUAL VALVE
Figure 246-Valve Bodies and Transfer Plate

Assembly (Bottom View)
0
56x672 N
Figure 245-Tightening Valve Body Screws M
body. Place valve body and steel plate into position on

S
transfer plate. Install the two bolts (intermediate length)
and lockwashers, and as shown in Figure 233. Tighten
the two lower valve body and two rear valve body bolts
from 50 to 60 inch-pounds.
Invert valve bodies and transfer plate and replace on
fixture Tool C-3528. K J H
Install valve bodies retainer plate and two bolts (long) A- GOVERNOR PRESSURE
with lockwashers, refer to Figure 244, and tighten the B -REAR PUMP INLET
two retainer plate bolts and two front valve body bolts C -REAR CLUTCH 'APPLY' (Line pressure)
from 50 to 60 inch-pounds, as shown in Figure 245. Over- D -LOW AND REVERSE SERVO 'APPLY' (Line pressure)
tightening will cause distortion to valve body and result E -KICKDOWN SERVO 'APPLY' (Throttle compensated pressure)
in sticky valves. F - LOW AND REVERSE SERVO (Location)
G -KICKDOWN SERVO (Location)
Check manual valve operation to make sure it oper- H -KICKDOWN SERVO 'APPLY' (Line pressure)
ates freely, as shown in Figure 246. J -KICKDOWN SERVO 'RELEASE' (Line pressure)
K -ACCUMULATOR (Location)
Place transfer plate and valve bodies assembly in L -FRONT CLUTCH AND ACCUMULATOR 'APPLY' (Line pressure)
transmission case. Refer to Valve Bodies and Transfer M -LINE PRESSURE
Plate Installation. N -FRONT PUMP INLET
0 - REVERSE UPSET (Reverse blocker 'Apply') (Line pressure)
Install transmission as outlined under "Removal and P-LINE PRESSURE GAUGE 56x712A
Installation of Transmission," if transmission is being
serviced at the bench. Figure 247-Oil Passages in Transmission Case
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MANUAL 263
20. DIAGNOSIS PROCEDURES high gear at a speed where the noise is more apparent,
and then shifting into neutral, shutting off the engine
MANUAL TRANSMISSION
and coasting. This action stops the operation of the
NOISES pinion bearing and then any noise (in either the center
It is always wise, when diagnosing transmission noise,
or rear bearing) may be heard.
to note the gear position in which the noise occurs. Noise 8. DRIVE PINION PILOT BUSHING -The noise made
present in all gear positions may be due to worn or by a worn drive pinion pilot bushing (in the rear end
damaged constant mesh gear or bearings. Noise pres- of the crankshaft) is usually apparent while coasting in
ent in only one gear position can usually be traced to low or second gear at moderate speeds, with the trans-
the particular gear involved. mission in gear and the clutch disengaged, or during a
I. PINION GEAR AND MATING CLUSTER GEAR- cold start, with the transmission in gear and the clutch
The sound made by a worn or damaged pinion gear, or disengaged.
a mating cluster gear, will have about the same tone 9. EXCESSIVE BACKLASH AND END PLAY-Noises
when the transmission is in low, second or reverse caused by excessive backlash, or end play, are similar.
gears. But, it will be hardly noticeable when the trans- To determine which condition exists, it will be necessary
mission is in high gear. to check backlash or end play.
2. SECOND SPEED GEAR OR MATING CLUSTER (a) Backlash-If backlash appears to be excessive,
GEAR-The noise caused by a worn or damaged sec- check the mating gears for wear or improper fitting. If
ond speed gear, or a mating cluster gear, will be more excessive backlash is present, it will be more apparent
pronounced while the car is driven in second gear. in second gear. If in high gear, the noise would be due
When the transmission is in high, low or reverse gear, to excessive end play, rather than excessive backlash.
the noise caused will be indistinct.
(b) End Play-To determine if end play is excessive,
3. LOW AND REVERSE SLIDING GEAR-A worn or check the thrust washers or snap rings for wear, im-
damaged low and reverse sliding gear will be noisy proper fitting or any condition which will allow too
only while the transmission is in either of these two much endwise movement of parts. End play may be
gears. If the sliding gear is in good condition, and a checked without removing the transmission from the
noise is heard when low gear is used, it indicates that car by removing the gear shift housing only. See
the cluster gear is at fault. If noise is heard when the page 146.
reverse gear is used, the reverse idler, or mating cluster
gear, may be worn or damaged. HARD SHIFTING
4. ROLLER BEARINGS OR CLUSTER GEAR SHAFT 1. HIGH OR SECOND GEARS
-Damaged roller bearings, or a worn cluster gear
shaft, will create more noise when the transmission is in (a) Shifter Linkage-If the selector rod is adjusted too
low, second and reverse gear, rather than when the short, the up-and-down movement of the gearshift lever
transmission is in high gear. in the neutral position will be limited and hard shifting
into second and high gears may result.
5. PINION SHAFT BEARING-A pinion shaft bear-
ing noise can often be determined by disengaging and (b) Shifter Fork and Stop Ring-Hard shifting into
engaging the clutch with the engine running and the second or high gears, or failure to complete a shift into
transmission in neutral. The noise should disappear these gears, may be caused by a binding action due to
when the clutch is disengaged and the pinion stops. a loose shifter fork, or the locking of the stop rings to
But, with this test, other similar noises may be heard, the second speed gear or drive pinion. If the latter con-
if the following constant mesh gears are worn or dam- dition occurs, the shifter collar is prevented from align-
aged: pinion gear, front cluster gear, second speed ing the teeth of the stop ring with the clutch teeth on the
cluster gear, second speed mainshaft gear, reverse second speed gear or drive pinion, making a complete
cluster gear, and reverse idler gear. shift impossible. If this occurs frequently, the stop ring
should be replaced.
6. CLUSTER GEAR OR REVERSE IDLER GEAR-
Noise caused by damaged roller bearings or shaft, in (c) Synchronizer Assembly-Hard shifting into high
either the cluster gear or reverse idler gear, will also or second gear may also result if the following parts are
be apparent when test is made. damaged or worn: Clutch gear sleeve, clutch gear, stop
rings, shifting plates, plate springs, clutch gear snap
7. MAINSHAFT BEARING -A mainshaft bearing ring. A broken or damaged selector and cam assembly
noise can usually be determined by driving the car in will also cause hard shifting.
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264 CHASSIS
2. LOW OR REVERSE GEARS (c) End Play-Inspect the pinion shaft, countershaft
(a) Shifter Linkage-Hard shifting into low or reverse gear and second speed mainshaft gear, for excessive
end play.
gear may result if the selector rod is adjusted too long.
3. LOW AND REVERSE GEARS
(b) Shifter Fork or Shifter Rail-A loose fork or shifter
rail may cause binding action and result in hard (a) Excessive Wear-Inspect the following parts for
shifting. wear or damage: mainshaft sliding gear spline, sliding
gear, countershaft gear, countershaft, reverse idler gear
(c) Low and Reverse Gears-Failure to shift into low
shaft, shifter rail detents, reverse idler gear, shifter forks
or reverse, without re-engaging the clutch, is generally
or shifter fork set screws.
due to "gear butting" which is caused by the leading
edges, or bevels of the gears, being flattened by con- (b) End Play-Inspect for excessive end play in coun-
tinual unnecessary gear clashing on the part of the tershaft gear.
driver.
LEAKAGE
(d) Idler Gear-A tight idler gear due to damaged
roller bearings will cause hard shifting into and out of 1. GASKETS-Inspect gaskets for damage or wrinkles
low and reverse gears. at following points: transmission to clutch housing, gear-
3. ONE OR MORE GEARS
shift housing to transmission case; extension to trans-
mission case, and pinion bearing retainer.
(a) Shifter Mechanism-If it is difficult to shift into
2. GROMMETS-Inspect grommets for deterioration
one or more gears, the following parts may be broken,
at extension screws and pinion bearing retainer screws.
damaged, or loose: gearshift housing shift lever, shift
lever shaft, shifter forks or shifter fork guide rail. 3. WASHERS - Inspect washers on selector ball
(b) Control Rods-Inspect for bent control rods. spring screw for damage.
4. MAINSHAFT REAR BEARING OIL SEAL-Inspect
4. ALL GEARS-If the clutch is dragging, it may be
for wear or damage.
difficult to shift into or out of all gear positions, particu-
larly low and reverse. 5. SPEEDOMETER PINION - Inspect speedometer
pinion seal for wear.
SLIPPING OUT OF GEAR
6. IMPROPER FITS-Inspect for proper fit at following
Slipping out of gear is usually the result of a condition points: pinion bearing retainer and transmission case,
which prevents complete gear engagement, such as, and countershaft at front of transmission case.
misalignment or excessive clearances. Restricted travel
of the shifter linkage is the most common cause of slip- Inspect the drive pinion bearing retainer for proper
ping out of gear. location of the end of the oil return thread in relation to
the slot in this retainer.
1. HIGH GEAR
(a) Misalignment-Inspect for misalignment between NOTE
the clutch bell housing and engine; between the trans-
mission case and clutch housing, and between the main- Leakage at pinion bearing retainer gaskets, or
shaft and drive pinion. grommets, will be indicated by traces of oil in
clutch housing pan. This should not be confused with
(b) Excessive Wear-Inspect the following parts for leakage of the crankshaft rear main bearing oil seal.
wear or damage: pinion bearing, mainshaft bearings,
drive pinion clutch teeth, synchronizer clutch teeth,
shifter rail detents, shifter forks or shifter fork set screws. OVERDRIVE
2. SECOND GEAR OVERDRIVE WILL NOT ENGAGE
(a) Misalignment-Inspect alignment between clutch It will be necessary to check the solenoid and control
housing and engine, and between transmission and circuits. See Figures 23 and 24. Turn the ignition key to
clutch housing. the "ON" position and push the overdrive handle in.
(b) Excessive Wear - Inspect pinion bearing and 1. SOLENOID-Ground one of the "A" terminals of
mainshaft bearing, synchronizer clutch teeth, second the kickdown switch. A click from the relay indicates
speed gear clutch teeth, shifter rail detents, shifter forks that points have closed. A second click indicates the
or shifter fork set screws, for wear. solenoid is being energized.
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OVERDRIVE 265
2. FUSE-If no click is heard from the solenoid hold 2. ELECTRICAL CIRCUITS-Pull the control handle
the ground at the "A" terminal of the kickdown switch out and turn the key "ON" again. If a click is still heard
and remove the fuse. A click should be heard in the in the relay, the ground is between the horn relay and
solenoid as the fuse is withdrawn and another click the rail lockout switch. If no click is heard in the relay
heard as the fuse is replaced. If none is heard check to with the control handle out, but a click is heard with the
see if fuse is burned out. Also check fuse contact in control handle in, the ground is between the rail lock-
holder for corrosion. out switch and the governor, or in either of those two
units.
3. CONTROL CIRCUIT-If steps (1 and 2) are satis-
factory connect a jumper wire between the wire termi- 3. MECHANICAL If no click is heard in the over-
nal on top of the governor, and ground. If relay clicks, drive relay with the control handle in and the ignition
the control circuit is good from the horn relay to the key turned "ON" the electrical circuit is probably all
governor. right, and there is some mechanical difficulty prevent-
ing the pawl from being pulled out of the control plate.
4. ROAD TEST-Check the governor operation by This could be a broken return spring in the solenoid, or
road test. Leave the jumper wire connected to the termi- the solenoid pawl rod may not be connected to the pawl.
nal on top of the governor and run the other end of the 4. RELAY POINTS-With the ignition key "OFF,"
wire inside the car. Drive the car and bring it up to the connect a test lamp between the solenoid terminal
overdrive cut-in speed and attempt to make the shift. ("SOL") of the overdrive relay, and the ground. If the
If it will not shift, ground the wire. If the overdrive test lamp lights, it indicates that the relay points are
cuts-in, it will be necessary to clean the governor con- stuck closed and the relay must be replaced.
tacts. If the over-drive still fails to cut-in replace the
5. GOVERNOR-With the ignition key "ON," check
governor cover and contact point assembly. out the control circuit to find the ground. Disconnect the
5. SOLENOID CIRCUIT- Assuming that the control wire on the governor. If a click is heard in the relay, the
circuit is operating properly to complete the circuit ground is either in the governor itself.
through the relay, but the solenoid doesn't click, check 6. CIRCUIT WIRES-Continue the same test at the
out the solenoid circuit from the "BAT" terminal of the kickdown switch if the ground has not been located up
horn relay to the solenoid. Do this with a test light. With to this point. When a wire is disconnected and a click is
the ignition key "ON" and one of the "A" terminals of heard in the relay, the ground is between that point and
the kickdown switch grounded, the test lamp should the last point checked.
light at each of the connection points. If the test lamp
does not light, look for a broken wire or a loose con- OVERDRIVE WILL NOT KICK DOWN
nection. This indicates an open circuit in the ignition interrup-
6. SOLENOID POINTS-If the solenoid circuit checks tion circuit, and could be caused by lack of contact at
out up to the number four terminal of the solenoid, the "B" terminals of the kickdown switch. If this switch
remove the solenoid cover and clean and inspect the is slightly out of position, the plunger will not be moved
closing coil points. If the points are making good con- into the switch far enough to bridge the "B" contacts.
tact, but still the solenoid does not operate, replace the The position of the kickdown switch may be checked
solenoid. with the aid of a test lamp.
I. CHECKING KICKDOWN SWITCH - Connect the
OVERDRIVE WILL NOT DISENGAGE test lamp between one of the "B" terminals of the kick-
This condition is produced by causes just the reverse down switch and the battery. Ground the other "B"
of those which prevent the unit from shifting into over- terminal. The test lamp may come on before the accel-
drive. In other words, instead of the control or solenoid erator pedal is depressed (if the distributor points are
circuits not being completed, they are not being broken closed), depending upon which "B" terminal is con-
when they should. Therefore, the solenoid remains nected. If test lamp lights, move the connection to the
energized and holds the pawl in the control plate. other "B" terminal.
1. DETERMINE WHETHER ELECTRICAL OR ME- 2. ADJUSTING KICKDOWN SWITCH - If the test
CHANICAL-A simple test to determine whether this is lamp does not light when the pedal is depressed, adjust
caused by an electrical or a mechanical condition is to the lock nuts on the switch to position the switch cor-
push the control handle "IN" and turn the ignition key rectly. Further adjustment may be made by loosening
"ON." If a click is heard, the control circuit is grounded. the mounting bracket nut and rotating the bracket until
MyMopar.com
266 CHASSIS
it is flat against the cylinder head. Then make a final 5. REVERSE-Check reverse band adjustment. In-
adjustment of the locking nuts. spect transmission case to valve body mating surfaces
for evidence of oil leakage. Inspect reverse servo assem-
ENGINE STALLS DURING KICKDOWN bly for wear or binding. Inspect reverse lever and
linkage for free movement.
It the engine stalls during the kickdown operation, it
means that the ignition current is not being restored to 6. HILL CLIMBING-Insufficient oil will result in low
the engine following ignition interruption. This could pressures to kickdown servo or direct clutch if oil level
be due to the ignition ground points sticking and not is low.
opening when the solenoid is de-energized. Another
possibility, although remote, is that the fiber block on SHIFT PATTERN
the underside of the contact pilot spring is missing so
I. NO UPSHIFT-Check oil level and gearshift link-
the ignition circuit remains grounded even though the age adjustment. Check governor and throttle pressure.
ground points are open. If there is no pressure rise when accelerating engine in
Another condition which would prevent re-establish- direct drive, governor valve may be stuck closed. Check
ing the ignition circuit, would be a ground at the "B" valve body to transfer case for parallelism. Check man-
terminal of the kickdown switch that leads to the sole- ual valve and lever for correct detent engagement.
noid. If the terminal is grounded, the ignition circuit Check shift valve for free operation and shift valve
would be grounded as long as the "B" contacts are spring for breakage. Check kickdown piston assembly.
bridged, but would be restored as soon as the kickdown Check rear pump drive pinion. Drive pinion ball may
switch plunger moves away from the "B" contacts. If be cracked or broken, permitting pinion gear to slip.
the ignition ground points are sticking, and cleaning Inspect clutch ball check for proper operation. Ball check
them does not correct the condition, replace the solen- valve must operate freely and seat properly.
oid. If the fiber block on the underside of the contact
point spring is missing, replace the solenoid. If there is 2. NO SHIFT IN DRIVE RANGE AND AN UP-SHIFT
a ground at one of the "B" terminals of the kickdown IN LOW RANGE-The cause is the governor valve stick-
switch the switch will have to be replaced. ing open. This can be verified by checking governor
pressure. The pressure must not exceed approximately
POWERFLITE TRANSMISSION 15 lbs. at engine speed of 12 to 14 MPH, 45 lbs. at 19 to 23
EXCESSIVE SLIPPAGE MPH and 60 lbs. at 41 to 48 MPH. The governor pressure
I. ALL RANGES-Inspect oil level. Adjust gearshift can be easily checked. Jack up the rear wheels of the
linkage. Check oil pressure; if low, inspect regulator car and attach a hydraulic gauge at the governor pres-
valve and torque converter control valve for sticking. sure take-off. This is a small brass plug behind the
Inspect valve body to transmission case mating sur- neutral switch on the same side of the transmission as
faces for evidence of oil leakage. the speedometer pinion. Start the engine. Put transmis-
sion in drive range.
2. KICKDOWN-Readjust throttle linkage and kick-
down band. Inspect valve body to transmission case If the pressure exceeds the above amount, a governor
mating surfaces for oil leakage. Check operation of valve stuck open is indicated and most cases can be
throttle valve and note wear of valve bore and cam. corrected in the following manner:
Check spring. Check valve body end cover for oil
leakage. Check shutle valve for free movement. Inspect Clean off the area around the governor pressure take-
kickdown piston and guide for binding. Inspect spring. off plug and remove the plug. Cover the oil filler tube
Inspect band lining for wear and band lever for free with a cloth or plug and hold firmly in place to prevent
movement. the air from forcing the transmission oil out through the
filler tube. Screw a piece of Vs" pipe into the hole to help
3. KICKDOWN (Over 25 M.P.H.)-Inspect valve body direct the air into the unit. Then put the compressed air
end cover for oil leakage. Inspect shuttle valve and plug nozzle at the other end of the pipe. As you apply short
for free movement. Inspect spring. blasts of clean filtered air to the tube, tap the parking
brake drum simultaneously with a rubber hammer just
4. DIRECT-Inspect valve body to transmission case
mating surfaces for evidence of oil pressure leakage. enough to jar the governor.
Check kickdown piston for binding. Check shaft seal After applying the air pressure, check the governor
rings and clutch retainer bushing for wear. Check pressure again and see if the governor valve has been
clutch discs, piston, and clutch check valve ball. freed up.
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POWERFLITE 267
In cases where the governor pressure is still too high, 12. NO KICKDOWN-Adjust throttle linkage. Inspect
it will then be necessary to remove the transmission valve body to transmission case mating surfaces for
extension case for further inspection. parallelism. Inspect throttle valve, cam and spring. Also
inspect kickdown valve and shift valve components.
3. LOW UPSHIFT PATTERN-Readjust throttle link-
age. Check governor pressure. Governor valve may be 13. LOW KICKDOWN LIMIT-Check governor pres-
binding or sticking. Inspect the rear pump assembly. sure. Governor valve may be sticking due to dirt. In-
Check valve body to transmission case mating surfaces spect regulator valve and spring for proper operation.
for parallelism. Check operation of throttle valve and Inspect rear pump gears and drive pinion ball. Check
inspect the cam and spring. Check shift valve for free valve body cover plate for parallelism.
operation and spring for breakage.
SHIFT QUALITY
4. LOW UPSHIFT PATTERN AT HEAVY THROTTLE
-Inspect the regulator valve, throttle valve, and gov- 1. HARSH SHIFT FROM NEUTRAL TO REVERSE-
ernor for burrs or dirt which would cause binding or Adjust engine idle speed. Readjust rear band. Inspect
sticking. Inspect the regulator spring. condition of the reverse band, strut and linkage. Inspect
5. HIGH UPSHIFT PATTERN-Readjust throttle link- the reverse servo piston, spring, valve and rings.
age and check both throttle and governor pressure. Ad- 2. HARSH SHIFT FROM NEUTRAL TO DRIVE-
just throttle pressure if necessary. If throttle pressure Adjust engine idle speed. Adjust throttle linkage. In-
does not rise according to speeds on chart in Pressure spect kickdown servo pistons, springs, guide rod and
Checks section, throttle valve may be sticking. Inspect piston rings.
for dirt or burrs. Inspect throttle cam for wear. Check
valve body to transmission case mating surfaces for 3. DELAYED SHIFT FROM NEUTRAL TO DRIVE-
parallelism. Check shift valve spring. If governor pres- Adjust kickdown band. Inspect condition of band, strut,
sure does not correspond to governor pressure chart in lever and lever shaft.
Pressure Checks section, remove governor and inspect
4. EXCESSIVE ENGINE SPEED INCREASE ON UP-
valve for sticking. Check rear pump gears for wear,
broken teeth or excessive clearance. Inspect pump drive SHIFTS-Check oil level and adjust throttle linkage.
pinion ball. Inspect regulator valve and spring and check operation
of valve in regulator valve body. Check valve body,
6. ALL UPSHIFTS BELOW 14 MPH-Inspect throttle mating surface for parallelism. Inspect throttle valve,
valve, cam and spring. Check throttle pressure check cam and spring. Check operation of valve in valve
ball. Check governor valve for sticking. body. Inspect kickdown piston components. Check mat-
7. ERRATIC SHIFTING - Check oil level. Inspect ing surfaces of regulator valve body and transmission
transmission case to valve body mating surfaces for for parallelism. Inspect reaction shaft seal ring for de-
parallelism. Check action of shift valve. Inspect gov- terioration. Inspect input shaft oil seal rings for wear or
ernor support gaskets for oil leakage. breakage and condition of reaction shaft bore. Inspect
the clutch retainer bronze bushing. If worn below bronze
8. NO DOWNSHIFT-Check governor pressure. High
initial pressure indicates valve is stuck open. Remove surface, replace retainer. Inspect condition of reaction
governor and inspect. Inspect shift valve action. Check shaft oil seal rings for wear or broken ends. Inspect
spring. condition of clutch plates and condition of friction
material on seal ring. Check clutch check valve ball.
9. LOW DOWNSHIFT SPEED - Governor valve is
partially stuck open. Remove and clean. Check for 5. EXCESSIVE ENGINE SPEED INCREASE ON UP-
burrs and dirt. SHIFTS AT HIGH THROTTLE-Check line pressure. In-
spect front oil pump gears for wear and excessive
10. HIGH DOWNSHIFT SPEED - Readjust gearshift
clearance.
linkage. Inspect valve body to transmission case mating
surfaces for parallelism. Inspect manual valve and 6. HARSH UPSHIFT-Adjust throttle linkage. Inspect
lever. Inspect the kickdown valve ball and rod. regulator valve and spring. Check for sticking shuttle
11. KICKDOWN AT PART THROTTLE - Readjust valve. Check valve body mating surface for parallelism.
gearshift linkage. Inspect valve body to transmission Inspect throttle valve, cam and spring. Inspect kick-
case mating surfaces for parallelism. Inspect manual down piston components. Check regulator valve body
valve and lever. Inspect the kickdown valve ball mating surface for parallelism. Inspect direct clutch
and rod. spring, spring retainer and snap ring for breakage.
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268 CHASSIS
7. HARSH LIFT FOOT SHIFT- Adjust throttle link- OIL PRESSURE

age. Check valve body mating surface for parallelism.
Check operation of throttle valve. Inspect valve, valve 1. NO GOVERNOR PRESSURE-Governor valve may
bore, cam and spring. Inspect servo pressure bleed be stuck in closed position, due to dirt. To free valve,
valve for dirt. Check operation of shuttle valve. Inspect apply a short spurt of high air pressure (90 lbs.) to
shuttle valve, plug, inner and outer springs and guide governor pressure takeoff hole and at the same time tap
pin. transmission extension housing with rubber mallet. Be-
fore applying air pressure cover filler tube with a rag.
8. EXCESSIVE ENGINE SPEED INCREASE ON In addition, drain two or three quarts of oil from trans-
DOWNSHIFT AT PART THROTTLE - Check oil level mission oil pan. After air is applied, reinstall governor
and adjust throttle and gearshift linkage. Check valve pressure take off plug and run transmission in Reverse
body mating surface for parallelism. Check operation a few seconds. Recheck governor pressure. This correc-
of manual valve and valve lever. Inspect servo re- tive procedure may not be permanent. If valve become
strictor valve and operating plug. Check plug for free stuck again, remove governor for servicing.
operation. Check valve spring for distortion or loose-
ness. If pressures do not correspond to the chart on page 168
the governor may need service. However, other parts
9. HARSH DOWNSHIFT-Adjust engine idle speed. of the transmission can cause low pressure readings.
Adjust throttle linkage. Inspect valve body mating sur- Check the valve body mating surface for parallelism,
face for parallelism. Inspect the throttle valve, cam and burrs, or nicks. These would result in oil pressure leak-
spring for proper operation. Inspect for dirt, burrs, wear age. Check both output shaft support gaskets for evi-
or breakage. Inspect servo restrictor valve for proper dence of internal leakage. Check operation of governor
operation. Inspect clutch plates and disc friction mate- valve and inspect for foreign matter. Check the rear
rial. Inspect the piston for wear or scoring. Check seal pump gears for broken teeth, wear, and excessive
for wear or deterioration which would result in leakage. clearance. Check the mating surfaces of the output
Inspect thrust washers for excessive wear. shaft for parallelism burrs, or nicks.
10. EXCESSIVE INCREASE IN ENGINE SPEED ON
2. HIGH INITIAL GOVERNOR PRESSURE-High gov-
KICKDOWN - Readjust kickdown band. Check regu- ernor pressure at low engine speeds is due to the gov-
lator valve and spring for proper operation. Inspect for ernor valve stuck in the open position usually caused
dirt, burrs, or breakage. Check valve body mating sur-
by a particle of dirt. Use air pressure as outlined in 1.
face for parallelism, nicks, burrs which would cause No Governor Pressure to dislodge particle. This method
leakage. Check operation of servo restrictor valve. may not be a permanent correction. If the valve again
Check operations of shuttle valve. Inspect valve and becomes stuck in the open position, remove governor
plug for dirt, burrs or wear. Inspect all parts of kick- for servicing.
down piston assembly. Inspect piston rings for exces-
sive wear or broken ends. Check governor valve for 3. LINE PRESSURE-If line pressure does not corre-
wear, dirt or sticking. Inspect the rear pump gears for spond to the line pressure chart on page 168 it will be
excessive wear or broken teeth. Check clearance. In- necessary to investigate and make the following adjust-
spect drive pinion gear and pinion ball. ments or corrections.
11. HARSH KICKDOWN-Adjust kickdown band. In- Check the transmission oil level. Inspect the regulator
spect regulator valve and spring. Inspect for dirt, burrs, valve for free operation, dirt or burrs, and condition of
or breakage. Inspect servo pressure bleed valve for dirt. valve spring. Check the valve body mating surfaces for
Check operation of shuttle valve. Check valve and plug parallelism, nicks or burrs. Check operation of manual
for burrs, dirt, or excessive wear. Inspect all parts of valve and lever.
kickdown piston assembly. Inspect piston rings for scor-
ing, wear, or broken ends. Inspect regulator valve body Inspect the front pump gears for worn or chipped
mating surface for parallelism, nicks, burrs which gears. Check clearance between face of gears and
would cause leakage. Inspect the reaction shaft neo- housing.
prene seal for deterioration. Inspect governor valve for 4. THROTTLE PRESSURE-If throttle pressures do not
free operation. Check for dirt which would cause stick- correspond to throttle pressure chart on page 148, check
ing. Inspect rear pump gears for excessive clearance, line pressure and make the following adjustments and
worn or chipped teeth. Inspect drive pinion gear and inspections:
drive pinion ball. Inspect the input shaft seal rings for
excessive wear or broken ends and reaction shaft bore Adjust throttle linkage. Inspect operation and condi-
for scoring. Inspect all parts of the direct clutch tion of regulator valve and spring. Check the valve body
assembly. mating surface for parallelism, burrs or nicks. Check
MyMopar.com
TORQUEFLITE 269
operation and condition of the throttle valve, cam and band. Inspect the reverse piston assembly and reverse
spring. Check throttle pressure check valve ball for band, levers, strut, and shaft. Check for binding, dirt,
nicks or dirt. Inspect condition of kickdown rod and ball. excessive wear.
5. DIRECT CLUTCH PRESSURE-Direct clutch pres- MISCELLANEOUS DIAGNOSIS PROCEDURES
sure should be approximately 10 P.S.I. lower than line
pressure with transmission upshifted and engine speed 1. STARTER WILL NOT ENERGIZE-Adjust gearshift
not lower than 650 r.p.m. If not, refer to page 267. Shift linkage. Test neutral starter switch. Inspect manual
Quality 4. Excessive Engine Speed Increase on Upshifts. valve lever for proper engagement.
A pressure drop between line pressure and direct 2. HARD SHIFTING INTO NEUTRAL-Check opera-
clutch pressure as high as 25 p.s.i., may be due to tion of neutral starter switch and inspect manual valve
broken or damaged seal rings in the direct clutch cir- lever.
cuit. These are: the interlocking type input shaft seal 3. HARD SHIFTING INTO REVERSE-Check opera-
rings, the direct clutch piston retainer seal ring, the tion of backup light switch and manual valve lever.
neoprene direct clutch piston seal ring, the neoprene
reaction shaft seal ring, and two interlocking type 4. OIL FORMS FROM FILLER TUBE - Check fluid
reaction shaft seal rings. level in transmission. Inspect transmission breather
vent.
6. LUBRICATION PRESSURE - Lubrication pressure
is checked at the upper left side of the output shaft TORQUEFLITE TRANSMISSION
support. Remove Va inch pipe plug and use 100 p.s.i. oil
pressure gauge C3292 to check pressure. Lubrication The Service Diagnosis Chart has the operating dif-
pressure should be 35 to 50 p.s.i. with transmission in ficulties listed in three groups. After road testing, match
Neutral and engine speed at fast idle. the trouble found to its particular group and to the
specific difficulty under that group. The Index and Item
If pressure readings are incorrect, check line pressure in the "Items to Check" column are next checked
and inspect torque converter control valve. Low pres- against the "Explanation of Index Items." Capital Letter
sures may be due to internal oil leakage at the following items refer to those operations which may be performed
points: drive sleeve seal ring, regulator valve body without removing the transmission. The small letter
mating surface, reaction shaft seal ring, output shaft items refer to those operations done after removal of
support gaskets, input shaft seal rings, and reaction transmission from car.
shaft bore. Low oil pressure may also be caused by
plugged lubrication holes. EXPLANATION OF INDEX ITEMS
Never remove a transmission from a car until all the

IMPROPER RESPONSE TO GEARSHIFT
possible "in car" causes have been checked for the
SELECTOR LEVER POSITIONS
operating difficulty and the oil pan has been removed
I. MOVES FORWARD IN NEUTRAL Adjust gear- to check for dirt, metal chips, band material, broken
shift linkage. Adjust kickdown band. Inspect manual band ends, and burned or scored band contacting sur-
valve lever assembly. Check valve body mating surface faces. Also, check the manual control cable and throttle
for parallelism, nicks, dirt, burrs which would cause oil linkage for adjustment and wear.
leakage. Check operation of manual valve. Inspect all A. OIL LEVEL-Refer to Lubrication Section of this
parts of kickdown piston. Check regulator body mating manual.
surface for parallelism, nicks, or burrs which would
result in oil leakage. Check clutch discs and plates for B. THROTTLE LINKAGE-Adjust to Specifications.
warpage which would cause dragging. Inspect clutch C. GEARSHIFT CONTROL CABLE-Adjust to Speci-
ball check. fications.
2. CAR MOVES FORWARD IN NEUTRAL AT HIGH D. PRESSURE TAP CHECK-Hydraulic pressure taps
ENGINE SPEED Clutch check valve ball bleed hole have been provided to check the following pressures:
may be plugged causing centrifugal oil pressure to line, lubrication, governor and rear clutch apply. These
partially engage the direct clutch. A slight surge which pressures should fall within the specified limits stated
is not continuous is normal. in the Hydraulic Control Pressure Check Charts.
3. CAR MOVES BACKWARD IN NEUTRAL Read- E. KICKDOWN BAND ADJUSTMENT-The kickdown
just gearshift linkage and inspect manual valve and band adjustment screw is found on the left side of the
valve lever for proper engagement. Adjust reverse transmission case (Figure 143). Adjust to specifications.
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270 CHASSIS
SERVICE DIAGNOSIS CHART

OPERATING DIFFICULTY
ITEMS Shift Abnormalities Response Miscellaneous
TO CHECK
See "Explanation
of Index Items"
f); ta
3 0
: 11 70 o
.
zi:.; ,. .!:5 Li :Ai °* A
o
o
r' '1 & cl a Tt c cs. cc c co .3
INDEX ITEM .0 .0 c
11111 1P-
o 2 ... "
§ a. t -° '.00 24.' .2.r.
a 0" °
0 i Z3 °
....:
a"
.3
°- -0
.- o
o.o.
a
A. *Oil Level
B. *Throttle Link Adj.
C. *Gearshift Control
ligningiClaillE1.11111
Man] ElE11111.111111111111111.1.11.
IEEE emmiiminomi
MEM=
mil
Cable Adj.
D. Pressure Checks-
Line Lube, etc.
atiatiainizieitinini min
EICIEINNIIMIEMINCIII
E. K. D. Band Adj.
111
131111111.111:11.111 igniggiCIE
F. Low-Reverse Band Adj.
G. *Engine Idle
H. Starting Switches
I. Handbrake Adj.
0111111.110.111111..11.
immimummi
NMI
Mil .1.
Mill.....111. MI 11.111..
1111:1113111111131
.
J. Regulator-Valve
Spring
K. Converter Control
Valve
111111121 IIIIIIIIIIII II I
L. Breather
M. Output Shaft Rear
Bearing S. R.
iiiiimmimmEn
EllEMEIMM .111111.111111.1111MM OEM
am iii
N. K. D. Servo
Band-Linkage
0. L-R Servo,
IIIIIIIIIIMMIIIIIIMMINE1111
Band-Linkage
1111101111111111111111E111 1E31
P. Oil Strainer
IIMMEMEININEIE11111111111 CI
Q. VBoalvtse2raTirTa Surfaces IBIBEIVE11221111111.111.11111
R. Accumulator
S. Air Pressure Check
gonna Nummocimm NINE
amimpencompEENIEMENNE
T. Governor
U. Rear Pump
MIIMIIIIICIEICIIMINNIMIll
MEMO
=KM NM
MIME 11.111111EIMMEEl
a. Front Pump-
b.
Drive Sleeve
1132uylcrGtoaroVaetivseurfac
11111111.11 IIIIEIMIIIIIIIMII
MEM 11.1111.1111111.1111111.11311
c. Front Clutch
CICINIMMINE111111 INICIEICIIIIIIICIN
d. Rear Clutch
CIIIIICIEICIMIIICIIIIIMEICIIIICICIRIIICINI
e. Planetary Gear Set iniummummom1111.131:111111111111111
f. Overrunning Clutch immimmEmEimmom.C11111111111111..=
*Always Check Items A, B. C & G before performing any other operation.
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TORQUEFLITE 271
F. LOW AND REVERSE BAND ADJUSTMENT-The bodies assembly. Apply air pressure to the front clutch
low and reverse band adjustment screw is found on the passage, located slightly toward the center of the trans-
right side of the transmission case (Figure 143). Adjust mission from the accumulator (be sure to cover accumu-
to specifications. lator piston bore to prevent piston from being blown
out). Protect from oil spray by holding a clean lintless
G. ENGINE IDLE-Adjust to 475 to 500 r.p.m.
cloth, cardboard, or some other shield against the bot-
H. STARTING SWITCHES-Check wires, connections tom of the transmission case when applying the air
and switch. pressure. Listen for a dull "thud" which indicates that
I. HANDBRAKE-Check for excessive drag. Refer to the front clutch is operating. Hold the air pressure on
Brake Section for method of adjusting hand brake. for a few seconds and observe for excessive oil leaks in
the system.
1. REGULATOR VALVE, SPRING - The regulator
valve may be removed by removing the regulator valve Apply air pressure to the rear clutch passage (near
spring retainer which is on the right side of the trans- the center rear end of the lower surface of the transmis-
mission case (Figure 143). Check for a stuck or scratched sion case). Listen for a dull "thud" which indicates that
valve and/or buckled spring. the rear clutch is operating. Also check for excessive oil
leaks.
K. CONVERTER CONTROL VALVE, SPRING-The
converter control valve may be removed by removing Apply air pressure to the kickdown "apply" (line)
the converter control valve spring retainer which is on pressure passage (toward the center of the transmission
the right side of the transmission case (Figure 143). case and to the front of the kickdown servo). Observe
Check for a stuck or scratched valve and/or buckled the operation of the kickdown servo, lever and band
spring. when air pressure is applied.
L. BREATHER-Check to determine whether breather Apply air pressure to the kickdown "apply" (com-
is free of dirt and undercoating. pensated throttle) pressure passage (toward the center
of the transmission case and to the rear of the kickdown
M. OUTPUT SHAFT REAR BEARING, SNAP RING-
servo). Observe the operation of the kickdown servo.
Check for rough bearing and/or unseated snap ring and
correct thickness snap ring. Apply air pressure to the low and reverse servo pas-
sage (toward the center of the transmission case and to
N. KICKDOWN SERVO, BAND AND LINKAGE-
the front of the low and reverse servo). Observe the
Check for broken seal rings, stuck servo piston or broken operation of the low and reverse servo, lever, and band
linkage. when air pressure is applied.
0. LOW AND REVERSE SERVO, BAND AND LINK-
If the clutches and servos operate properly, "no drive"
AGE-Check for torn seal, broken band and/or linkage. conditions as well as erratic or no upshift conditions,
P. OIL STRAINER-Check for possible air leakage. indicate that the malfunctioning exists in the control
valve body assembly. Disassemble, clean, inspect and
Q. VALVE BODY ATTACHING BOLTS AND MA- service the valve body assembly as described in the
TING SURFACE-Check for loose bolts, burrs or "Reconditioning of Valve Body and Transfer Plate As-
scratches on mating surfaces. Clean valve body assemblies," section of this Service Manual.
sembly. Check for stuck valves, dirt, scratched valves
or body and burrs on valves. Torque valve body bolts Upon completion of the air pressure check, and serv-
to specification. icing the valve body assembly, install the valve body
assembly, accumulator cover, and transmission oil pan.
R. ACCUMULATOR-Check accumulator cover Fill the transmission to proper level with fluid, and ad-
screw tightness and piston for broken rings. Torque just the control cable and throttle linkage.
accumulator cover screws to specifications.
T. GOVERNOR-Clean assembly, and check weight
S. AIR PRESSURE CHECKS-The front clutch, rear assembly and valve for burrs, scratches or sticky opera-
clutch, kickdown servo, and low and reverse servo may tion. Examine the governor valve shaft, shaft snap rings
be checked by applying air pressure to their respective
passage when the valve body is removed. To make the and seal rings.
complete air pressure check proceed as follows. Refer U. REAR PUMP-Clean and inspect assembly for
to Figure 247. side and diametral clearance. Note whether rear oil
Raise the vehicle on a hoist, drain the transmission pump pinion ball is in place. Examine output shaft
fluid and remove the accumulator cover and valve support face for scoring.
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272 CHASSIS
a. FRONT PUMP-DRIVE SLEEVE-Clean and in- (9) Front clutch check valve ball.
spect assembly for side and diametral clearance. Ex- d. REAR CLUTCH-Clean and inspect discs, plates,
amine oil pump inner and outer rotor for scoring. Check
return spring and piston. Check the following rear clutch
front pump drive sleeve seal rings. circuit leakage possibilities.
b. REGULATOR VALVE BODY, MATING SURFACES,
GASKET-Clean and inspect valve body for scratches (1) Valve body and valve body to case mating
and scoring on valve bores and face which bears surface.
against the front pump housing. Examine the valve body (2) Output shaft support to case mating surface.
to determine if the secondary reaction orifice is free of (3) Output shaft small and large seal rings.
dirt. Check gasket for uniformness of compression by (4) Intermediate shaft No. 4, 5, and 6 seal rings.
valve body. (5) Rear clutch oil feed tube.
c. FRONT CLUTCH - Clean and inspect discs, (6) Sun gear rear clutch seal rings.
plates, drive hub, return spring, piston levers, cushion (7) Rear clutch piston inner and outer seal rings.
spring and retainer. Check the following front clutch (8) Rear clutch check valve ball.
circuit leakage possibilities: (9) Kickdown piston rod guide seal ring and rod
(1) Valve body and valve body to case mating guide to kickdown rod fit.
surface. (10) Large kickdown piston seal ring.
(2) Accumulator small and large piston rings. e. PLANETARY GEAR SET-Clean and inspect gear
(3) Regulator valve body to case mating surface. set for worn thrust washers, nicked or rough gear teeth,
(4) Torque converter reaction shaft seal ring. and excessive pinion end clearance.
(5) Input shaft small and large seal rings. f. LOW SPEED OVER-RUNNING CLUTCH-Clean
(6) Intermediate shaft No. 1, 2, and 3 seal rings. and inspect the overrunning clutch assembly for brin-
(7) Front clutch oil feed tube. nelled rollers and/or cam and improperly assembled
(8) Front clutch piston inner and outer seal ring. rollers or springs.
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PART TWO
ENGINE AND ELECTRICAL
ENGINES
IGNITION SYSTEM
STARTING SYSTEM
GENERATING SYSTEM
COOLING SYSTEM
FUEL AND EXHAUST SYSTEM
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274 ENGINE AND ELECTRICAL
58P88
58P87 Golden Commando-350 Cubic Inch Engine

Dual Fury V-800-318 Cubic Inch V-8 Engine
58P89
58P86
Power Flow 6-230 Cubic Inch Engine Fury V-800-Typical of 301 and 318 Cubic Inch Engine
MyMopar.com
275
PART TWO ENGINE AND ELECTRICAL

SECTION I ENGINES
Page Page
Data and Specifications 280-282-284-306-312 12. Chain Case Cover, Gasket, and Oil Seal . . 293
1. Cylinder Head and Gasket 275 13. Timing Chain and Sprockets 294
2. Oil Pan and Gasket 276 14. Valves-V-8 Engines 295
3. Cylinder Block 277 15. Valves-6 Cylinder Engines
4. Core Hole Plugs 303
277 16. Flywheel
5. Pistons 278 305
6. 17. Engine Mountings 305
Piston Pins 281
7. Piston Rings 18. Replacement Engines 307
285
8. Crankshaft 19. Engine Oiling System 308
285
9. Crankshaft Bearings 286 20. Engine Tune-Up Procedures 315
10. Connecting Rods and Bearings 290 21. Torque Converter and Housing 317
11. Camshaft and Bearings 291 22. Diagnosis Procedures 319
1. CYLINDER HEAD AND GASKET REPLACEMENT
When a cylinder head is removed, exercise care to V-8 ENGINE-Drain cooling system, remove intake
prevent damage to the mating surfaces of the cylinder manifold, exhaust manifolds, and rocker covers. To re-
head and cylinder block. Clean the machined surfaces move the push rod on the 277, 301 or 318 cubic inch
and inspect for nicks or scratches. Inspect all cored engines, back out all tappet adjusting screws until the
passages. Check surfaces for parallelism with a quality screw is clear of the push rod socket. Slide the arm to
straight edge. one side, compressing the rocker shaft spring, and lift
out the push rod. See Figure 1.
A new gasket should always be installed whenever When working on the 350 cubic engine, remove the
a cylinder head is removed. Inspect the new gasket to rocker shaft assembly and slide out push rods. Refer to
make certain all holes are punched out and that sealing Figure 2. It is important that push rods be placed in a
ridges are not creased. This is important to insure a suitable rock in order that each rod can be reinstalled
positive seal around each opening. Coat the new gasket in its original position. Remove the cylinder head bolts
on both sides with a light application of a suitable and carefully lift off the cylinder head. Note the two
sealer. dowel guide pins in the cylinder block.
LOCATING ARROW ROCKER ARMS-RIGHT
TAPPET
CHAMBER ,
COVER
PUSH ROD i""

ROCKER ARM
ROCKER ARMS-LEFT
YY ROCKER ARMS-RIGHT
58P50 58x139 OCATING ARROWS
Figure 1-Removing Push Rods from V-8 Engine- Figure 2-Rocker Arms and Tappet Chamber Cover-
277, 301 and 318 Cubic Inch Engine 350 Cubic Inch Engine
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SIX CYLINDER ENGINE-When installing the cylin-

2 14 der head, always use a new gasket. Coat the threads
of the cap screws with sealer except the three screws
that lead into the intake manifold ports. If a sealer is
9-
used on these cap screws, there is a possibility that it
15 21 will be drawn into the valves.
TORQUING SEQUENCE
Figure 3-Sequence for Tightening Cylinder Head-
6 Cylinder Engine Cylinder head bolts should be tightened in sequence.
See Figures 3, 4 and 5. Tighten all bolts evenly the first
time around to a torque of 35 foot-pounds. Repeat the
tightening procedure and tighten the bolt in sequence
to the specified torque. Run the engine until normal
16,6AiLida----u-daa operating temperature is reached. Then recheck all
ts itt cylinder head bolts and tighten to specified torque.
5 9 V-8 Engine (350 cu. in.) 70 ft. lbs.
V-8 Engine (277, 301, 318 cu. in.) 85 ft. lbs.
6 Cylinder Engine 70 ft. lbs.
2. OIL PAN AND GASKET

To remove the oil pan from either the 6 cylinder or V-8
engines, drain oil, remove steering and idler arms, dust
6 10 shield, and starter motor. In addition, on V-8 engines,
8 57P78 remove the exhaust cross-over pipe, distributor cap (ex-
cept 350 cu. in. engines) and the crankcase outlet breath-
Figure 4-Sequence for Tightening Cylinder Head- er pipe.
V-8 Engine-277, 301 and 318 Cubic Inch Engine
Disconnect the motor mounts and raise engine ap-
proximately two inches. Support the engine by placing
wooden blocks under the motor mounts. Then remove
the oil pan.
Before installing the oil pan clean the pan and pan
rail of the cylinder block. The cork end seals on the 6
cylinder engine oil pan should be installed so that the
ends protrude above the oil pan about Vs inch. Do not
cut off the ends. The ends will compress against the
block and form a better seal. See Figure 6. Gaskets may
be installed with a suitable sealer applied to both sides.
REAR f V8-NEOPRENE SEAL
6-CORK GASKET
58x137 16 12 8 4 2 6 10 144
GASKET
Figure 5-Sequence for Tightening Cylinder Head-
V-8 Engine-350 Cubic Inch Engine
GASKET
CAUTION
(350 cubic inch engine) DRAIN PLUG
Extreme caution must be exercised when tight-
/
ening the rocker shaft bolts so that the hydraulic
tappets have sufficient time to bleed down to their SIDE RAIL GASKET
operating length. If tappets are forced down too OVERLAPS SEAL-
DO NOT CUT OFF
rapidly when tightening the bolts, damage to the FRONT{ V8-NEOPRENE SEAL ENDS OF GASKET
6-CORK GASKET 57P36
push rods, tappet bodies, or rocker arms will
result. Figure 6-Oil Pan Gaskets and Seals Installed
Typical of 6 Cylinder and 277, 301 and 318 Cubic Inch V-8 Engines
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ENGINES 277
CORE HOLE PLUGS

RIDGE REMOVER
TOOL
DRIVING TOOL
4
57P81 54x312
Figure 7-Removing Cylinder Bore Ridge Figure 9-Installing Cylinder Block Core Hole Plug
Typical of all Engines Typical of all Engines
3. CYLINDER BLOCK crosswise, and lengthwise to determine what variation

exists. If the cylinder bores are more than .005 inch out
When reconditioning cylinder bores, it is important of round, or have a taper of more than .020 inch, the
to remove the top ridge before pistons are removed bores should be rebored and new pistons fitted.
from the cylinder block. Use a reliable ridge reamer
for this operation. See Figure 7. Care must be exercised HONING CYLINDER BORES
so as not to cut below the top of the upper piston ring To remove light scratches, scoring or scuffing, cylinder
position in the bore. Cover pistons to catch cuttings. bores can be satisfactorily honed. Honing limits should
Clean cylinder bores after removing ridge. Pistons and not exceed .005 inch removal of metal. If only one or
connecting rod assemblies must be removed from the two cylinder bores have light scratches or scores, hone
top. Rotate crankshaft until piston is at bottom dead the cylinders up to .005 oversize and use new .005 inch
center. Then remove cap and push out piston. Always oversize pistons. It is important that cylinder bores are
reinstall connecting rod cap to prevent mixing. absolutely clean before fitting pistons.
CHECKING CYLINDER BORES BORING CYLINDER BORES
Cylinder bores should be checked for taper or out-of- Cylinder bores that are badly scuffed, scored, over
round. See Figure 8. Check each bore at the top, bottom, .005 inch out of round or exceed .020 inch taper, should
- INN ON - 11111 wit be rebored. Working operation should be closely coordi-
nated with fitting of pistons so that specifications can be
maintained. Clean bores thoroughly before fitting
pistons.
TOOL-CM119 CLEANING CYLINDER WALLS
After honing, clean the cylinder walls with a brush,
using soap and water. Wipe the walls dry with a clean
rag.
Be sure to lubricate the piston and rings with a coat-
ing of oil before installing them in the cylinder block
when assembling the engine.
4. CORE HOLE PLUGS

To remove a core hole plug, use a center punch or
57P79
similar tool to drive in the center of the plug. Before
Figure 8-Checking Cylinder Bore for Out-of-Round installing the new plug, make sure seat is clean, smooth
or Taper and even. Apply a suitable sealer and install plugs
Typical of all Engines with curved side out. See Figure 9.
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V-8 B .029 TO .034 IN. LESS 5. PISTONS

PISTON THAN DIAMETER AT (C)-
A The pistons used in Plymouth engines are cam ground
so that the diameter at the pin boss is less than its
diameter across the thrust face. This allows for expan-
45° sion under normal operating conditions. Under operat-
ing temperatures, expansion forces the pin bosses away
from each other, thus, causing the piston to assume a
more nearly round shape. It is important that pistons be
checked for taper and elliptical shape before they are
fitted into the cylinder bore. See Figures 10, 11 and 12.
THE ELLIPTICAL SHAPE OF
THE PISTON SKIRT SHOULD DIAMETERS AT (C) AND (D)
BE .009 TO .010 IN. LESS CAN BE EQUAL OR HAVE A FINISHED PISTONS
AT DIAMETER (A) THAN ±0.0005 IN. TAPER IN
ACROSS THE THRUST PISTON SKIRT All pistons are machined to the same weight in grams,
FACES AT DIAMETER (B).
57P253 regardless of oversize to maintain piston balance. For
cylinder bores which have been honed or rebored,
Figure 10-Piston-V-8 Engine-277, 301 and pistons are available in standard and the following
318 Cubic Inch Engine oversizes: .005, .020, .030, .040, and .060 inch.
040-.048 IN. LESS

SEMI-FINISHED PISTONS
THAN AT DIA. IC
111. Semi-finished pistons are available for the 6 cylinder
%WI=
engines only. If the measurement of a reconditioned
1:111 II
bore is such that standard finished piston is not avail-
able for the particular size, a semi-finished piston can
be used. They are available in two sizes:-(1) for cylin-
der bores from standard to .023 inch oversize, and (2) for
cylinder bores from .025 inch to .060 inch oversize. Only
D
THE ELLIPT CAL SHAPE OF DIAMETER AT (C) AND (D
the skirt and lands of a semi-finished piston reqnire
THE PISTON SKIRT SHOULD CAN BE EQUAL OR DIAM finishing. Do not use a .025 inch to .060 inch oversize
BE .010-.0 2 IN. LESS AT ETER AT (D) CAN BE .00 piston to make a piston below .025 inch oversize because
DIAMETER (A) THAN IN. GREATER THAN (C).
ACROSS THE THRUST the finished ring grooves will be too shallow, causing
FACES AT DIAMETER (B). ring failure. A semi-finished piston should be finished
MEASUREMENT IS MADE
1/s IN. BELOW LOWER elliptical in shape and tapered to correct measurements
RING GROOVE. 58P54 with cam grinding equipment. These pistons must not
be finished to a circular shape.
Figure 11-Piston-V-8 Engine-350 Cubic Inch Engine
0.028 TO 0.033 IN. LESS - IMPORTANT

6 CYL. THAN DIAMETER AT (D)
When a piston is finished to proper size, its weight
PISTON
should be brought to the average weight of the old
pistons. If all new pistons are installed, the difference
in weight should not exceed plus or minus 2 grams.
FITTING PISTONS
D
3
6 CYLINDER AND 277, 301, AND 318 CUBIC INCH V-8
ENGINES-Piston fitting should be done at normal room
THE ELLIPTICAL SHAPE OF THE SKIRT OF THE PISTON
THE PISTON SKIRT SHOULD SHOULD TAPER SO THAT temperature, 70° F, with the use of a spring scale and a
BE 0.012 TO 0.014 IN. LESS
AT DIAMETER (A) THAN
THE DIAMETER AT (C) IS strip of '/2 inch wide feeler stock of a specified thick-
FROM 0.0005 TO 0.0015
ACROSS THE THRUST LESS THAN AT (D). ness. Use .002 inch thick feeler stock for 6 cylinder
FACES AT DIAMETER (B). 57P305 engines and .0015 inch for V-8 engines. The feeler stock
should be long enough to extend into the bore to the
Figure 12-Piston-6 Cylinder Engine full length of piston travel.
MyMopar.com
ENGINES 279
57P80
457P103
Figure 13-Fitting Pistons in Cylinder Bore Figure 15-Fitting Piston Pin in Piston
Typical of 6 Cylinder and 277, 301 and 318 Cubic Inch V-8 Engines
Before fitting the piston, make sure cylinder bore and IMPORTANT
piston are absolutely clean. Coat the cylinder bore Do not fit the piston in the cylinder bore with the
lightly with SAE lOW engine oil. Insert the piston in piston pin installed. The pin may distort the piston
the bore upside down, with the feeler stock between the and a false fit may be indicated.
thrust face of the piston and cylinder wall. Hold the
piston and draw the feeler stock out straight with the
spring scale as shown in Figure 13. The amount of pull
to withdraw the feeler stock should be from 5 to 10 FRONT.. 46,--INDENT
pounds.
COMPRESSION
350 CUBIC INCH V-8 ENGINE-Piston and cylinder RINGS 11010--
bores must be clean and dry and should be measured
at normal room temperature, 70° F. The piston diameter
should be measured at the top of the skirt 90° to the OIL RING/
piston pin axis. The cylinder bores should be measured LOCK RING
halfway down the cylinder bore and crosswise to the
centerline of the engine. The specified clearance be-
PISTON PIN
tween the piston and cylinder bore is .005 to .0015 inch.
LARGE CHAMFER
"V" SLOT f
fr"
54x319
55P1017
Figure 16-Piston and Connecting Rod Assembly-
Figure 14-Fitting Piston Pin in Connecting Rod V-8 Engine-Right Bank
Typical of 6 Cylinder and 277, 301 and 318 Cubic Inch V-8 Engines Typical of V-8 Engines
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ENGINE
P-30 P-31 LP-2

and 277 350
MODEL LP-1 301 cu. in. 318 cu. in.
cu. in. cu. in.
Number of Cylinders 6 8
Taxable Horsepower 25.4 45.0 48.9 52.8

Piston Displacement (cu. in.) 230 277 301 318 350
Bore 31/4 33/4 32%2 4%6
Stroke 45 /a 3'/a 3%a 3%
Compression Ratio 8.0 to 1 8.5 to 1 9.25 to 1 9.0 to 1 9.25 to 1 10.0 to 1
Maximum Brake Horsepower 132 197 215 *235 f290 225 *250 -290 *305
(At specified engine r.p.m.) at at at at at at at at at
3600 4400 4400 4400 5400 4400 4400 5200 5000
Maximum Torque (Ft. Lbs.) 205 270 285 305 325 330 340 330 370
(At specified engine r.p.m.) at at at at at at at at at
1600 2400 2800 2800 4000 2800 2800 3600 3600
Compression Pressure at min

cranking speed of 150 RPM, 120 -150 125-165 150-180
plugs removed, and wide P.S.I. P.S.I. P.S.I.
open throttle
Maximum Variation
10 P.S.I. 15 P.S.I. 25 P.S.I.
Between Cylinders
Cylinder Numbering Left Bank 1-3-5-7
1-2-3-4-5-6
(From Front of Engine) Right Bank 2-4-6-8
Firing Order 1 -5- 3 -6 -2 -4 1-8-4-3-6-5-7-2
-0
o Type Replaceable-Steel Backed Babbitt
r0 In
.1N tg Diameter and Length 21 /16x1 in. 21/4 x 13/16 in. 2%x5/,4
-I g Clearance Desired .0005 in. to .0015 in.
d Side Clearance 006-.011in. .006-.014 in. .009-.017
Type Replaceable-Steel Backed Babbitt

Number of Bearings 4 5
Clearance Desired .0005 in. to .0015 in.

g Diameter (Nominal) 21/2 in. 2% in.
as
Effective Length
is No. 1- 1.09 in. .750 in. .9375 in.
No. 2- .89 in. .750 in. .9375 in.
No. 3- .89 in. .780 in. 1.250 in.
No. 4- 1.43 in. .750 in. .9375 in.
No. 5- 1.190 in. .9375 in.
*Super-Pak f Fury *Golden Commando
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ENGINES 281
FRONT*. 'INDENT
COMPRESSION NUT (TOOL)
RINGS 4104;) J ANVIL (TOOL)
40101' PISTON
OIL RING/ \\
PILOT (TOOL)
LOCK RING
MAIN
PISTON PIN SCREW (TOOL)
PISTON PIN
CONNECTING ROD
58x195
Figure 18-Tool Arrangement for Removal of Piston

Pin-350 Cubic Inch V-8 Engine
LARGE CHAMFER
chamfer at the insert end of the connecting rod. See
"V" SLOT Figure 17.
6 CYLINDER ENGINE -Assemble piston to the rod
with the slot in piston on the side opposite to the
54x320
marking on the machined bolt boss of the connecting
rod.
Figure 17-Piston and Connecting Rod Assembly-
V-8 Engine-Left Bank PISTON PIN REMOVAL
Typical of V-8 Engines (350 Cubic Inch V-8)
The piston pin is held in place in the connecting rod
6. PISTON PINS by an interference fit between the rod and the pin. To
FITTING PISTON PINS

6 CYLINDER AND 277, 301, AND 318 CUBIC INCH V-B
Vitt,- PRESS
ENGINES-Test the piston pin fit in the connecting rod
as illustrated in Figure 14. This should be a tight thumb
press fit at normal room temperature, 70° F. MAIN SCREW
Test the piston pin fit in the piston as shown in Figure (TOOL)
15. This should be a tight double thumb press fit at
normal room temperature, 70° F. -PILOT (TOOL)
If the pin cannot be installed as explained, use an
expansion reamer to enlarge the hole. Use extreme care
and take very light cuts, alternately reaming and fitting. .4--- PISTON
This will prevent cutting too much of the metal at one PISTON PIN
time and will insure a better fit.
ASSEMBLING PISTONS TO CONNECTING ROD
V-8 ENGINE, 277, 301, AND 318 CUBIC INCH-As-
semble pistons to the connecting rods on the right hand ANVIL (TOOL)
cylinder bank (Nos. 2, 4, 6 and 8) with the indent on the
top of the piston on the side opposite to the large cham-
fer at the insert end of the connecting rod. See Figure 16.
8x166
Assemble pistons and rods on the left bank (Nos. 1,
3, 5 and 7) with the indent on the same side as the large Figure 19-Removing Piston Pin-350 Cubic Inch Engine
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ENGINE DATA AND SPECIFICATIONS (Continued)
P-30 P-31 LP-2

and
MODEL LP-1 277-301-318 cu. in. 318 cu. in. 350 cu. in.
is Type Counter-Balanced
.0
CO
End Thrust Taken By Rear Main Bearing No. 3 Main Bearing
tj End Play .003 in. to .007 in. .002 in. to .007 in.
Drive Silent Chain
Bearing Type Replaceable-Steel Backed Babbitt
Ea
17 Number of Bearings 3 5
5
Thrust Taken By Thrust Plate Cylinder Block
7210 End Play .002 in. to .006 in.
ts
Ts Bearing Clearance .001 in. to .003 in.
0 Diameter No. 1- 2 in. x 1%2 in. 2 in. x 7a in. 2 in.
8 and No. 2- 13%2 in. x Vs in. 16%4 in. x % its. 16%4 in.
Length No. 3- 11%6 in. x % in. 131/32 in. x % in. 131/32 in.
No. 4- Bored in Block 16%4 in. x % in. 161/64 in.
No. 5- 13/46 in.x 15/16 in. 1% in.
Adjustment None
1 Number of Links 48 68 50
C.)
Width 1.02 in. .875 in.
Stem Diameter .340 in. to .341 in. .372 in. x .373 in. (Std )
DI
Head Diameter 1.53 in. 1.84 in. 1.95 in.

> Length 4.84 in. 4.60 in. 4.84
a)
As
.,.:0 Stem to Guide Clearance .002 in.
41
Face Angle 45°
Stem Diameter .340 in. to .341 in. .371 in. to .372 in.
aa)
.k. Head Diameter 1.41 in. 1.56 in. 1.600 in.
0
>
Length 4.89 in. 4.58 in. 4.82 in.
0
.. Stem to Guide Clearance .004 in. .003 in. .002-.004 in.
DI
Face Angle 45°
Number 12 16
Free Length 2 in. 115/16 in. 2%

04
rn Pressure (Valve Open) 107 to 115 lbs. 173-187 lbs.
> at 138 in. 160-172 lbs. at 1 %6 in. at 11%2 in.
/ Pressure (Valve Closed) 40 to 45 lbs. 75-85 lbs.
1% in. 68-76 lbs. at 111/16 in. at 15%4 in.
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ENGINES 283
Lubricate the piston pin holes in the piston and con-

Q4P, ANVIL (TOOL) necting rod. Arrange the parts of Tool C-3624 as shown
(44 SPRING (TOOL)
PILOT (TOOL)
in Figure 20. Insert the spring inside the pilot and install
the assembly in the anvil. Install the piston pin over the
PISTON main screw. Place the piston, with "front" up, over the
NUT
pilot so that the pilot extends through the piston pin hole.
(TOOL) PISTON PIN
Then position the rod over the pilot. Insert main screw
MAIN SCREW and pin assembly through piston and install puller nut.
(TOOL) Install assembly in press and press pin into piston until
it bottoms on the pilot. See Figure 21.
Assemble pistons and rods on the left bank (Numbers
CONNECTING ROD
1, 3, 5, and 7) with the indent in the piston on the same
side as the large chamfer at the insert end of the con-
necting rod. Refer to Figure 17.
58x196
Assemble pistons and rods on the right bank Numbers
Figure 20-Tool Arrangement for Installation of Piston 2, 4, 6, and 8, with the indent in the top of the piston on
Pin-350 Cubic Inch Engine the side opposite to the large chamfer at the insert end
of the connecting rod. Refer to Figure 16.
remove the pin, arrange the parts of special Tool C-3624
as shown in Figure 18. Install the pilot on main screw CHECKING PISTON PIN FIT
and install screw through piston pin. Install anvil over 1350 Cubic Inch V-8)
threaded end of main screw with the small end of the
anvil against the piston boss. Install the nut loosely on Assemble the parts of Tool C-3624 to the piston and
connecting rod assembly as shown in Figure 18. Place
the main screw and place assembly in the press. Press
the assembly in a vise as shown in Figure 22 and attach
out pin as shown in Figure 19.
torque wrench. Apply up to 25 foot-pounds torque. If
PISTON PIN INSTALLATION the connecting rod moves downward on the piston pin,
1350 Cubic Inch V-81 reject the connecting rod and piston pin. Obtain a new
Before installing the piston pin in the connecting rod, rod and pin and repeat installation and checking pro-
check the pin fit in the piston. Pin should be a thumb cedure.
press fit at normal room temperature, 70° F.
PRESS
NUT -TORQUE WRENCH
-MAIN SCREW SOCKET
(TOOL)
PISTON .4 ANVIL
PISTON PIN
PISTON
PILOT
SCREW
(TOOL)
ANVIL (TOOL)
58x167 58x168
Figure 21-Installing Piston Pin-350 Cubic Inch Engine Figure 22-Testing Piston Pin Fit-350 Cubic Inch Engine
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ENGINE DATA AND SPECIFICATIONS (Continued)
P-30 P-31 LP-2

MODEL and
LP-1 277 cu. in. 301 cu. in. 318 cu. in. 350 cu. in.
Valve Seat Width (Intake) .060 in to .085 in.
5/6 4 in. .040 in. to .060 in.
(Exhaust)
Valve Guides Replaceable Reamed in Cylinder Heads
Type Self -locking adjusting screw Hydraulic
0
ft Body Diameter 5/13 in. .9040 in. to .9045 in. (Std.)
0
E' Radial Clearance .0002 to .001 n. .0005 in. to .0015 in.
Marks Located On Pulley
Intake Opens (°B.T.C.) 12° 14° 8° 17° 8° 17° 21° 15°
tr,
Exhaust Closes (°A.T.C.) 6° 12° 8° 21° 8° 9° 17° 15°
E: I Exhaust Opens (°B.B.C.) 50° 52° 52° 55° 52° 55° 55° 57.
a)
Intake Closes (°A.B.C.) 44° 47° 52° 59° 52° 47° 59° 57.
b
Running Clearance
(Intake) .010 (Hot) .008 in. (Hot)
(Exhaust) .010 (Hot) .018 in. (Hot)
U-Slot
Type Slotted-Cam Ground with Steel Belt
Cam Ground
Material Aluminum Alloy
ou'
5-10
o Pounds Pull With .0015 in. x 1/2 in. feeler stock
Clearance Hand Fit
a, .002 x 1/2 in. 5-10 pounds pull
Feeler Stock
Weight (ounces) 15.8 19.2 20.9 21.0 24.5
Piston Length 311 /16 in. 3%2 in. 37/32 in. 37/16 in.
Press Fit
Type Floating
in Rod
2.738 in. to
Length 2.990 to 3.000 in. 3.44 in.
2.753 in.
o .8591 in. to
Diameter .9841 to .9843 in. 1.094 in.
a. .8593 in.
.00015 to
Fit in Piston .0000 in. to .0005 in.
.00065
Compression Rings 2
Oil Rings 2 1
0 Width-Compression .093 in. .0775 in. to .0780 in.

-Oil .150 in. .1860 in. to .1865 in.
.013 in. to
Piston Ring Gap .010 in. to .020 in.
.025 in.
Side No. 1 Comp. .0025 to .004 .0015 in. to .003 in. .002 to .0035
Clear- No. 2 Comp. .002 to .0035 .001 in. to .0025 in. .002 to .0035
ance Oil Ring .001 to .0025 .001 in. to .003 in. r
0012 to .0025
MyMopar.com
ENGINES 285
6 CYL. V8
1 UPPER
COMPRESSION
RING
LOWER
I af-.....COMPRESSION
RING
A
FEELER GAUGE
in114
PISTON RING 0 RING
I '111_
41. EXPANDER
55P1204 55P 1205
Figure 23-Measuring Piston Ring Gap-6 Cylinder Figure 25-Piston Rings Assembled to Piston
Engine
Typical of V8 Engines
8. CRANKSHAFT
57P108
PISTON RING When removing the crankshaft pulley from the 6
cylinder and 350 cubic inch V-8 engines use puller C-
3033. No puller is required to remove the pulley or
sprocket on 277, 301, or 318 cubic inch V-8 engines. Tap
the pulley or sprocket lightly with a soft rubber hammer
if necessary.
MAIN BEARING CAPS
V-8 ENGINE-Main bearing caps Nos. 1, 2, 3 and 4
are marked at the bottom. Make sure they are installed
correctly and in their proper position.
6 CYLINDER ENGINE-Before removing the No. 2 and
No. 3 main bearing caps punch mark the caps and the
FEELER GAUGE block so that the caps may be reinstalled in their origi-
RING GROOVE nal position and location. Failure to reinstall the caps
Figure 24-Checking Piston Ring Groove Clearance in their original position may result in a broken cap.
The crankshaft journals should be examined for
scoring, cracks, excessive wear or overheating. Scored
7. PISTON RINGS or badly worn journals should be reground and under-
PISTON RING GAP size bearings installed. Journal of an overheated crank-
shaft will have a bluish tinge, in which case, a new
Measure the piston ring gap with the ring about two crankshaft should be installed. Main bearing and con-
inches from the bottom of the cylinder bore to which necting rod journals should be checked for out of round
it is fitted. Use an inverted piston to push the piston ring and taper. Allowable limit is .001 inch before regrinding.
down squarely in the cylinder bore. Refer to Data and
Specifications for allowable clearance. See Figure 23. V-8 ENGINE-When regrinding crankshaft journals,
use extra caution to prevent grinding the undercut fillets
PISTON RING SIDE CLEARANCE of the journals. These fillets are formed by a shot peen-
Make sure piston ring grooves are clean. Measure ing method to provide maximum strength at the fillet
the clearance between the piston ring and land as shown area. Do not grind the thrust faces of the No. 3 main
in Figure 24. See Data and Specifications for allowable bearing.
clearances. Grinding limits of journals should not exceed .012
Install piston rings on piston with a suitable piston inch reduction of the original journal diameter. The
ring applier. It is important that piston rings be installed smallest undersize replacement bearing is .012 inch
correctly as shown in Figure 25. undersize.
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A-CRANKSHAFT MAIN BEARING

6 CYLINDER ENGINE-When regrinding be sure to
FILLETS, TRUE RADIUS I/8 IN. maintain crankshaft bearing fillets. See Figure 26. To
B -CONNECTING ROD BEARING avoid damaging polished surface, do not touch shoulder
FILLETS, TRUE RADIUS Ye IN.
FILLET with grinding wheel. The fillet radius must be gi inch
SHOULDER
REAR MAIN BEARING (plus 0, minus 1/32 inch). Too great a fillet radius will
THRUST FACE
CONNECTING ROD BEARING JOURNALS
permit the bearing to ride the fillet, resulting in bearing
failure.
After regrinding, use hand grinder to remove rough
edges from all crankshaft oil holes. Clean out all oil
passages. Do not grind thrust face of rear bearing
journal. The width of this journal controls end play.
B
CRANKSHAFT MAIN BEARING JOURNALS

END PLAY
45X7
To determine crankshaft end play, attach a suitable
dial indicator to the engine pan rail with the dial indi-
Figure 26-Crankshaft and Connecting Rod Bearing cator plunger bearing on the crankshaft flange. Pry the
Fillets-6 Cylinder Engine crankshaft fore and aft and record readings. Allowable
limits are .003 to .007 inches for 6 cylinder engines and
ppTOOL BEARING ""kt TOOL BEARING .002 to .007 inches for V-8 engine. Thrust is taken up by
the number four rear main bearing on 6 cylinder engines
and the number three main bearing on V-8 engines.
9. CRANKSHAFT BEARINGS
REPLACEMENT BEARINGS
When .001 inch thicker wall (undersize) crankshaft

main bearings are used for production engines an iden-
tification mark is stamped on the machined surface of
the crankshaft center counterweight for 6 cylinder en-
gines and the No. 3 counterweight on V-8 engines. When
the thicker crankshaft main bearings are used, the
crankshaft will be marked Ml, M2, etc.; depending upon
which journal has the .001 undersize bearing.
A .001 thicker wall bearing has an inside diameter
REMOVING INSTALLING 55PI329 .001 inch less than a standard bearing. Each half of the
Figure 27-Removing and Installing Main Bearing bearing is only .0005 thicker. Replacement crankshaft
Upper Insert with Special Tool main bearings are available in the following undersizes:
V-8 Engines-.001, .002, .003, and .012 inch.
6 Cylinder Engines-.001, .002, .003, .010, .012,
.020, .030 and .040 inch.
MAIN BEARING REMOVAL

Main bearing inserts can be removed with the engine
installed if extreme caution is exercised when removing
the upper insert. A special tool is available for this
operation. Never remove bearings with a screw driver
or similar tool. This usually results in damage to the
bearing journal or bearing bore. Use tool C-3059 when
removing upper inserts in V-8 engines and use Tool
C-584 when working on 6 cylinder engines. Replace one
55P1333 bearing at a time. Insert the pin of the tool in the crank-
shaft oil hole as shown in Figure 27. Then remove the
Figure 28-Result of Dirt on Back of Bearing Insert insert by slowly rotating the crankshaft.
MyMopar.com
ENGINES 287
INSPECTION OF BEARING HALVES BEARING CAP
The appearance of the babbitt lining of a bearing 1.-- BEARING

insert cannot be used as an indication of its running
clearance. Before checking bearing clearance, how-
ever, a visual inspection can be made to determine
whether the bearing is suitable for further use.
PLASTIGAGE
Discoloration or dull appearance does not affect the
good quality or usefulness of the bearing insert. Look
for excessive grooving, scoring or too much foreign
material embedded in the babbitt. Shiny spots on the
babbitt indicating wiping action are a sign of too little
clearance brought about by crankshaft journal taper
or out-of-round, damage to back of insert or dirt behind
the insert. See Figure 28.
4iv
If the bearing clearance is correct, all other factors, Figure 29-Checking Main Bearing Clearance
such as dull or varnished appearance, dark gray color, with Plastigage
lack of brightness and similar minor irregularities can
be disregarded. Such a bearing can give satisfactory
service for many additional thousands of miles, pro- gage strip parallel with the crankshaft on the bearing
vided the clearance is satisfactory. insert or crankshaft journal. See Figure 29.
Install the bearing cap and tighten the cap bolts alter-
MEASURING BEARING CLEARANCE
nately to the specified torque.
Bearing life and quiet engine operation depend upon Remove the bearing cap and measure the compressed
the establishment of the proper clearance between the material across the widest flattened width with the
babbitt lining of the bearing insert and crankshaft graduated scale. Allowable bearing clearance is from
journal. .005 to .0015 inches. If the compressed plastigage tapers
Excessive clearance will result in bearing noise, while at any point, and differs more than .001 inches as meas-
insufficient clearance results in lack of lubrication and ured with the graduated scale, the journal should be
may cause a wiping action resulting in damage to the checked with micrometers.
bearing insert or crankshaft journal. Excessive crank-
shaft journal taper, or an out-of-round condition will pre-
vent proper fitting of the bearing insert, causing pre- IMPORTANT
mature bearing failure. If crankshaft does not meet
specifications, regrind the crankshaft journals. If bearings are measured with the engine in the
chassis, the crankshaft must be supported in order
When checking the clearance of a bearing, do not to take up clearance between the upper bearing
loosen the other bearing caps. This would disturb crank- insert and crankshaft journal. Use extreme caution
shaft alignment, cause binding and result in false indi- when this is done to avoid unnecessary strain on the
cation of clearance. Remove spark plugs to relieve crankshaft or bearings or false reading may be ob-
compression. tained. Do not rotate crankshaft while plastigage
is installed.
PLASTIGAGE METHOD-Fitting bearings by the
Plastigage method consists of compressing a plastic like
material between the crankshaft journal and bearing
insert. The flattened material is then measured by a INSTALLATION OF BEARING INSERTS
graduated scale on the packing envelope, thus indicat-
ing bearing clearance. Accuracy depends on cleanliness When installing new upper main bearing inserts,
of the journal and bearing cap and ability of the indi- remove the sharp edges from the back side of bearings
vidual to accurately read the graduated scale. Check by chamfering slightly. This will permit ease of rotation
one bearing at a time leaving other caps tightened to of the bearing in the shells. Start the bearing insert in
their specified torques. place with tool inserted in the oil hole of the crankshaft.
Rotate crankshaft counter-clockwise, sliding insert into
Remove the bearing cap and wipe the crankshaft place. See Figure 27. Use Tool C-548 on 6 cylinder en-
journal and bearing cap to remove oil. Place the plasti- gines and Tool C-3059 on V-8 engines.
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TOOL
OIL 01 SEAL
SEAL
THRUST BEARING
OW.* .94
11
LOWER
58x172 57P98
Figure 30-Upper and Lower Bearing Inserts- Figure 31-Installing Rear Main Bearing Oil Seal-277,
350 Cubic Inch V-8 Engine 301 and 318 Cubic Inch V-8 Engine
When installing the lower half of the main bearing, halves of bearings 1, 2, and 4 are interchangeable. The
draw the cap down evenly. ALWAYS use a torque lower halves of bearing 1, 2, and 4 are also interchange-
wrench and tighten nuts or cap screws to 80 to 85 foot- able. On 1957 and some 1958 engines the upper halves
pounds. Tightening to this specified torque is extremely of bearings 1, 2, and 4 are interchangeable with the
important. lower halves. However, on later model engines, none
of the upper halves are interchangeable with the lower
halves.
NOTE
4. 6 CYLINDER ENGINE-Upper inserts of number 1
One-half of a .001 inch thicker wall bearing can and number 4 main bearing inserts are not interchange-
be used with one-half of a standard bearing. One- able. Make sure that the bearing insert with the oil feed
half of a .002 inch thicker wall bearing can be used hole is in the upper position.
with one-half of a .001 inch bearing. Never use one- 5. BEARING CAPS-Never file, dress down or shim
half of a .002 inch thicker wall bearing with one-half a main bearing cap except when installing a replace-
of a standard bearing. Never use one-half of an old ment cap. On replacement caps, stud holes are %4 inch
bearing with one-half of a new bearing. larger than production caps and bearing cap length is
ItA 6 inch shorter. This permits fitting of the replacement
cap by shimming or filing.

GENERAL INSTALLATION PRECAUTIONS
Use proper tools and make sure tools, equipment and REAR MAIN BEARING OIL SEAL
hands are clean. Dust or dirt must be prevented from AND CAP SEALS
reaching engine parts.
V-8 ENGINE, 277, 301, AND 318 CUBIC INCH-The
1. BEARING INSERTS-Never use an old bearing rear main bearing oil seal is a rope type seal of braided
half with a new bearing half. Replace inserts in pairs. asbestos. Whenever it is necessary to replace the upper
When installing, do not allow oil to get between back half of the seal, the crankshaft must be removed.
of the bearing and the bearing cap or the insert may
not transfer heat to the cylinder block. To replace the lower seal and cap seals, remove the
rear main bearing cap. Remove all seals, clean the cap
2. INTERCHANGEABILITY OF BEARING INSERTS-
and dry with compressed air. Install the rope seal with
350 Cubic Inch V-8 Engine-The upper halves of bear- the ends protruding out. Tap the seal in position with
ings 1, 2, 4, and 5 are interchangeable. The lower Tool C-3511 as shown in Figure 31, until the tool is seated
halves of bearings 1, 2, 4, and 5 are also interchange- in the bore. Hold tool down and cut off protruding ends
able. An upper halve of an insert is not interchange- flush with cap. Install bearing insert and both cap seals.
able with a lower halve. See Figure 30. See Figure 32. The long cap seal should be installed so
3. INTERCHANGEABILITY OF BEARING INSERTS- that when cap is in position, the seal is on the oil filter
277, 301 and 318 Cubic Inch V-8 Engine-The upper side of engine.
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ENGINES 289
CAP SEAL-LONG CAP SEAL-SHORT DOWEL BEARING-LOWER BEARING CAP
OIL SEAL LOWER

CAP GASKETS
OIL DRAIN
HOLE
BEARING
SHELL 56P223 OIL SEAL 54x621
Figure 32-Rear Main Bearing Cap and Seals-277, 301 Figure 34-Rear Main Bearing and Cap Seals-
and 318 Cubic Inch V-8 Engine 6 Cylinder Engine
V-8 ENGINE, 350 CUBIC INCH -When installing the

upper seal, tap the seal into position using Tool C-3625
until tool is seated in bearing bore. Hold tool in position
and cut off the projecting ends flush with the block.
Tap the seal in the seal retainer until tool bottoms and
cut off the projecting ends as shown in Figure 33. When
installing the retainer, tighten the screws to 30 foot-
pounds.
6 CYLINDER ENGINES-The rear main bearing oil
seal is a neoprene lip type seal with a steel insert. See
Figure 34. When replacing the rear oil seal, replace
both the upper and lower halves. With the cap removed
the upper seal can easily be removed with a pair of
long nose pliers. Clean the groove in the block of any
foreign matter. Insert one end of the seal in the block 55P1030
and push it into place with a rolling motion. Make sure

ends are flush with block. See Figure 35. Figure 35-Installing Upper Seal-6 Cylinder Engine
OIL SEAL
TWISTING
FIXTURE
SET SCREW
ATTEMP BENDING
TO INSERT FIXTURE
FEELER SET
STOCK AT SCREW
THESE
POINTS
A'1
58P60 B 54x321
Figure 33-Trimming Rear Main Bearing Oil Seal- Figure 36-Checking Connecting Rod and Piston
350 Cubic Inch V-8 Engine for Alignment
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terweight on V-8 engines. When the thicker bearings

are used the markings will be RI, R2, etc., depending
what rod uses the .001 inch thicker insert. Replacement
bearings are available in the following undersizes:
V-8 Engines-.001, .002, .003, .010, .012 inches.
6 Cylinder Engines-.001, .002, .003, .010, .012, .020,
.030, .040 inches.
CONNECTING ROD
BEARING CLEARANCE
Install bearings in pairs. Never use a new bearing

half with an old bearing half. When fitting bearings
47x139 do not file the connecting rod or cap to fit bearings but
use the proper size insert. When an engine is com-
Figure 37-Correcting Connecting Rod for pletely overhauled the shim method can be used to
Bend or Twist advantage. The Plastigage method has advantages
when the bearings alone are to be checked or replaced.
After installing the oil seal in the cap, install cap seals PLASTIGAGE METHOD-The measurement of con-
in position, making sure that the tabs of the cap seals necting rod bearing clearance can be done with the use
fit in the cap seal channel. of Plastigage with the engine in the chassis. After re-
moving the connecting rod cap, wipe off oil from the
CAUTION journal and inserts. Place the Plastigage on bearing,
parallel with crankshaft. Reinstall cap and tighten
Power Flow 6 - Coat the contacting lip of the rear attaching nuts alternately to specified torque.
main bearing oil seal with a light application of
grease to assure initial lubrication. Install the upper Remove cap and measure the width of the compressed
and lower seals so that the contacting lip points to- material with the graduated scale to determine bearing
ward the front of the engine. clearance. Allowable clearance is from .0005 to .0015
inches. If taper of compressed material is evident, meas-
ure with the graduated scale. If difference exceeds .001
10. CONNECTING RODS AND BEARINGS inch, journal should be checked with micrometers.
CONNECTING ROD ALIGNMENT
INSTALLING CONNECTING ROD, PISTON
CHECKING FOR BEND-Install the connecting rod AND RINGS ASSEMBLY
and piston assembly in Fixture C-481 as shown in Fig-
ure 36. The top of the piston should be flush with the V-8 ENGINE- Before installing the pistons, rings and
tool. The clearance between the piston and the tool rod assemblies in the bore, be sure that the compression
shown in (A) of Figure 36 should be zero (0), however, ring gaps are opposite one another and not in line with
a .002 inch variation is allowable. If more than .002 inch the oil ring gap. The oil ring expander gap should be
feeler stock can be inserted, the rod should be disas- toward the outside of the "V" of the engine. The oil
sembled and checked and straightened as shown in ring gap should be turned toward the inside of the "V"
Figure 37. of the engine.
CHECKING FOR TWIST-Use Tool C-481 for checking Immerse the piston head and rings in clean engine
for twist as shown in (B) of Figure 36. Tilt the piston and oil, then slide ring compressor Tool C-385 over piston
if more than .002 inch feeler stock can be inserted be- and tighten with the special wrench (part of Tool
tween piston and tool, disassemble rod and correct as C-385). Be sure the position of the rings does not change
shown in Figure 37. during this operation. Screw the connecting rod bolt
protector (part of Tool C-3221) on one rod bolt, then
REPLACEMENT BEARINGS insert rod and piston into cylinder bore. Affix the puller
part of Tool C-3221 on the other bolt, then guide the rod
When .001 inch thicker wall (undersize) bearings are
over the crankshaft journal, as shown in Figure 38.
used on production engines, an identification mark will
be stamped on the machined surface of the center coun- Tap the piston down into the cylinder bore, using the
terweight for 6 cylinder engines and the number 3 coun- handle of a hammer, as shown in Figure 39, and at the
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ENGINES 291
111
GUIDE TOOLS
TAPPET
57P83 57P90,
Figure 38-Guiding Connecting Rod on Crankshaft Figure 40-Removing Mechanical Tappet-V-8 Engine
Journal-V-8 Engine Typical of 350 Cubic Inch V-8 Engine
same time, guide the connecting rod into position on The number marking on the connecting rod should be
the crankshaft journal. The indent in the top of the on the valve side of the engine. Note that the rods have
piston must be pointing toward the front of engine. The two oil metering holes. Insert the bearing into the con-
connecting rod bores are chamfered more on one side necting rod so that oil metering hole in the bearing is
than the other and the larger chamfer must be installed on the valve side of the engine. Install the connecting
toward the crankshaft journal fillet. rod cap and tighten to 45 foot-pounds torque.
It should be noted that each bearing cap has a small
"v" groove across the parting face. When installing the 11. CAMSHAFT AND BEARINGS
lower bearing insert, make certain that the "v" groove REMOVAL AND INSPECTION
in the insert is in line with the "v" groove in the cap.
This is to allow lubrication of the cylinder wall. Install V-8 ENGINE-Drain coolant and remove radiator and
bearing caps and nuts and tighten to 45 foot-pounds. crankshaft pulley.
6 CYLINDER ENGINE-Position each ring so that no Remove fan, water pump, and water pump housing
two ring gaps are in line. Immerse the piston head in assembly. Loosen oil pan bolts sufficiently in order that
light engine oil and install ring compressor. Position oil pan clears chain case cover. Remove fuel pump,
the piston in place and tap it into the bore. The slot in chain case cover, camshaft gear and timing chain. Re-
the piston should be away from valve side of the engine. move intake manifold, distributor, distributor drive gear,
rocker cover, and valve push rods.
PISTON RING
COMPRESSING
TOOL
57P82
Figure 39-Installing Piston, Ring and Connecting Rod

Assembly-V-8 Engine Figure 41-Holding up Valves and Tappets for
Typical of 6 Cylinder Engine Camshaft Removal-6 Cylinder Engine
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Pull out tappets as shown in Figure 40. On 277, 301, FEELER GAUGE
and 318 cubic inch engines end play should be .002-.006
in. Due to the design of the 350 cubic inch engine end
play is not measured. Camshaft can now be removed.
Carefully inspect camshaft lobes and distributor and oil
pump drive gears for excessive wear or damage.
6 CYLINDER ENGINE-Drain coolant and remove
radiator core. Remove cylinder head, wheel and splash SPROCKET
shield. Support front end of engine and remove front
engine support, timing chain case cover, camshaft
sprocket and timing chain. If the valves are not being
removed, hold them up by inserting two wooden wedges
at each valve head at opposite points. See Figure 41.
Lift valve tappets up and hold them in place with spring
type clothes pins. Remove thrust plate bolts. Camshaft 56P229
can now be removed. Measure clearance between Figure 43-Measuring Camshaft End Play-V-8 Engine-
thrust plate and front bearing journal as shown in 277, 301 and 318 Cubic Inch Engine
Figure 42. The end play should be .002 to .006 inches.
Carefully inspect camshaft lobes and distributor and
oil pump drive gears for excessive wear or damage.
DIAL
INDICATOR
MEASURING CAMSHAFT BEARING CLEARANCE
Attach a dial indicator to the block with the plunger

of the indicator resting on the back of cam nearest a
bearing. Pry the shaft "to" and "from" the indicator so
that the movement will be shown on the indicator.
Check all bearings in the same manner. If the clearance
exceeds .005 inch, install a new camshaft for test pur-
pose only. Then recheck the clearance. See Figure 44.
If the clearance with the new camshaft exceeds .0035
inch, a new camshaft bearing shell should be installed.
x
All the camshaft bearing shells are replaceable but
seldom, if ever, have to be replaced. If bearing is exces- Figure 44-Measuring Camshaft Bearing Clearance-
sive, new bearing shells may be pressed in place. 6 Cylinder Engine
Typical of V8 Engines
CAMSHAFT
SPROCKET
HUB
FEELER
CAMSHAFT GAUGE 1
I I * c 4
c c
CAMSHAFT .4Ermaarr
SPROCKET CRANKSHAFT MAIN BEARING OIL HOLE
THRUST PLATE
CAMSHAFT BEARING OIL HOLE
56P2 2 8
EMI inrir 581257
Figure 45-Installing Camshaft Bearings-350 Cubic

Figure 42-Measuring Camshaft End Play-6 Cylinder
Inch V-8 Engine
Engine
Typical of 277, 301 and 318 Cubic Inch Engine
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ENGINES 293
THRUST P ATE CAMSHAFT SPROCKET ADAPTERS (PART OF

SPACER FUEL PUMP ECCENTRIC
REMOVING TOOL)
OIL TROUGH CAMSHAFT BEARING
CUP WASHER
REMOVER AND
INSTALLER
SLIDE HAMMER (PART

OF REMOVING TOOL)
HORSESHOE COLLAR (PART
57P89 OF REMOVING TOOL) 35 x6
Figure 46-Camshaft and Related Parts-V-8 Engine Figure 48-Removing Camshaft Bearings-
-277, 301 and 318 Cubic Inch Engine 6 Cylinder Engine
BOLT CAMSHAFT SPROCKET CAMSHAFT To check after each bearing shell has been installed,
WASHER insert light in shell. The complete circumference of the
camshaft bearing oil hole should be visible by looking
through the main bearing drilled oil passage. If cam-
shaft bearing oil hole is not in exact alignment, reinstall.
DISTRIBUTOR DRIVE GEAR
(CAMSHAFT) 6 CYLINDER ENGINE-Camshaft bearings can be re-
FUEL PUMP ECCENTRIC (CAMSHAFT) moved with the engine in the chassis. Use special
removing and installing Tool C-536. See Figure 48.
LOCATING DOWEL
58x158 When installing the bearings, it is important that the
oil hole in the bearing is in line with the lubricating
Figure 47-Camshaft and Related Parts-V-8 Engine- oil hole in the block.
350 Cubic Inch Engine
12. CHAIN CASE COVER OIL SEAL
IMPORTANT V-8 ENGINE-Remove crankshaft pulley and water
Use care so as not to burr or damage the camshaft pump housing. Loosen oil pan bolts sufficiently until
bearing bores in the cylinder block, as such damage pan clears chain case cover. Install Tool C-3506 and
will interfere with the installation of new camshaft remove seal. Discard seal and retainer. Position new
bearings. Use care when installing the camshaft so seal and retainer assembly in housing and press into
as not to damage the bearing surface. place using Tool C-3506. Seal must be fight against
seat surface.
Be sure mating surfaces of chain case cover and
REPLACING CAMSHAFT BEARINGS
cylinder block are clean and free of burrs. Install a
V-8 ENGINE-When it is necessary to replace cam- new gasket and position cover over locating dowels.
shaft bearings the engine should be removed from the Coat screws with suitable sealer. Tighten to torque of
chassis. The rear camshaft welch plug can be removed 35 foot-pounds.
at the same time. Bearings are removed using special
bearing removal and installing Tool C-3132 when work- 6 CYLINDER ENGINE-Drain coolant and remove
ing on 277, 301, and 318 cubic inch engines. When work-
radiator. Support engine at front and disconnect front
engine support. Remove pulley and hub. Remove chain
ing on the 350 cubic inch V-8 engine use adapter SP-3006
with Tool 3132. Coat a new welch plug with suitable
case cover and discard gasket. Clean mating surface
of chain case cover and support plate. Drive oil seal
sealer and install in cylinder block at rear cam bearing
with Tool C-897. Slide new bearing on adaptor and in- out with suitable drift.
sert in position as shown in Figure 45. Install horseshoe When installing seal, make sure seal is driven into
lock and drive in place. Be sure the oil holes in the cam place evenly to insure a tight fit. Use a new gasket and
bearing shell and cylinder block are in exact alignment. position cover in place. Install screws, but do not tighten.
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it
FUEL PUMP ECCENTRIC
CENTERLINE MARK ON
CAMSHAFT
SPROCKET
TIMING MARK
OIL TROUGH MARK ON

CRANKSHAFT
TIMING MARK SPROCKET
CHAIN CASE HOUSING DOWELS 56P230 56P105
Figure 49-Timing Marks-V-8 Engine Figure 51-Timing Marks-6 Cylinder Engine

CAMSHAFT SPROCKET
1411r
STRAIGHT EDGE
CAMSHAFT SPROCKET
4 mow
CHAIN
TIMING MARKS
CRANKSHAFT
CRANKSHAFT SPROCKET
SPROCKET 56P231
58P59
Figure 52-Installing Timing Chain, Sprocket and
Figure 50-Timing Marks-V-8 Engine- Crankshaft Gear-277, 301 and 318 Cubic Inch
350 Cubic Inch Engine V-8 Engine
Typical of 350 Cubic Inch Engine
Install the pulley and hub on crankshaft far enough so
that seal can be evenly positioned on crankshaft.
Tighten the two screws on right side lightly. Then
tighten remainder of screws in like manner. Repeat Remove the camshaft gear and engage with timing
tightening procedure and torque screws to 15 foot- chain. Place chain over crankshaft gear and at the same
pounds. This procedure will insure an even seal around time, slide the camshaft gear over the end of camshaft,
the hub. keeping the timing mark in position. See Figure 52.
Check the timing chain for stretch or wear.
13. TIMING CHAIN AND SPROCKETS Block the camshaft to prevent rearward movement. If
INSTALLATION
the shaft is allowed to move back, there is a possibility
V-8 ENGINE-Rotate the crankshaft until the zero of striking the rear camshaft plug.
mark on the timing gear is exactly in line with the center
of the camshaft. Temporarily install the camshaft gear 6 CYLINDER ENGINE- Rotate crankshaft until zero
and line up the dowel pin holes in the hub and the mark is in line with center of camshaft. Match the
gear, while at the same time positioning the camshaft sprocket mounting holes with camshaft hub mounting
gear zero mark exactly in line with the center of the holes. Rotate camshaft so that zero mark is in line with
crankshaft. See Figures 49 and 50. A straight edge zero mark on crankshaft timing gear. Remove sprocket
should be used to check the accuracy of this alignment. and install timing chain. See Figure 51.
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ENGINES 295
3/16"
30 FT. POUNDS
VALVE SPRING
TORQUE HOLDING TOOL
57P86 57P12111
Figure 53-Measuring Timing Chain Stretch- Figure 54-Installing or Removing Valve Locks
277, 301 and 318 Cubic Inch Engine
CHECKING TIMING CHAIN

V-8 ENGINE-To check the timing chain for stretch or
wear, place a scale across the top of camshaft gear with
the edge close to the chain. Apply a 30 foot-pound
torque in the direction of the crankshaft rotation to take
up slack. Holding the scale with the dimensional read-
ing even with the edge of a chain link, apply the 30
foot-pound torque in the reverse direction and note the
amount of chain rotation. See Figure 53.
If the movement of the chain is greater than %a
inch, as indicated by the scale, install a new timing
57P87
chain. With a 30 foot-pound torque applied to the cam-
shaft gear nut, the crankshaft should not move during Figure 55-Cleaning Valve Guide-277, 301 and
this check. However, if there is any question, the 318 Cubic Inch V-8 Engine
crankshaft should be blocked to prevent rotation. Typical of 350 Cubic Inch Engine
6 CYLINDER ENGINE -Turn crankshaft clockwise so

that the top span of chain is tight. If the amount of
deflection in the lower span of chain is greater than 3/4
inch, from a straight line, replace the timing chain.
14. VALVES, SPRINGS, SEATS, AND

TAPPETS-V-8 ENGINE
REMOVAL AND INSPECTION
With cylinder head mounted in holding fixtures

C-3209, compress the spring with Tool C-3428 and re- VALVE
move valve locks, Figure 54. Release tool and remove
valve spring, retainer and valves. Remove all carbon
and varnish from valves and cylinder head. Discard any
that are burned, warped or cracked. -11111K 58P72
Figure 56-Installing Valve Guide Sleeves for Checking

Measure valve stem diameter at various points. Guide Clearance-350 Cubic Inch V-8 Engine
Diameter should be .372 to .373 inch for standard intake Typical of 277, 301 and 318 Cubic Inch Engine
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RING
SCREW
PIN RING
SHAFT
ROD
BOLT
SPRING
CAMSHAFT
SCREW
EARING
SHAFT
ROCKER W/GE AR
LOCK PLUG
SHIELD
PLUG
RETAINER
SPRING
GEAR
EXHAUST
PIN
TAPPET
PLATE RING
SPACER INTAKE
SPROCKET BUSHING/1
ECCENTRIC
WASHER BEARING
to- 0'
BUSHING
BEARING
TROUGH OIL SEAL

SCREW
CHAIN
SCREW
WASHER BY-PASS
BEARIN
KEY SLEEVE
SPROCKET
CRANKSHAFT
\BEARING
BEARING
CAP
WASHER
SCREW
CAP OIL SEAL
WASHER
SCREW
BEARING
NUT
\\ SCREW
CAP
CAP PI N
WASHER
GASKET
STRAINER PUMP
58P13
Figure 57-Crankshaft and Related Parts-V-8 Engine-277, 301 and 318 Cubic Inch Engine
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ENGINES 297
.014 inch on exhaust valves. If these clearances are

exceeded replace valves and ream guides.
REAMING VALVE GUIDES
Standard production reaming of both intake and
TOOL
exhaust valve guides is .374 to .375 inch. When reaming
guides for oversize valve stems do not attempt to ream
from standard to .030 inch oversize. If necessary to
11111an ream to that size, use the step procedure of .005, .015,
and then .030 inch. This must be done in order to main-
tain a true relationship of the guide to the valve seat.
The following chart indicates reamer size and valve
VALVE stem size:
Reamer Reamer Valve Stem
Tool No. Oversize Size
58P71
C-3433 .005 in. .379-.380 in.
Figure 58-Checking Valve Guide Clearance- C-3430 .015 in. .389-.390 in.
350 Cubic Inch V-8 Engine C-3427 .030 in. .404-.405 in.
IMPORTANT
Valve guides are cast integral in the cylinder
head. Valves with oversize valve stems are avail-
able for service when it is necessary to ream guides.
REFACING VALVES AND VALVE SEATS

EXHAUST
When refacing a valve, remove only enough metal
INTAKE MARGIN
VALVE VALVE to insure a smooth, accurate surface of the valve face.
FACE After refacing the valve, check the valve head margin.
See Figure 59. If margin is less than %4 inch, replace
the valve.
When refacing valve seats, it is important to use the
STEM correct size valve guide pilot. Remove only enough
metal to obtain a smooth accurate seat. After grinding,
check concentricity of seat with a dial indicator. Total
run-out should not exceed .002 inch.
VALVE SPRING RETAINER
LOCK GROOVES Check the valve seat with Prussian Blue to determine
where the valve contacts the seat. It is important that
this contact be centralized on the valve face. If this con-
tact surface is not properly centralized, the seat should
be relocated by using a 20° stone at the top, or a 60°
54x330
stone at the bottom, whichever is necessary. Refer to
Figure 60. When the seat is properly positioned, the
Figure 59-Intake and Exhaust Valve Nomenclature width of the intake seats should be a liberal 1/16 inch,
but not more than %2 inch in any case. The width of the
valves and .371 to .372 inch for standard exhaust valves. exhaust seats should be %4 inch to a liberal IA 6 inch.
If wear exceeds .002 inch ream guide and install an 350 CUBIC INCH ENGINES-When valves and seats
oversize valve.
are reground, the position of the valve in the head is
Remove carbon and varnish from valve guide with changed so as to shorten the operating length of the hy-
Tool C-756 as shown in Figure 55. Measure amount of draulic tappet. This means that the plunger is operating
valve stem to guide clearance with dial indicator. closer to its bottom position, and less clearance is avail-
Install sleeve C-3025 on intake valve and C-3026 on able for the thermal expansion of the valve mechanism
exhaust valve. Then install valve in guide as shown in during high sped driving. Design of plunger travel in-
Figure 56. Attach dial indicator and move valve to and cludes a safety factor for normal wear and refacing of
from the indicator as shown in Figure 57. Total clear- valves and seats. However, if face and seat grinding is
ance should not exceed .008 inch on intake valves and carried to the point where the valve position is changed
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- CONTACT SURFACE
60°7<\
45°
57P102 57P93
Figure 60-Valve Seat Reconditioning Angles Figure 63-Checking Installed Height of Spring-
277, 301 or 318 Cubic Inch Engine
VALVE TOOL
MINIMUM MEASUREMENT
54x333 MAXIMUM MEASUREMENT 58x144
Figure 61-Testing Valve Springs Figure 64-Checking Installed Height of Valve-

LOCK
RETAINER 4
EXHAUST VALVE
1/16" SPRING
SEAL
INTAKE VALVE
57P92 57P96
Figure 65-Intake and Exhaust Valve and Related

Figure 62-Checking Trueness of Valve Springs Parts-V-8 Engine
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ENGINES 299
INTAKE ROCKER ARM EXHAUST ROCKER ARM EXHAUST VALVE

ROCKER ARMS
ROCKER SHAFT
ADJUSTING SCREW
ADJUSTING SCREW
SPRING
of dos
ROCKER SHAFT
INTAKE PASSAGES ROCKER SHAFT
LOCK PLUG
EXHAUST CROSSOVER PASSAGE
57P88 INTAKE PASSAGES INTAKE ROCKER ARMS 56P233
Figure 66-Cylinder Head Assembly Figure 67-Rocker Shaft Assembly

Typical of 277, 301 and 318 Cubic Inch Engine Typical of 277, 301 and 318 Cubic Inch Engine
1/32 inch or more from its factory installed position, the ROCKER SHAFT
dimension from the valve spring seat in the head to the
valve tip should be checked with gauge C-3648, as
shown in Figure 64.
The end of the cylindrical gauge and the bottom of the
slotted area represent the maximum and minimum
allowable extension of the valve stem tip beyond the
spring seat. If the tip exceeds the maximum, grind to
approach but do not go below the minimum allowable
on the gauge. Clean tappets if tip grinding is required.
If necessary the valves may be lapped to obtain a ROCKER ARM
perfect gas seal. See Lapping Valves on Page 303 for
additional details.
,;4;06ifROCKER SHAFT STRUT 57 P2
VALVE SPRINGS Figure 68-Installing Rocker Arms
When valves are removed, always check valve
springs for trueness and tension. See Figure 61. Both
intake and exhaust valves should test at specifications ROCKER ARM ASSEMBLY
given in chart on page 282. (277, 301 and 318 Cubic Inch Engine)
Check trueness of spring by placing it on a surface Slide rocker shaft into bore of strut and at same time
plate and using a square. If distance from top coil to engage intake rocker arm. Install spring and engage
square is more than 6 inch, replace spring, Figure 62. exhaust rocker arm. Install remainder of rocker arms in
same sequence. Make sure that rocker shaft head bolt
If valves and/or seats are reground, check the in- grooves line up with head bolt holes in rocker shaft strut.
stalled height of the springs. A thin metal scale may be In addition the plug hole in strut must also line up with
used. Make sure that scale is inserted to the full depth hole in rocker shaft. Then tap in new rocker shaft plug.
Refer to Figures 66, 67 and 68.
of counterbore in cylinder head. Measure to spring seat
surface of retainer. If the height on a 277, 301 or 318 cubic
ROCKER ARM ASSEMBLY
inch engine is over 111A6 inch, install a 1 /16 inch spacer
in the head counterbore to bring the spring height back (350 Cubic Inch Engine)
to normal 1% to 11%6 inches. See Figure 63. If the height The right and left rocker arms must be assembled on
on a 350 cubic inch engine is over 15%4 inch, install a the rocker shaft as shown in Figure 2 and 70. The
spacer in the head counterbore to bring the spring height stamped arrow on the rocker shaft must be on top and
back to a normal of 151/6 4 to 1 5 % 4 inches. pointing toward the inside of the engine. The two wide
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SHAFT RETAINER
LOCK SPACER
WASHER
ROCKER ROCKER
LOCK
BRACKET
SPRING
ROD
VALVE
TAPPET
GEAR AND SHAFT

SPROCKET
i CHAIN
If
1
/BOLTI
RING SET
WASHER
PISTON
BUSHING
BEARING
-"------PIN
BOLT
ROD
OIL SEAL
(SERVICED IN PACKAGE) BEARING
BEARING
CRANKSHAFT
SPROCKET
OIL SLINGER
.KEY
RETAINER
SCREW CAP
CAP
SCREW
CAP SCREW
CAP
CAP (SERVICED IN ROD)
SCREW
NUT
CAP
58P52
Figure 69-Crankshaft and Related Parts-V-8 Engine-350 Cubic Inch Engine
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ENGINES 301
BRACKETS CYLINDER HEAD

ASSEMBLY
OIL FEED GROOVE

THIS SIDE HYDRAULIC TAPPET
58x140
Figure 70-Rocker Shaft Assembly-350 Cubic
Inch Engine
brackets must be installed with the oil feed grooves

facing the push rod side of the rocker arm.
Tighten bracket bolts evenly and allow sufficient time
for the tappets to bleed down. Failure to do this will result
in a bulged tappet or damaged push rod.
1110 58x148
TAPPETS
(277, 301 and 318 Cubic Inch Engine) Figure 72-Removing Hydraulic Tappet-
Tappet adjustments should be made after engine
reaches normal operating temperature. Adjust intake PLUNGER RETAINING SPRING CLIP
rocker arms to have .008 inches clearance and the
exhaust rocker arms to have .018 inches clearance. See PLUNGER CAP
Figure 71. The adjustment is made at the self-locking TAPPET PLUNGER
rocker arm adjusting screw. The screw should have a
FLAT VALVE
minimum of 3 ft. lbs. tension as it is turned. If less than
this, replace the adjustment screw and if necessary,
the rocker arm. VALVE SPRING--.°A
TAPPETS
(350 Cubic Inch Engine) VALVE RETAINER
It is not necessary to remove the cylinder heads or

PLUNGER SPRING
intake manifold when removing the hydraulic tappets
TAPPET ADJUSTMENT
SCREW
58P58 TAPPET BODY
N -
ROCKER ARM
Figure 73-Hydraulic Tappet-Disassembled-
for service. Remove tappet cover and rocker shaft

assembly.
Insert tool into tappet through opening in cylinder as
shown in Figure 72 and withdraw tappet.
HYDRAULIC TAPPET TEST-Completely immerse
tappet, in upright position, in a clean container filled
FEELER GAUGE ,
with kerosene until tappet is filled. Remove tappet and
install the plunger cap.
56P235 Hold the tappet in an upright position and insert the
lower jaw of pliers Tool C 3160 in the groove in the tap-
Figure 71-Adjusting Mechanical Tappets- pet body. Engage the upper jaw of pliers with the top of
277, 301 and 318 Cubic Inch Engine tappet plunger cap.
LOCKWIRE PISTON
BEARING NO. 3 PIN
LOCKW IRE 0
p
RINGS ROD ASSEMBLY
BEARING NO. 4
BUSHING
SEAL PLUG
BEARING NO. 2 TUBE
VALVE
BOLT
VALVE CAP
BEARING
*re-
BUSHING
SPRING
0 CRANKSHAFT
GASKET SEAL
BEARING NO. 1
SEAT
KEY
PLUNGER- DAMPER
SPROCKET
GUIDE BOLT AND WASHER
m
0
SPRING
m
RETAINER BEARING
Lt. NO. 4 BEARING TUBE a
NUT NO. 2
P iii
WASHER .-
m
PLUG
BEARING
BEARING CAP NO. 2
NO. 3
/ No,
CAP
A
LOCK PULLEY
CAP NO. 3
SCREW
SCREW DOWE
e.psAND
° WASHER
PLUG PLUG
SCREW
TAPPET
ASSEMBLY
WASHER
CAP NO. 4 BEARING
CHAIN
GASKET KEY
HUB
BEARING NO. 1
SCREW AND WASHER
SEAL
PLATE SPROCKET CAP NO. 1 57 P 231
SEAL
' PLATE
SCREW AND WASHER SCREW AND WASHER
CAMSHAFT Figure 74-Crankshaft and Related Parts-6 Cylinder Engine
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ENGINES 303
IllilihomimalikaaDIAL INDICATOR ing the amount of side-to-side movement of the valve

stem in the guide with a dial indicator. Make this
measurement with the valve at its fully-opened posi-
tion (approx. 5/16 in.). See Figure 74. The dial indicator
reading will be twice the actual clearance between the
valve stem and the guide. Check for scuffed valve
stems which might damage new valve guides. Install
new valves if necessary.
REFACING VALVES
Replace valves that are badly burned, cracked or
TOO
warped. When refacing valves, make sure that the
grinding equipment is in good condition and that the
wheel is square, true and clean. The valve must run
32X85 true in the grinder chuck. If a dull wheel is used, the
valve face may become scratched.
Figure 75-Measuring Valve Stem to Guide Clearance
When refacing a valve, remove enough metal to
clean up all pits and burned spots to obtain a smooth
surface so that the valve will make a good seal with
Check the leak down by compressing the pliers. If the
its seat. Do not grind so that a knife edge is left at top
plunger collapses almost instantly, as pressure is ap-
plied, disassemble tappet assembly and reclean. Test of valve. The valve should be at least 1/32 inch thick,
tappet again. If the tappet still does not operate satisfac- measured between the upper edge of the face and the
top of the valve. If the valve will not clean up and leave
torily after cleaning, install a new tappet assembly. If
the tappet shows the least sign of not meeting the leak- that amount of thickness, install a new valve.
down test, the tappet should be discarded. Before installing a reground valve in the engine
After the hydraulic tappets have been cleaned, in- block, remove carbon and varnish from the valve stem.
spected and tested, reassemble and install in the engine. Oil the valve stem to provide the initial lubrication.
See Figure 73. It is important that each tappet serviced
be reinstalled in its original bore in the engine block.
CAUTION
TAPPET BORE
Do not pound the valve against the valve seat. This
If the tappet bore shows evidence of scuffing, scores would damage the valve seat and the valve face.
or sticking, ream the bore to the next oversize, using
Tool C-3028 and install a new tappet. Tappets are avail-
able in standard and oversizes: .001, .008 and .030 inch. LAPPING VALVES
A diamond mark on the engine serial number pad
indicates that .008 inch oversize tappets are used. If it is necessary to lap the valves to obtain a perfect
gas seal, use a fine lapping compound and apply light
If the operation is to be done with the engine in the pressure. Control the lapping operation by installing a
chassis, remove the camshaft. It is vitally important the light coil spring under the valve head. Valves and seals
cuttings from the reaming operation do not get on any may be lightly lapped together (to assure a tight seal)
internal parts of the engine. The crankshaft must be with a suitable compound. Valve heads may be rotated
completely covered to prevent accumulation of cuttings. by means of a rod fitted with a vacuum cap which can
be operated by hand or by a machine. When the
15. VALVES, SPRINGS, SEATS AND lapping operation is completed, make sure all of the
TAPPETS-6 CYLINDER ENGINE compound is removed from the valve, the valve seat,
REMOVAL AND INSPECTION the intake port and the cylinder block.
Remove the valves and brush all carbon from the REFACING VALVE SEATS
cylinder head, heads of the pistons, valves and valve Clean all carbon from the valve guides with a valve
seats with a wire brush. A wooden rack containing 12
guide reamer. Exert light pressure on the grinder to
holes can be used to keep the valves in correct order.
obtain the desired smooth surface. Do not cause the
Check the valve stems and guides for wear by plac- stone to chatter by bearing down too hard. Be sure the
ing each valve stem in its respective guide and measur- stone is clean and true so that the cut will be clean.
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45x562 inch deeper than the height of the insert. Tool kit,
MH-M-1 can be used, if .010 inch oversize insert is used
and it is necessary to cut the block in order to fit insert.
Inserts of .010 inch oversize are available.
VALVE GUIDES
Replacement guides are supplied with undersize
bores. Check the valve stem with a micrometer and
lightly ream the valve guide to fit. Do not remove too
much metal with one cut. The clearances for the valve
stems and guides are Intake-.001 to .003 inch; Exhaust
-.003 to .005 inch.
For intake valves, install the valve guides with the
counterbored ends downward. For exhaust valves, in-
stall the valve guides with the counterbored ends
upward. This installation provides better heat shielding.
Figure 76-Reaming Valve Guide Drive the valve guides in to full depth 78 inch below
cylinder block top edge. Tool DD-849 is available for
Keep the width of the valve seat within specified limits removing and installing valve guides.
-1/16 inch to %2 inch. If the seat is too wide it is difficult When installing new guides, ream to the following
to obtain proper gas seal. Trim down a wide seat by specifications as necessary: Intake-.342 to .343 inch;
relieving the edge with a 20° finishing stone. Then Exhaust-.344 to .345 inch. Use reamer C-249 for this
check the seat for run-out with a dial indicator. Run-out operation. See Figure 76.
should not be greater than .0015 inch.
VALVE SPRINGS
When valves are removed for reconditioning or re-
CAUTION placement, test springs for proper tension. Exhaust and
Make sure the indicator pilot fits snugly inside the intake valve spring tension should be 110-120 foot-
valve guide so that the indicator will not wobble pounds when compressed to 1% inches.
and give a false reading. Remove only enough
metal to remove pits or other depressions in the seat. VALVE TAPPETS
Remove the oil pan and head so the tappets can be
lifted away from the camshaft lobes. The tappets can
EXHAUST VALVE SEAT INSERTS be held up with spring type clothes pins or other types
of holders. Then remove the camshaft, rotating it to
Replace inserts that are cracked, burned or pitted. clear the tappets.
Remove old inserts with special Tool C-732. Remove all
burrs and rough edges. If the insert is loose in the block, If new tappets fit too loosely in the block, ream the
install a .010 inch oversize insert. A perfect fit can be tappet bore oversize and install oversize tappets. Spe-
obtained by boring out the counterbore from .002 inch cial Tool C-265 can be used for this operation. Oversize
to .004 inch smaller than the oversize insert. Install the tappets are available in the following sizes: .001 inch,
new valve seat using special Tool C-767. Regrind the .008 inch, and .030 inch. If a reaming tool is used, remove
valve seat. the valves and springs so that a reamer pilot can be
installed.
To check tappet clearance, clean and dry the tappets
NOTE and tappet guide. Attach a dial indicator to a manifold
Valve seat inserts are fitted tightly and can be stud. Raise tappet slightly above the lower end of its
installed by first chilling the inserts with dry ice to normal travel and place the plunger of the dial indicator
obtain maximum contraction. Do not handle a against the upper end of the tappet as shown in Figure
chilled insert with bare hands. 77. Move tappet back and forth. Clearance should not
exceed .002 inch.
Check the mushroom faces of the tappets for pitting
Drive the insert in to its full depth. Make certain the or scratches that might damage the cams. Make sure
upper edge of the insert does not stick up above the the tappets have been rotating in operation. Replace
block by boring out the counterbore .002 inch to .004 the tappets that are pitted or scratched.
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ENGINES 305
ENGINE
RUBBER SPOOL INSULATOR
I FRAME
BRACKET
FRAME
FRONT ENGINE
DIAL INDICATOR 57P101 SUPPORT CROSSMEMBER 58P16
Figure 77-Measuring Tappet Clearance Figure 79-V-8 Engine Mount-Front
TAPPET ADJUSTMENT for long periods, set the exhaust tappet clearance at
At a preliminary cold setting, adjust valve tappets to .012 inch with the engine hot and running. Valve tappet
.010 inch for intakes and .013 inch for exhausts. To screws are self-locking. See Figure 78.
obtain an accurate cold setting, adjust each tappet when
the cam nose is down. If clearance is set when the 16. FLYWHEEL
tappet is part way up the quieting ramp on the cam,
excessive clearance will result when the cam comes To remove the flywheel, remove the propeller shaft,
down. the transmission, the clutch housing pan, the clutch
assembly and the oil pan. Remove the flywheel nuts
When adjusting, be sure the feeler stock is flat and and the two lower bolts so that the flywheel can be
of the correct thickness. The use of old feeler stock that turned to make the upper bolts accessible.
is bent or torn can result in an improper valve tappet
adjustment. Before installing the flywheel, check for face run-out.
Finish checking the tappet clearance when the engine Runout should not exceed .005 inch. The face of the
is at normal operating temperature and running at flywheel should be free from scores and scratches.
normal idling speed. Tappet clearance (hot setting) Tighten the flywheel nuts to a torque of 55 to 60
foot-pounds.
should be .010 inch for intake valves and .010 inch for
exhaust valves. If the car is to operate at high speeds
17. ENGINE MOUNTINGS
FRONT ENGINE MOUNTS
V-8 ENGINE-Spool type front engine mounts, used

on V-8 engines, consist of a cylinder of rubber encased
inside and out. The rubber is not bonded to either shell,
but is free to move within the confines of the steel
shells. Right and left mounts are not interchangeable.
See Figure 79.
6 CYLINDER ENGINE-Shear type mountings used
on 6-cylinder engines consist of a rubber block bonded
between two metal plates so that the engine movement
forces act through the rubber in a direction parallel to
the plates. The front engine mount is attached to a
58P78
bracket which is integral with the engine block. See
Figure 80. Support the engine weight at the oil pan
Figure 78-Adjusting Valve Tappets whenever it is necessary to service the mounts.
306 ENGINE AND ELECTRICAL MyMopar.com
6 Cyl. V-8
Name 230 Cu. in. 277-301-318 cu. in. 350 cu. in.
Connecting Rod Nut 45 ft. lbs.

Cylinder Head Bolt 70 ft. lbs. 85 ft. lbs. 70 ft. lbs.
Camshaft Lock Bolt 35 ft. lbs.
Camshaft Thrust Plate Bolt 15 ft. lbs.
Camshaft Sprocket Bolt 20 ft. lbs.
Carburetor to Manifold Nut 7 ft. lbs.
Chain Case Cover Bolt 15 ft. lbs. 35 ft. lbs. 15 ft. lbs.
Cylinder Head Cover Screw and Nut 36 in. lbs.-end 40 in. lbs.
20-25 in lbs.-center
Crankshaft Bolt 135 ft. lbs.
Engine Front Mounting to Frame Nut 85 ft. lbs.
Engine Front Mounting to Block Nut 45 ft. lbs.
Exhaust Manifold Nut 25 ft. lbs. 30 ft. lbs.
Intake to Exhaust Manifold Bolt Nut 25 ft. lbs.
Fan to Hub Bolt 17 ft. lbs. 15-18 ft. lbs.
Flywheel Nut 60 ft. lbs.
Exhaust Pipe Flange Nut 40 ft. lbs.
Fuel Pump Mounting Bolt 30 ft. lbs.
Intake Manifold Bolt 30 ft. lbs.
Intake to Exhaust Manifold Nut 25 ft. lbs.
Oil Pump Cover Bolt 15 ft. lbs. 10 ft. lbs. 15 ft. lbs.
Oil Pump Attaching Bolt 35 ft. lbs. 30 ft. lbs.
Oil Pump Body Bolt 25 ft. lbs.
Oil Pan Drain Plug 35 ft. lbs.
Oil Pan Bolt 15 ft. lbs.
Main Bearing Cap Bolt 85 ft. lbs.
Rear Engine Mounting Nut 25 ft. lbs.
Water Outlet Elbow Bolt 30 ft. lbs.
Water Pump Body Bolt 30 ft. lbs.
CAUTION
The connecting rod nuts, bearing cap bolts, cylinder head bolts and spark plugs must be carefully
tightened to specifications shown with a torque wrench.
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ENGINES 307
ENGINE SUPPORT FOOT Carburetor and fuel pump should be inspected and
ENGINE INSULATOR reconditioned if necessary. The carburetor air cleaner
SUPPORT BRACKET should be drained, cleaned, and refilled. Clean the
-------,BONDED RUBBER
INSULATOR crankcase breather pipe inlet air cleaner and the
crankcase ventilator outlet pipe air cleaner if so
equipped.
19. ENGINE OILING SYSTEM

OIL PUMP
ENGINE FRONT
SUPPORT REMOVAL-V-8 ENGINE-On 277, 301 and 318 cubic
CROSSMEMBER inch engines, drain engine oil and remove oil pan. Re-
move oil pump mounting bolts and lower pump straight
down.
57P14 On 350 cubic inch engines, pump is removed from
eternal left front side of the engine.
Figure 80-6 Cylinder Engine Mount-Front
OIL PUMP ASSEMBLY
REAR ENGINE MOUNTS
A compression type engine mount is used to support
the engine at the rear engine crossmember. Do not
overtighten the mounting bolts, since this may collapse
the insulator spacer.
18. REPLACEMENT ENGINES

New, factory-built replacement engines are available.
As in the production engines for Plymouth cars, all
factory standards are carefully maintained in the
assembly of the replacement engines.
OIL PRESSURE
If the engine serial number is followed by a letter A, RELIEF VALVE
SPRING 57P109
it indicates that the engine is equipped with a special PLUG
cylinder block having .020 inch larger bores than the

standard production engine. If serial number is followed Figure 81-Oil Pump-V-8 Engine
Typical of 277, 301 and 318 Cubic Inch V-8 Engine
by a letter B, it indicates that the replacement engine
has .010 inch thicker wall bearings for the main and PLUG BOLTS AND WASHERS
connecting rod journals. GASKET OIL FILTER
e;;,14,!?
r)%aiwg
CAUTION
SPRING OUTER ROTOR
Before installing a replacement engine, check the
RELIEF VALVE 111*
clutch housing alignment. Nak- INNER ROTOR
Always check the torque of the cylinder head
PLUNGER
z- AND SHAFT
bolts before starting the engine.
BODY
Crank the engine with the starter a short time
before running the engine on its own power. This DRIVE SHAFT
is necessary to provide initial lubrication. SEAL RING 0\ AND GEAR
GASKET
Clean and inspect or replace the spark plugs. Clean
the distributor breaker points and reset the gap, if "0" RING
necessary. Test distributor in a tester and recondition PIN
58x173
as necessary. On the generator and starting motor,
clean the armatures and replace the brushes, if Figure 82-Oil Pump-V-8 Engine-
necessary. 350 Cubic Inch Engine
ENGINE AND ELECTRICAL MyMopar.com
308
REMOVAL-6 CYLINDER ENGINE- Before removing OIL PUMP AND DISTRIBUTOR DRIVE GEAR
/
the oil pump, rotate the crankshaft and make sure the OIL PUMP BODY
DC mark on the crankshaft pulley lines up with the OIL PUMP ROTOR (INNER)
pointer on the chain case cover and the rotor is ready ROTOR PIN
to fire the No. 1 spark plug. After pump is removed, do
not bump the starter or let the engine turn, as this will COVER GASKET
change the ignition timing.
DRIVE GEAR PIN
OIL PUMP-DISASSEMBLY
V-8 ENGINE-Before disassembling of pump refer to

Figures 81 and 82. Remove the cotter pin holding the oil OIL PUMP DRIVE SHAFT
strainer to the oil pump suction pipe, then remove the OIL PUMP ROTOR (OUTER)
pipe. Remove cover bolts and cover. Discard oil seal
ring. Remove pump rotor shaft and lift out pump outer OIL PUMP COVER
rotor. Remove the oil pressure relief valve plug and lift 57P100
out spring and plunger. Wash all parts in a suitable Figure 83-Oil Pump-6 Cylinder Engine
solvent and inspect for damage or excessive wear.
6-CYLINDER ENGINE-Before disassembly, see Fig- COVER
ure 83. Remove the oil pump cover and gasket. Hold
the hand over the cover opening and with the pump
upside down, turn the drive shaft until the outer rotor
slips out. Drive out the straight pin which holds the
pump drive gear to the shaft.
STRAIGHT
Press the shaft out of the drive gear and slide the EDGE
shaft and the inner rotor assembly out of the pump
body. Wash all parts in cleaning solvent and dry with
compressed air. Inspect all parts for damage or exces-
sive wear. C
INSPECTION OF PARTS FEELER
GAUGE 58PT5
PUMP COVER-Check for excessive cover to rotor
wear. Cover should be smooth. If there are scratches or Figure 84-Checking Oil Pump Cover-
grooves, replace it. Check the cover by placing a 350 Cubic Inch Engine
straight edge across the inner surface of the cover and Typical of V-8 Engines
try to insert a feeler gauge between the straight edge
and inner surface of the cover. See Figure 84. If clear-
ance is in excess of limit shown below replace the pump V-8 Engine-(350 cubic inch)-Thickness-Allowable
cover. minimum limit-.943 in.
6 Cylinder Engine-Diameter-Allowable minimum
V-8 Engine-Allowable maximum limit .0015 in. limit-2.245 in.
6-Cylinder Engine-Allowable maximum limit .001 in. 6 Cylinder Engine-Thickness-Allowable minimum
OUTER ROTOR-Measure the diameter and thickness limit-.748 in.
of the rotor with micro-calipers. If measurements are INNER ROTOR-Measure thickness of inner rotor with
less than the limits shown below, replace both the inner micro-calipers as shown in Figure 88. If the thickness
and outer rotor. See Figure 87. measures less than allowable limits listed below, re-
place both inner and outer rotor.
V-8 Engine-(277, 301 and 318 cubic inch)-Diameter
-Allowable minimum limit-2.244 in. V-8 Engine-(277, 301 and 318 cubic inch)-Allowable
minimum limit-.998 in.
V-8 Engine-(277, 301 and 318 cubic inch)-Thickness V-8 Engine-(350 cubic inch)-Allowable minimum
-Allowable minimum limit-.998 in. limit-.943 in.
V-8 Engine-(350 cubic inch)-Diameter-Allowable 6 Cylinder Engine-Allowable minimum limit-.74
minimum limit-2.469 in. in.
ROCKER SHAFT bead be rocker B
EXHAUST ROCKER
TO MAIN BEARINGS OlGg
INTAKE ROCKER
ARMS ARMS
OIL PASSAGE
TO CAMSHAFT BEARINGS
OIL PASSAGE
TOR OR POSSUM
INDICATOR LIGHT
/ ROCKER SHAFT BRACKET

OIL FLOWS TO ONLY ONE BRACKET ON EACH HEAD.
BRACKET IS SECOND FROM REAR ON RIGHT HEAD.
BRACKET IS SECOND FROM FRONT ON LEFT HEAD.
OIL FROM RIM

TO SYSTEM
ASSEMBLY Of BY-PASS
OIL BY-PASS
VALVE AND
CHECK VALVE m
OR TO
OIL
AMR
GALLERIES
z0
CRANKSHAFT
E
m
trt
LATER MODE
# PASSAGE TO
CYUNOER HEAD
OIL OAUFRY
OIL
PASSAGE
ORIFICE
OIL PUMP
FLOATING OIL INTAKE--

OIL FILTER
TO CONNECTING
ROD BEARINGS
MOM OIL GALLERY TO PI MAIN BEARING AND PASSAGE TO HEAD
57P112
Figure 85-Engine Oiling System-V-8 Engine-277, 301 and 318 Cubic Inch Engine
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Pressure relief valve

used with by-pass
IGNITION
DISTRIBUTOR type oil filter
TO OIL FROM
CAMSHAFT FILTER OIL FILTER
MAIN
OIL GALLERY !!..!1-1
OIL PUMP AND tin
1
DISTRIBUTOR
DRIVE GEAR ii F.
OIL PRESSURE
RELIEF VALVE
gtish_trj_
MIL.%
t
k CLOSED
When valve is closed

OIL PUMP
oil pump fills pas-
41. I sages and oil filter.
OIL PAN OIL PUMP Relief valve blocks
OUTLET PIPE
oil flow from filter
OIL STRAINER to crankcase.
TO OIL FROM
FILTER OIL FILTER
I
LUBRICATION FOR
THRUST FACE OF PUMP
0
CAMSHAFT UN
T T
I- A
E K OPEN
T E
When oil pressure is

greater than relief
valve spring tension,
valve starts to open.
PRESSURE Excess oil returns to
RELIEF VALVE
crankcase.
TUBE LUBRICATING
Relief valve opens
TIMING CHAIN OIL GROOVE ANNULUS passage to permit oil
AND SPROCKETS CARRIES CONTINUOUS
FLOW Of OIL FROM MAIN
BEARING OIL PASSAGE
INDICATES
DRILLED PASSAGE-
flow from filter to
TO CRANKSHAFT OIL
PASSAGES
WAYS IN crankcase.
CRANKSHAFT
55P1307
Figure 86-Engine Oiling System-6 Cylinder Engine
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ENGINES 311
OUTER ROTOR
PUMP BODY
58x176
Figure 90-Measuring Clearance Between Outer Rotor
and Pump Body-350 Cubic Inch V-8 Engine
Typical of All Engines
DIAMETER OUTER ROTOR

51x66
Figure 87-Measuring Outer Rotor
_cos- INNER ROTOR
FEELER
GAUGE
Figure 91-Measuring Clearance Between Pump

Rotors-350 Cubic Inch Engine
Typical of All Engines
ROTOR DEPTH-Slide rotors in pump body. Place a

straight edge across the pump body. Use a feeler gauge
and measure clearance between the top of rotors and
straight edge as shown in Figure 89. If clearance is in
excess of .004 inch, replace the pump body.
57P99
OUTER ROTOR TO PUMP BODY CLEARANCE-
Figure 88-Measuring Inner Rotor Move rotors to one side and measure the clearance
outer rotor and pump body with a feeler gauge as
shown in Figure 90. If clearance is in excess of limits
STRAIGHT EDGE shown below, replace the pump body.
V-8 Engine Allowable limit-.012 inch
6 Cylinder Engine-Allowable limit-.008 inch
INNER TO OUTER ROTOR CLEARANCE-To check
rotors for excessive wear, measure the clearance be-
tween the lobes of the inner and outer rotors as shown
in Figure 91. If clearance is in excess of .010 inch,
replace both inner and outer rotor.
OIL PUMP-ASSEMBLY AND INSTALLATION
V-8 ENGINE-When assembling oil pump, use a new
oil seal ring between the cover and body. Tighten cover
bolts 10 to 15 foot-pounds. Prime the pump and then
FEELER GAUGE 58P76
install a new oil seal ring in the pump mounting face.
Figure 89-Measuring Clearance Over Pump Rotors- Install the pump assembly, being careful to align the
350 Cubic Inch V-8 Engine drive slot in the pump shaft with the shaft. Tighten bolts
Typical of All Engines to 30 foot-pounds.
ROCKER ARM
RIGHT BANK LEFT BANK ROCKER
LUBRICATION LUBRICATION SHAFT
RIGHT ROCKER SHAFT
TO ROCKER SHAFT
OIL SUPPLY
NO. 4 CAMSHAFT TO PUSH ROD
I BEARING FRONT VIEW OIL FEED HOLE
LEFT MAIN OIL GALLERY
RIGHT MAIN OIL GALLERY
fie LEFT ROCKER SHAFT
TO MAIN
BEARING
OIL FILTER
OIL PRESSURE
OIL PUMP RELIEF VALVE
58P94
Figure 92-Engine Oiling System-V-8 Engine-350 Cubic Inch Engine
ENGINE OILING SYSTEM - DATA AND SPECIFICATIONS
6 Cylinder Engine V-8 Engine

MODEL 230 cu. in. 301-318 cu. in. 350 cu. in.
Engine Lubrication-Type Pressure

Oil Pump-Type Rotary
Oil Pump Driven By Camshaft
Oil Pressure 40-50 lbs. at 1500 r.p.m. 50-65 lbs. at 1500 r.p.m.
Engine Oil Refill Capacity 5 quarts 4 quarts
(6 quarts with filter) (5 quarts with filter)
Type of Filter By Pass Shunt Full Flow
Oil Pressure Relief Valve Location Left Side in Block In Oil Pump Body
Oil Pump Location Right Side In Crankcase Lower Left Front
Exterior of Block Exterior of Block
E
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ENGINES 313
6 CYLINDER ENGINE-Slide the drive shaft and the

rotor assembly into the pump body. Press the drive gear
on the shaft until the end play of the shaft is from .003
inch to .010 inch. Press the rotor down in the body with
-DRIVE GEAR the hand and measure the clearance with a feeler gauge.
-
See Figure 93.
FEELER GAUGE
Install the pin and peen over both ends. If the pin
holes do not line up, drill a new pin hole through the
PUMP BODY gear and the shaft (at right angles to the other hole)
with % 9 inch drill. Slide the outer rotor into place in the
pump body. Install a new cover gasket. Install the cover
and tighten the screws evenly.
Use a new gasket when installing the oil pump. Line
32x46 up the slots on the end of the pump shaft with the mount-
ing holes in pump flange. Turn the drive gear counter-
Figure 93-Measuring End Play of Oil Pump Drive clockwise one tooth and slip the oil pump into position.
Shaft-6 Cylinder Engine Check the position of the rotor in the distributor cap.
It should be ready to fire the No. 1 spark plug (rotor in
"seven o'clock" position).
If the position of the No. 1 piston was accidentally
changed while the oil pump was removed, take out the
spark plug. Rotate the crankshaft and check the com-
pression of the No. 1 cylinder. Do this by holding the
thumb tightly over the spark plug hole. When the com-
pression is felt by the thumb, turn the crankshaft until
the piston is at top dead center, as indicated when
pointer points to the DC mark on the crankshaft.
Turn pump drive shaft until the slot in end of drive
shaft lines up with the cap screw holes in the mounting
flange. Then turn the drive gear one tooth, counter-
clockwise, and carefully install the oil pump. Do not
57P1 I 7 turn the drive gear while installing the pump.
Figure 94-Oil Strainer-6 Cylinder Engine
OIL STRAINER
Clean oil is drawn near the top of the oil in crankcase

through the strainer and foreign material settles to the
bottom of the oil pan.
The oil strainer screen can be cleaned by removing

the bottom plate on the oil strainer float. If the screen
becomes clogged, oil will by-pass around the screen
OIL STRAINER PIPE
to the oil pump.
OIL PRESSURE RELIEF VALVE
V-8 ENGINE-The oil pressure relief valve is located

in the oil pump body and consists of a plunger spring
and valve. See Figures 81 and 82.
57P85 6 CYLINDER ENGINE-The oil pressure relief valve

is located on the left side of the cylinder block below the
Figure 95-Oil Strainer-V-8 Engine- starter motor and consists of a valve, spring, gasket and
277, 301 and 318 Cubic Inch Engine plug. See Figure 96.
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IMPORTANT
Oil lines should be installed as near to the cylin-

der block as possible. When installing a filter brack-
PLUNGER et, make sure the legs of the bracket fit against the
cylinder head and the block to prevent vibration
damage to lines.
BEARING LEAK DETECTOR SET
When using a bearing leak detector, shown in Figure

97, raise the car and drain the oil. Attach the hose fitting
SPRING
of the bearing leak detector to the oil gallery at a pipe
plug or the oil gauge line fitting. Pour three quarts of
45 X 553 No. 10 engine oil in the tank of the bearing leak detector
Figure 96-Oil Pressure Relief Valve-6 Cylinder Engine and charge the tank with approximately 25 pounds of
compressed air. Remove the valve chamber covers and
the oil pan.
SERVICING OIL PRESSURE RELIEF VALVE
Open the valve from the tank to the engine. Watch as
Inspect the relief valve plunger and the spring after oil flows from the main, connecting rod and camshaft
removing the valve cap and the gasket. If the plunger bearings. Slowly turn the crankshaft. If engine oil
is scratched, remove the scratches by polishing, or in- escapes from a bearing at a rate of about two drops a
stall a new plunger. If the old plunger is to be reinstalled, second, the clearance can be considered to be satisfac-
clean it and flush out the bore with engine oil. tory. But, if the oil flows from a bearing in a steady
If the spring is to be replaced, use a new one of the stream, the bearing clearance should be checked.
same type. Do not use a heavier spring or a steel ball or
washers behind the spring to raise the oil pressure. If
oil pressure is low, check bearing fit or look for other NOTE
causes of possible loss of oil pressure. Different colored
springs are used in the oil pressure relief valve. The If oil flow is excessive from the front main bear-
same colored spring should be installed. See oil pres- ing, when making a bearing leak detector test, turn
sure relief valve spring chart. the crankshaft about 90° because the hole in the
crankshaft may be lined up with the oil passage
OIL FILTER REPLACEMENT way to the timing chain.
V-8 ENGINE, 277, 301, and 318 Cubic Inch-To remove
the filter from the engine, it will be necessary to remove
the filter shell. Loosen the shell retaining nut and lift off Oil for the connecting rod bearings is supplied through
shell. Remove filter element by grasping wire handle. passageways from the main bearing. If oil does not
This will expose mounting bolts. Remove bolts and lift
off filter base. Always use new gaskets when installing
filter.
V-8 ENGINE, 350 CUBIC INCH-Unscrew filter from
front of engine with tool C-3654 and discard. Clean face
and install new filter using a new gasket. Start engine
and check filter for leakage.
6 CYLINDER ENGINE-When replacing a complete
oil filter, disconnect both the inlet and the outlet lines,
and loosen the clamp bolt so that the body can be lifted
out. Avoid damaging the brass fittings in the filter. These
fittings can be used when installing a new filter. When
installing a new filter, tighten all connections firmly.
as
Start the engine and inspect the oil line connections for 45 x 554
possible leaks. Operate the engine approximately 5
minutes and recheck the oil level. Figure 97-Bearing Leak Detector
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ENGINES 315
OIL PRESSURE RELIEF VALVE SPRING CHART
Free Spring Pressure

Model Color Height and Checking Height
6 Cylinder Engine Black (std.) 1% in. 14.250-15.75 lbs. @ 11/4 in.
V-8 Engine-277, 301, and 318 cubic inch Gray (It.) 3%2 in. 16.1-17.1 lbs. @ 21/ 6 in.
Red (std.) 22%2 in. 19.5-20.5 lbs. @ 2%6 in.
Brown (hvy.) 2 31/% 2 in. 22.9-23.9 lbs. @ 2%6 in.
V-8 Engine-350 cubic inch Gray (It.) 23i6 in. 11.85-12.85 lbs. @ 11%2 in.
Red (std.) 29!32 in. 14.85-15.85 lbs. @ 11%2 in.
Brown (hvy.) 21132 in. 17.9 -18.9 lbs. @ 11%2 '
escape from a connecting rod bearing, the passageway SPARK PLUGS-Remove, inspect and clean. Adjust
may be blocked. spark plug gap to .035 inch. Reinstall, using new gaskets.
Check for this condition by removing the connecting DISTRIBUTOR-Adjust breaker points. Inspect dis-
rod and main bearing. Clean out the oil passage. To tributor cap and rotor for cracks and corrosion. Inspect
make sure it is open, blow it out with compressed air. small lead wires for breaks or damaged insulation.
Hold a cloth over one end of passage to catch possible Inspect distributor advance plate bearing for excessive
foreign material which may have blocked the passage. play.
If oil fails to flow from a main bearing, the oil passage IGNITION TIMING-Check and set the ignition timing
in the cylinder block is probably blocked and the main for brand of gasoline generally used by the owner. The
bearing supplied by this main bearing oil passage, take engine will give its best performance if timed according
out the main bearing and connecting rod bearings fed to procedure outlined in the Ignition Section.
by that main bearing. Remove the fitting in oil gallery
opposite the blocked passage. Blow out the passage with CARBURETOR-Set idle mixture adjustments using a
a continuous stream of compressed air and make certain vacuum gauge. Set accelerator pump linkage according
it is open. If this method fails to clear the passage, re- to the season of the year.
move the crankshaft, clean out the oil passage with a AIR CLEANER-Remove and tap out dirt from filter
wire and blow out passage with compressed air. When- element.
ever a bearing job is performed make certain the oil
passages are clear. PRIMARY AND HIGH TENSION WIRES - Inspect
wires for frayed or worn insulation or poor connections.
Repair or replace wires, and tighten connections as
20. ENGINE TUNE-UP PROCEDURES necessary.
Engine performance depends upon correct ignition, FAN BELT-Inspect for a frayed or worn fan belt.
carburetion and compression. In order to maintain Replace if necessary.
engine performance at is peak, and to assure economi-
cal operation, a minor or major engine tune up should MAJOR TUNE UP
be performed when engine performance or economy BATTERY-Clean and tighten connections. Test for
is below standard. weak or discharged battery. Make a voltage test of the
battery cells. Add water if necessary. Tighten all pri-
Detailed information for performing each step in the mary and high tension wire connections, particularly
tune-up procedures will be found in the section of this at the ignition-starter switch, ammeter and fuel gauge
manual covering the unit involved. behind the instrument panel.
COMPRESSION TEST-Warm up engine to normal
MINOR TUNE UP operating temperature. Remove all spark plugs and
block throttle wide open. Insert compression gauge in
BATTERY-Test for weak or discharged battery. In- first spark plug hole and hold it firmly. Crank engine
spect cables in the charging circuit for looseness and and take reading. If readings are low in two adjacent
the battery terminals for corrosion. cylinders, the cylinder head gasket may be blown out.
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unsteady. This is because compression pressure will

vary between cylinders. Vacuum will vary also because
the same leaks which cause low compression pressure
will also prevent the cylinder from developing its maxi-
mum vacuum.
LOW AND STEADY NEEDLE INDICATES THREE OR FOUR POINT INTERMITTENT
LOW COMPRESSION, AIR LEAKS, OR DROP OF NEEDLE INDICATES STICKY
LATE IGNITION TIMING VALVES
If the vacuum gauge needle shows a steady drop of
three or four inches each time that a particular cylinder
RAPID VIBRATION OF NEEDLE AT is firing, it is an indication that the valve is sticking or is
IDLE SPEED INDICATES WORN
INTAKE VALVE GUIDES burned so it does not make a tight seal against its seat.
When the vacuum gauge needle vibrates rapidly

RAPID VIBRATION OF NEEDLE WHEN FLOATING MOTION OF NEEDLE while the engine is idling, it usually indicates worn in-
ENGINE IS ACCELERATED INDICATES FROM RIGHT TO LEFT INDICATES
WEAK VALVE SPRINGS RICH MIXTURE take valve stem guides. If the needle is fairly steady at
idle speed but vibrates rapidly when engine speed is
4S:5411
increased, the valve springs may be weak.
Figure 98-Vacuum Gauge Indications
A floating action of the vacuum gauge needle prob-
ably means the air fuel mixture is too rich to burn
completely.
If readings are low and vary widely (more than 10
p.s.i. on 6 cylinder engines and 15 p.s.i. on V-8 engines), STARTING MOTOR-Inspect brushes, commutator,
pressure is being lost either at the pistons, rings or and switch. Check tension of brush spring by comparing
valves. To determine where loss is occurring, insert old spring with a new one. Test voltage and amperage
about one tablespoon of SAE 30 engine oil through draw at cranking speed.
the spark plug hole. Take a new reading. If this reading
is higher than the initial reading, the piston rings are DISTRIBUTOR-In a testing fixture, check distributor
faulty. If reading is the same as the initial reading, the performance at various speeds. Check the automatic
valves may be leaking or the cylinder head gasket is governor advance and the vacuum advance. Test con-
damaged. denser in suitable testing equipment if available.
VACUUM TEST-Use the vacuum gauge to test COIL -Test with coil tester for output at high and low
engine operation. Connect the vacuum gauge directly to speeds, and for shorts or open-circuits. Test coil at
the intake manifold. If this is not done, a true reading normal operating temperature since a cold coil may
cannot be obtained. An accurate interpretation of needle appear to be satisfactory under test and yet may not be
movements will often indicate whether the cause of poor operating properly when warmed up to its normal work-
engine performance is due to internal conditions, or due ing temperature.
to improper adjustment of the carburetor or ignition
timing. Check vacuum gauge readings with compres- GENERATOR-Test generator and voltage regulator
sion gauge readings to determine the exact cause of an with voltmeter and ammeter.
internal engine condition. See Figure 98.
FUEL PUMP-Check the fuel pump pressure with a
A steady reading of 18 to 21 inches of vacuum up to low-reading pressure gauge. Replace diaphragm, check
1,000 feet altitude indicates normal engine performance valves or entire pump assembly as necessary.
at idling speed. The vacuum reading will fall off one
inch for each 1,000 feet of altitude above sea level. If, MUFFLER AND TAIL PIPE-Inspect for clogged or
for example, there is a steady needle reading of 18 choked muffler, damaged baffles, kinks in tail pipe or
inches at 1,000 feet altitude, the same engine will give other conditions which may affect engine performance.
a vacuum reading of about 16 inches at 3,000 feet CYLINDER HEAD AND MANIFOLD-Tighten cylinder
altitude.
head cap screws and manifold nuts to specified torque
while engine is at normal operating temperature.
When reading a vacuum gauge, a steady needle in-
dicates good performance. A lower than normal reading CARBURETOR-Check float level. While carburetor
indicates poor compression or late timing or air leaks cover is removed, clean out the bowl.
at carburetor mounting flange or at the intake manifold
gaskets. If timing is late, the needle will be steady, but VALVES-Adjust tappet clearance with engine at
low. With poor compression, the needle will be low and normal operating temperature.
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ENGINES 317
STAKING
LUGS
45x2091
Figure 99-Filing Staking Lugs to Remove Figure 101-Checking Converter Hub Runout
Ring Gear
FRONT OF CAR we.

BRASS DRIFT
57P252
45x2092
Figure 100-Removing Ring Gear With Drift Figure 102-Correcting Converter Hub Runout
21. TORQUE CONVERTER AND HOUSING Do not hammer or pry between the flanges to loosen
the housing since this will distort the metal and result in
Whenever the transmission or torque converter is misalignment. Carefully move the housing straight back
serviced for repair it is important to check the torque to avoid damage to the torque converter.
converter hub runout, housing bore runout and housing
face runout. Excessive runout at any one of the three Inspect all mating surfaces and remove any burrs or
rough spots with emery cloth.
can cause premature wear of the converter hub seal or
transmission front pump. TORQUE CONVERTER UNIT REMOVAL
TORQUE CONVERTER HOUSING REMOVAL

Remove the metal dust shield. Remove the eight nuts
and lockwashers that hold the converter unit to the
Install engine support fixture and remove intermediate crankshaft using special wrench C-811. The torque con-
crossmember. Disconnect propellor shaft, brake cable, verter assembly is a welded unit and cannot be serviced
wiring, and oil cooler lines if so equipped. A doweled except as an assembly.
and bolted adapter plate is used between the torque
converter housing and engine block on the 277, 301 and RING GEAR REMOVAL
318 cubic inch V-8 engines and the 6 cylnder engine. The To replace the ring gear it will first be necessary to
converter housing on the 350 cubic inch engine is dow- remove the torque converter from the crankshaft. Care-
eled and bolted directly to the engine block. fully remove the staking lugs which retain the ring gear
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ADAPTER DOWEL
TOOL (TOOL)
57P233 57P234
Figure 103-Checking Converter Housing Figure 105-Removing Dowel Pin

Bore Runout
OFFSET DOWEL PIN TOO "r^;.

:7-
12 ADAPTER
11 1
(TOOL)
ADAPTER PLATE
10 2
O'CLOCK
9 3
7 57P232
OFFSET DOWEL PIN 6 57P257
Figure 104-Adapter Plate and Inset of Figure 106-Checking Converter Housing

Offset Dowel Face Runout
to the converter with a file. Using a blunt drift, tap 3. STEAM-When steam is to be used, place the ring
around the ring gear until the gear is free of the con- gear on a flat surface and direct the steam flow around
verter. Remove any burrs or rough spots from the gear the ring gear for approximately two minutes.
contact surface of the converter with a file. See Figures Place the starter ring gear over the gear surface of
99 and 100.
the converter. Make certain that the rear face of the
gear contacts the flange on the converter evenly around
RING GEAR INSTALLATION
the entire circumference. Weld the gear to the converter.
Listed below are three recommended methods which space the welds evenly and use approximately the
may be used to heat the starter ring gear for installation same amount of metal at each weld.
on the torque converter.
1. OVEN-When available, use Oven C-794. Set the CONVERTER HUB RUNOUT
temperature at 150° F. Allow the ring to remain in the To check hub runout, remove the transmission, the
oven approximately 15 to 20 minutes. torque converter housing and the dust shield. Install the
2. BOILING WATER-If boiling water is used, place hub alignment indicator on the torque converter adapter
the ring gear in a shallow container and heat for approxi- plate or engine and rotate the converter. See Figure 101.
mately 8 minutes after the water starts to boil. Converter hub runout should not exceed .004 inch. The
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ENGINES 319
indicator plunger should bear on the hub of the con- To install the offset dowel pins, remove the housing
verter 1/4 inch forward of the rear edge. and remove both dowel pins. See Figure 105. Install the
offset dowels to the shoulder. Avoid damage to the
To correct excessive hub runout, rotate the converter adapter plate by supporting it when installing the lower
through 360 degrees, marking the high point on the con- dowel pin. Install the housing and torque the screws
verter with chalk. Rotate the high point to the top. See 20-25 ft. lbs. Mount the indicator and recheck bore run-
Figure 101. Then, using an acetylene torch with a num- out. If necessary, loosen housing screws and turn the
ber 3 burner, apply heat about the size of a dime at a dowels with a screwdriver to shift the housing and align
spot exactly 180 degrees from the high point at the oppo- the bore within limits.
site side of the converter shell, at the radius high point.
See Figure 102. HOUSING FACE RUNOUT
Apply heat to the spot in a circular motion. When it Check the housing face runout with a dial indicator
begins to redden, remove the flame and quench it with before installing the transmission and locate the lowest
a water-soaked cloth. Change cloths several times to point of the indicator reading. See Figure 106. Face run-
cool the spot quickly, to effect a greater drawing on the out should not exceed .008-inch total indicator reading.
metal. Shims for correcting excessive face runout are available
from the Parts Division as follows:
Extreme caution must be used while heating to pre-
vent burning the metal and damaging the unit. HOUSING FACE RUNOUT SHIMS
When both sides of the converter are the same tem-
perature, check hub runout again. If it still exceeds .004 Thickness
inch at the same point, or if the metal has been drawn (in.) Part Number
excessively, causing excessive runout on the opposite .002 1610442
side of the converter, it will be necessary to repeat the .003 1610443
operation. With the heat application method, it is pos- .005 1610444
sible to reduce total runout to the near-zero point.
HOUSING BORE RUNOUT 22. DIAGNOSIS PROCEDURES

Check bore runout using fixture C-3461 and a suitable ENGINE DIFFICULT TO START OR
dial indicator. Runout must not exceed .010 inch total FAILS TO START
indicator reading. See Figure 103.
Generally, the causes of hard starting can be classi-
As an example, assume the total indicator reading is fied as Mechanical or Non-Mechanical. A Mechanical
.016 inch in a direction which approximates 2 o'clock, condition indicates that corrective measures, such as,
on the adapter plate. See Figure 104. In this case the adjustment, repair, or replacement of parts are neces-
housing is off the crankshaft centerline .008 inch (1/2 sary.
total indicator reading) which is .003 inch greater than
1. HARD STARTING-MECHANICAL CAUSES
the allowable limit of .005 inch (' /2 total reading).
(a) Fuel System
To correct an off center condition, three offset dowel
pins, are available from the Parts Division. See inset of Carburetor-Determine if fuel is reaching the carbure-
Figure 104. tor by removing the air cleaner and working the accel-
erator linkage by hand. If fuel is not being sprayed into
OFFSET DOWEL PINS
the carburetor when the accelerator linkage is moved,
there may be a restriction in the fuel line from the tank
to the carburetor, or the fuel pump may be faulty. Dis-
Amount of Offset
connect the fuel line at the carburetor and crank the
(in) Part Number
engine. If no fuel flows from the line, the line is clogged
.007 1736347 or the fuel pump is at fault.
.014 1736348
Fuel Pump-At the pump, disconnect the line which
.021 1736353
leads to the fuel tank and apply compressed air care-
fully at reduced pressure. Reconnect the line and crank
In the example above, using the .007-inch offset dowel the engine. The fuel pump is at fault if no fuel flows
pin will bring the runout well within the allowable limit from the cleaned out line. Inspect the pump and recon-
of .005 inch, or: .008-.007 (offset pin) =-.001-inch runout. dition as necessary.
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Fuel Lines-Inspect for clogging by disconnecting the 2. HARD STARTING-NON-MECHANICAL CAUSES

fuel lines at the carburetor and fuel pump and blowing
out the line carefully with compressed air at reduced Dampness-When high humidity prevails, moisture
pressure. Check the lines for possible air leaks on the may collect in the distributor cap, on the spark plugs and
vacuum side of the pump especially the flexible hose spark plug wires and connectors. This may result in the
and connections. engine failing to start. Dry the spark plugs, wires, con-
nectors, and distributor caps.
Automatic Choke-Inspect the choke for proper ad-
justment. Remove the air cleaner and observe the posi- Engine Oil-In extremely cold weather, use the recom-
tion of the choke valve in carburetor. The choke should mended engine oil in the crankcase. Use of excessively
be completely closed when a cold engine is cranked. heavy oil may cause a heavy drag on the engine, pre-
venting proper cranking speed.
Intake Manifold Leaks-Inspect for loose manifold
or defective intake manifold gasket which might result Improper Starting Methods-Flooding of the carbure-
in air leakage. Inspect carburetor gasket for damage tor may result if the accelerator pedal is pumped when
or air leaks. cranking the engine. If the throttle is not held opened
approximately 1/3 when cranking the engine, gasoline
(b) Electrical may not reach the manifolds in sufficient quantity to
start the engine.
Battery-Inspect for weak or discharged battery. In-
spect cables for looseness and the battery terminals for Depress the clutch pedal when starting the engine,
corrosion. especially in cold weather. When this is done, the trans-
Spark Plugs-Check for fouling, cracked porcelain or mission is disengaged from the engine, thereby reducing
improper gap. the heavy drag of transmission lubricant.
Wiring and Connections-Inspect wiring for breaks, ENGINE LACKS POWER
frayed or worn insulation. Inspect connections for tight-
ness and corrosion. 1. FUEL SYSTEM-Inspect the fuel lines for obstruc-
Distributor-Inspect for wet or cracked distributor cap, tions or leaks. Inspect the carburetor for the presence of
poor connections or corroded terminals in cap towers. dirt or water. Test the fuel pump by connecting a low
Also check for worn, dirty, corroded, burned, or improp- pressure liquid gauge in the line between the fuel pump
erly adjusted contact points, or for a defective condenser. and the carburetor. Fuel pump pressure should be
checked. Check the carburetor float level.
Coil- Inspect for a weak coil.
2. IGNITION SYSTEM-Inspect the spark plugs for
Ignition Timing-Set ignition timing as recommended
fouling, improper gap or cracked porcelains. Check the
in Ignition Section of this manual. ignition timing and inspect the distributor.
Starter Solenoid and Switch-If the solenoid switch
fails to "click" when the ignition key is turned to the 3. COMPRESSION- Perform a vacuum or compres-
starting position, connect a jumper wire from the posi- sion test to determine the condition of the engine.
tive battery post to the small terminal on the solenoid. 4. CHASSIS FRICTION -Check for dragging brakes,
If this causes the solenoid to "click", check for loose tight wheel bearings or under-inflated tires.
connections on the small terminal on the solenoid switch,
the ignition-starter switch or fuel gauge. If the solenoid
switch fails to "click" when energized with the jumper "FLAT SPOT" ON ACCELERATION
wire, install a new solenoid. The term "flat spot" is commonly accepted to mean
Starting Motor - Test starter for proper cranking that engine operation is interrupted momentarily when
speed. A slow turning starter may not start engine. being accelerated in high gear at low speeds. If such a
Check the amperage draw to make sure it is not exces- condition occurs, check the operation of the accelerator
sive. If the test indicates that the starting motor is not pump system in the carburetor.
up to specifications, it should be removed, inspected and
This is done by removing the air cleaner and working
the necessary repairs performed. the throttle by hand. A stream of fuel should flow from
the accelerator pump jet. If this jet is not operating
(c) Compression
properly, the fuel stream will be thin, deflected to one
Perform compression test to determine if compression side, or the fuel will merely dribble out of the jet. If
is being lost due to worn or leaking valves, worn piston such is the case, the carburetor should be cleaned and
rings or leaking cylinder head gasket. reconditioned.
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ENGINES 321
ENGINE WILL NOT IDLE SMOOTHLY (d) Fuel Pump-Oil drippage on the cylinder block
below the fuel pump or the underside of the oil pan at
1. FUEL SYSTEM-If it is difficult to obtain smooth this point, is an indication that the fuel pump mounting
engine idle, determine whether or not the carburetor is is loose or the gasket is at fault.
at fault by trying to make the engine roll. Do this by
turning the idle mixture screw out (counter-clockwise) (e) Timing Gear Cover Gasket-Make sure the cover
to obtain an over-rich mixture. Also, try to make the is tight and that the gasket is correctly positioned. Also,
engine stall by turning the idle mixture screw in (clock- inspect front crankshaft pulley seal.
wise) to provide too lean a mixture. If either of these (f) Valve Cover Gaskets-Make certain the covers
fuel-air mixture extremes cannot be obtained, perform a are tight and the gaskets are correctly positioned.
vacuum test, checking for air leaks or poor valve condi-
tions. If the vacuum test does not disclose any mechani-
OIL CONSUMPTION
cal conditions, it is an indication that the carburetor is
at fault. Blue smoke escaping from the tail pipe immediately
The engine idle should be set according to the specifi- after the engine is accelerated or decelerated is an indi-
cations shown in Section VI-Fuel and Exhaust Systems. cation that oil is being drawn past the piston rings or
past the valves in the guides and into the combustion
2. IGNITION SYSTEM-Inspect the spark plugs for chambers. If no smoke escapes from the tail pipe when
fouling, cracked porcelains or improper gap. Check high the engine is running, yet oil consumption exists, check
tension wires for frayed or worn insulation or loose con- for external leakage.
nections.
Check the distributor shaft for wear. Inspect for a
cracked distributor cap, loose or corroded terminals in NOTE
the cap towers, burned, pitted or improperly adjusted When new rings are installed in an engine, there
contact points, corroded or worn rotor. Also, test coil and may be more than normal oil consumption until the
condenser with testing equipment. rings are seated.
ENGINE MISSES ON ACCELERATION

To determine if the piston rings or valves are faulty,
1. IGNITION SYSTEM-Inspect the spark plugs for perform a compression or vacuum test.
fouling, improper gap or cracked porcelain. Check the
distributor for a cracked cap, loose or corroded terminals LOW OIL PRESSURE
in cap towers, pitted or improperly adjusted contact
points, or a worn rotor. Check the distributor vacuum 1. EXTERNAL LEAKS-Inspect for possible leakage.
advance, condenser and coil with testing equipment. Wipe the oil lines and fittings clean, run the engine at
Inspect high tension wires for frayed or worn insulation. a fast idle and look for traces of oil at the points cleaned.
2. VALVE SPRINGS-Weak valve springs may cause

the engine to miss on acceleration or at high speeds. NOTE
Low oil pressure at engine idling speed is not an

OIL LEAKAGE indication of lack of oil circulation, provided the oil
pressure increases with engine speed. When the en-
1. EXTERNAL LEAKS-Traces of oil on the underside gine is operated at speeds equivalent to a car speed
of the oil pan or the clutch housing, or oil that has dripped of over 30 miles per hour, the indicated oil pressure
under a car that has been standing for a short time may should be 30 to 50 pounds.
indicate oil leakage.
(a) Oil Pan and Gaskets-Make sure the oil pan and
gaskets have been correctly installed and are not dam- 2. OIL PRESSURE RELIEF VALVE-Inspect for a
aged. broken or distorted oil pressure relief valve spring.
Check the plunger for dirt, nicks, or burrs.
(b) Drain Plug-Inspect the oil pan drain plug for
tightness. 3. OIL PRESSURE SWITCH - Inspect the oil switch
for accuracy, by connecting an accurate gauge in the
(c) Rear Main Bearing Oil Seal-Inspect the under-
line with a "T" fitting.
side of the clutch housing for traces of oil. Oil at this
point usually indicates leakage at the rear main bearing 4. OIL-Make certain that oil of the recommended
oil seal. viscosity is used in the crankcase.
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5. EXCESSIVE BEARING CLEARANCE-Check flow tappet noise cannot be controlled by setting the clear-
of oil at the bearings by using a Bearing Leak Detector. ance less than recommended. After checking the tap-
See page 314. pet clearance, inspect the valve stem ends, the valve
guides, the valve tappet adjusting screw, and the cam
6. OIL PUMP-Inspect the oil pump parts for exces- lobes for wear. Also, inspect for weak or broken valve
sive clearance. spring.
HIGH OIL PRESSURE 5. FUEL PUMP-An air leak on the intake side of the
fuel pump will increase diaphragm movement and re-
I. OIL PRESSURE RELIEF VALVE-Make sure the sult in noise. Inspect the inlet lines for tightness.
plunger is not sticking in the closed position. The spring
should not be backed up with washers or other such EXCESSIVE FUEL CONSUMPTION
material. Also a spring heavier than specified should
not be used. When excessive fuel consumption is suspected, a
fuel test should be made to determine whether a mechan-
2. ENGINE OIL -Make sure that the recommended ical condition in the engine is responsible, or whether
oil is used in the crankcase. A heavy oil will not flow the condition is due to driving habits.
as rapidly as a light oil and high oil pressure may result.
Fuel tests should be made under controlled condi-
ENGINE NOISES tions with a suitable fuel mileage tester. Make two test
runs (one with, and one against the wind) at a constant
The noises described here are only those which could speed of 30 miles an hour over a level road. An average
originate inside the engine. No attempt has been made of these two test runs will indicate the mileage the car
to describe other noises coining from other parts of the is capable of delivering under these controlled con-
car. ditions.
1. MAIN BEARINGS-A main bearing noise (usually
a deep-toned knock) is more noticeable when the engine
is under load. Check for this noise by shorting out the NOTE
spark plugs one at a time when the engine is under load;
A gas mileage test under controlled conditions will
approximately 35 MPH (1700 RPM). If the noise is more
reveal the maximum fuel mileage the car is capable
noticeable when the spark plugs are shorted out on of delivering. Under normal driving conditions, the
either side of a main bearing, that main bearing may
fuel mileage will be less because of operating con-
be at fault. ditions generally beyond the control of the driver.
2. CONNECTING ROD BEARINGS -A loose connect- These conditions are explained in the following
ing rod bearing usually produces a rapid metallic knock paragraphs under the heading "Driving Methods
which is most noticeable when the accelerator pedal is and Weather Conditions."
released immediately following acceleration of engine.
Find the faulty bearing by shorting out the spark plugs
-one at a time. If the noise quiets down or disappears, If the results of the fuel test indicates excessive fuel
when a particular spark plug is shorted out, the con- consumption under controlled conditions based on tests
necting rod bearing at that point is probably responsible made on similar model cars known to be in good me-
for the noise. chanical condition, the following units should be
checked.
3. PISTON-A piston noise is generally referred to
as a piston "slap" and may be classified as a hot or I. IGNITION TIMING-Check ignition timing at var-
cold slap. A cold slap noise should leave the engine ious operating speeds. Check vacuum advance unit.
when the heat indicator pointer starts to move away 2. SPARK PLUGS-Check for fouled electrodes,
from the pin. Noise caused by a cold piston is not harm- cracked porcelain and improper gap.
ful. If a hot piston slap continues after the engine reaches
operating temperature, it is an indication that some cor- 3. CARBURETOR-Make sure the step-up piston is
rective action is necessary. Check piston fit in bore and operating properly. Check for high float level and for
piston pin fit. Check piston for collapsed skirt, scored dirt in the air cleaner which might restrict the passage
wall and proper taper. of air. Test for excessive fuel pump pressure.
4. VALVES-Inspect rocker arm and push rod for 4. CHOKE-If the choke is not wide open with engine
excessive wear. Inspect for sticking valves or for a at operating temperature, an over-rich fuel air mixture
binding condition of the rocker arm on the shaft. If valve will be delivered to the carburetor and fuel consumption
noise is evident, check valve tappet clearance. Valve will be increased.
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ENGINES 323
5. CHASSIS FRICTION-The slightest amount of 2. HIGHWAY DRIVING-It requires more fuel per
brake drag will tend to increase fuel consumption. In- mile to operate car at 70 miles an hour than at 35 miles
spect for tight wheel bearings. Check front wheel toe-in. an hour. At 70 miles an hour, the engine develops
Inflate tires to the recommended pressure. Check lubri- about 60 horsepower and only approximately 10 horse-
cation of universal joints, rear axle and transmission. power at 35 miles an hour. As more horsepower is de-
veloped, more fuel will be required. At high speeds,
If the fuel test indicates that the car condition is not wind resistance must be overcome. As speed increases,
the cause of excessive fuel consumption, the operator friction on the moving parts of the engine increases.
should be informed of the following good driving prac- More fuel must be consumed by the engine to overcome
tices which promote fuel economy. the drag imposed under these conditions.
At freezing temperatures, tests show that a car must
DRIVING METHODS AND WEATHER CONDITIONS
be driven approximately 8 miles before maximum fuel
mileage can be obtained. At lower temperatures, the
I. CITY DRIVING-To obtain maximum fuel mileage car must be driven even greater distances to secure
in city traffic, it is advisable to avoid frequent use of maximum fuel mileage.
low gears when possible. Fast starts and resulting ex- Not only does the engine have to be warmed up dur-
cessive brake applications will greatly increase fuel ing cold weather, but also the units of the drive train,
consumption. to reduce chassis friction.
CAP SET SPRINGS
CAP ASSEMBLY
WEIGHT
SHAFT
ASHER
BEARING ,?..---CONTACT SPRING
ROTOR
CONTACT BRUSH
(10,000 OHMS)
ROTOR OSCREW
L CKWASHER
SCREW & WASHER
SCREW
CONDENSOR WASHER
HINGE & SPRING rn
SCREW & WASHER
CONDENSER
CHAMBER
SPRING SCREW-L.:4, BREAKER POINT
WASHER SET THRUST WASHERS
LOCK -/ CLIP m
WASHER BUSHING
GASKET
WASHER ASHER
UG
FELT /
POINT SET WASHER
BREAKER PLATE
0
SPRING CLIP AND BRACKET
m
SPRING CLIP
AND BRACKET__ SCREW m
LOCKWASH ER n
CAM SNAP r
SL E R I NG
12.
WICK SCREW
lx?, LOCKWASHER
ASE
OILER
WICK
BASE WICK VACUUM CHAMBER ASSEMBLY
OILER
WASHER
ANTI -RATTLE
SPRING
SPACER
ARM
BEARING
OVERNOR WEIGHT ELBOW
SPRING SET SCREW
BASE ASSEMBLY
116"--- BUSHING
SCREW & WASHER
WASHER
ASHER GOVERNOR WEIGHTS CLAMP
COLLAR
RIVET
CAM & STOP PLATE OLLAR
SPACER RIVET
57P321
57P320
Figure 1-Distributor Disassembled-6 Cylinder Engine

Figure 2-Distributor Disassembled-V-8 Engine
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325
PART TWO-ENGINE & ELECTRICAL

SECTION II IGNITION SYSTEM
Page
Data and Specifications . . . 328, 330
1. Distributor 325
2. Coil and Condenser 333
3. Spark Plugs 334
1. DISTRIBUTOR result in high speed misfire. Contacts should be clean

and make flat contact with each other. To properly
The function of the distributor is to interrupt the cur- align the contacts, bend the stationary contact breaker
rent flow in the primary winding of the ignition coil and only. Do not bend the breaker arm. Inspect the align-
to distribute the high voltage induced in the secondary ment of the rubbing block with the cam and check for a
winding of the ignition coil to the spark plugs. The twisted arm or pivot pin. These parts should be replaced
breaker points and condenser are connected in the if misalignment exists.
primary circuit (low voltage) and the rotor and cap are Rotate the distributor shaft until the rubbing block is
connected to the secondary circuit (high voltage). on the high point of the distributor cam lobe. Loosen
Distributors used on Plymouth engines contain two the stationary plate lock screw and set the contact gap
controls which provide automatic advance of ignition with a feeler gauge according to specifications given
timing according to engine speed and load. The centri- in the chart. Retighten lock screw and recheck gap.
fugal governor in the distributor body regulates ignition
timing according to speed. The vacuum control unit TESTING BREAKER ARM SPRING TENSION
attached to the outside of the distributor body regulates Contact spring tension is important to the life of the
the ignition timing according to load. contacts and performance of the engine. Too great a
DUAL CONTACT DISTRIBUTOR - The distributor tension will cause excessive wear of the cam and rub-
contains two sets of points which permit additional cur- bing block. Too low a spring tension will cause flutter
rent build-up time in the primary winding of the coil. at higher engine speeds and result in misfire. Hook a
Thus, maximum voltage is induced in the secondary spring scale on the breaker arm and pull at a right angle
winding. to the contact face as shown in Figure 3. Take reading
just as contacts separate. Refer to data and specifica-
The two sets of points are connected in parallel and tions for correct tension. If readings are not correct,
are positioned in relation to the 8 lobe cam so as to loosen screw at end of spring and slide in to increase
provide 7 degrees overlap of points opening and closing. tension and out to decrease tension. Tighten and recheck
One set of points (circuit maker points) closes the pri- tension.
mary circuit in the coil and the second set of points
(circuit breaker points) opens the circuit causing a spark CAM ANGLE
at the plug. Immediately after the spark occurs, the Cam angle or dwell is the number of degrees of cam
circuit maker points are closed ahead of the circuit rotation during which time the contacts are closed.
breaker points, thus providing a circuit to build-up the
Measurement of dwell or cam angle is a good check on
primary winding. As the cam rotates further, the sec- the condition of the cam, cam sleeve, bushings or bear-
ondary points also close. Just before the secondary ings, and contacts.
points open, the primary points open 7 degrees ahead.
Set the contacts to the specified gap with a feeler
ADJUSTING DISTRIBUTOR CONTACTS gauge first. Then check dwell meter reading against
specifications. If readings are erratic or do not come
Engine performance and operation depends on the within specifications, check distributor for a worn or
condition and setting of the contacts. Too little contact bent rubbing block, worn cam, worn bushings or
gap can cause contact burning and too wide a gap can bearings or bent shaft.
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17 TO 20 -OZ. SPRING
TENSION AS POINTS
SEPARATE
SPRING SCALE
BREAKER ARM
AND SPRING
G
110000D
90°
32X40 57P118
Figure 3-Testing Breaker Arm Spring Tension Figure 4-Timing Engine with Timing Light
with Spring Scale
TIMING LIGHT-Place a chalk mark on vibration

DISTRIBUTOR CAP AND ROTOR damper or pulley at the specified number of degrees
advance. Start engine and allow to run at slow idle
Inspect condition of distributor cap and rotor. If the setting. The timing flash should occur at the instant the
cap has a crack or shows evidence of arcing, corroded chalk mark is opposite the pointer on the timing chain
high tension terminals or excessively burned inserts it cover. If not, loosen the distributor clamp bolt and rotate
should be replaced. Check the carbon plunger and the distributor clockwise or counter-clockwise until the
spring for free movement and for good contact with correct setting is obtained. As engine speed is increased
the rotor. the timing light should indicate a gradual spark ad-
Check the rotor for cracks or a loose contact strip. If vance. See Figure 4.
contact is badly burned it should be replaced. A minor change in ignition timing may be made on 6
cylinder engines by loosening the distributor arm lock
IGNITION TIMING screw and moving the arm slightly.
At low altitudes, with any good grade of "regular" TIMING INDICATOR-Tool C-345 can be used to ad-
gasoline, the engine will give its best performance if just the ignition timing in relation to piston travel on
timed according to specifications. 6 cylinder engines. When timing ignition, always be
certain the number 1 or 6 piston is at the top of the
When using lower grade fuels, or after carbon has compression stroke and the rotor is pointing to the insert
accumulated, objectionable spark ping may occur with corresponding to that piston. Remove timing hole plug
the specified timing. In cases of this nature, ignition over number 6 cylinder and install Tool C-345 as shown
timing should be retarded, but not to exceed 4 degrees in Figure 5.
of crankshaft rotation later than specified.
Rotate engine, plugs removed, until top dead center
At high altitudes or when using premium gasoline, is reached. Then set dial indicator at zero.
there is less tendency for spark ping. In such cases,
improved performance may be obtained by advancing Connect test lamp from kit C-435 between the dis-
the spark not to exceed 4 degrees of crankshaft rotation tributor primary terminal and the battery negative ter-
ahead of specified timing. minal. Loosen the distributor clamp bolt and back off
the distributor by rotating it clockwise until the test lamp
Within the foregoing limits, namely, from 4 degrees lights. Then turn the distributor slowly, counterclock-
ahead to 4 degrees later than specified timing, a good wise and stop the instant the light goes out. Then tighten
rule to follow is to advance the spark until a slight ping distributor clamp bolt. Recheck after tightening.
is heard when accelerating from 10 mph on 6 cylinder
engines or 15 mph on 8 cylinder engines in direct drive TESTING MECHANICAL ADVANCE
at wide open throttle. The distributor should be moved
clockwise to retard and counter-clockwise to advance A light and heavy spring is used in the distributor.
ignition timing. Make adjustments on the weak spring.
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IGNITION SYSTEM 327
32x161
TIMING INDICATOR
TEST LIGHT
NDICATOR ROD
57P116
PISTON
Figure 5-Timing Indicator-6 Cylinder Engine Figure 6-Removing or Installing Breaker Plate
The governor weights in distributor must be tested install a thinner washer to increase advance or a thicker
on a distributor tester. Operate the distributor clockwise. washer to reduce the advance.
Check the distributor R.P.M. against the degree of ad-
vance and compare with specifications in mechanical IMPORTANT
advance specification chart.
Before testing, be sure diaphragm will hold vacu-
If degrees of advance are high as compared with um. Connect to vacuum pump on tester and set to
chart, it indicates that the light spring in the distributor give between 10 and 20 inches of vacuum. Shut off
is too weak. If the degree of advance is low, the spring pump. If gauge reading falls, it indicates a leak in
tension is too stiff, making the advance too slow. vacuum chamber and must be corrected.
In either case the tension can be increased or de-
creased by bending the bracket on the weight plate to When the right combination of washers is determined
which the springs are attached. After making adjust- to permit full advance, check the amount of vacuum
ments check the distributor advance at all points in the required to produce about one degree of advance. Usu-
chart. Make the checks while increasing and decreasing ally if full advance is correct, it will be correct through-
the speed. If there is a variation of the check points out the entire range. If readings do not conform, replace
between the increase and decrease readings, inspect the spring and readjust the tension by selecting the right
the governor weights for alignment and adequate combination of washers.
lubrication.
BEARING RETAINER CLIPS
TESTING VACUUM ADVANCE
DO 0
The vacuum advance chamber on the distributor auto- 0
matically adjusts the spark advance to engine load
conditions. Upon sudden acceleration or wide open
throttle operation, manifold vacuum drops, causing the
spring in the chamber to retard the ignition timing. As
engine load or thottle opening decreases, the vacuum
increases and overcomes the pressure spring, advanc-
ing the ignition timing.
Remove vacuum from distributor vacuum control unit
and operate distributor at about 800 R.P.M. until a steady
reading is obtained. Apply the amount of vacuum. re-
quired for the full specified advance. If the advance does
,.1157P310
not conform with the specifications in chart, remove the
retaining nut and add or remove washers to make the Figure 7-Releasing Distributor Breaker Plate Bearing
necessary adjustment. Check washer thickness and (Dual Breaker Point Distributor Only)
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DISTRIBUTOR DATA AND SPECIFICATIONS

Models P-30, LP -1 P-31 LP-2
Type Automatic advance, speed and vacuum control
Location Left side of engine Rear of Engine Front of engine
Drive Camshaft Gear
2 Bronze in Distributor
Bushings 2 Bronze
1 Bronze in Cylinder Block
Number of Breakers 1 1 (a)
Number of Lobes on Cam 6 8
Cam Angle (Dwell) 36°-42° 29°-32°
Distributor Point Gap .020 in. .015 in. -.018 in.
Breaker Arm Tension 17 to 20 oz.
Firing Order 1-5-3-6-2-4 1-8-4-3-6-5-7-2
Timing Marks on Crankshaft vibration damper Crankshaft pulley Crankshaft vibration damper
(a) Engines with 4-barrel carburetors -dual breaker points.
COIL
Models P-30, LP -1 P -31, LP-2
Ohms Primary 4.19-4.55 1.65-1.79
resistance
at Secondary 6500-7600 8000-9200
700-80° F. Ballast None .665-.735
CONDENSER
Capacity (microfarads) .25 to .285
SPARK PLUGS
Models P-30, LP-1 P-31 LP-2 Golden Commando
AR 52 AR 42
Type AR 51 AR 32
AR 32 (Fury) AR 32 (Fury)
Resistor
Size 14mm.
Gap .035 in.
DISTRIBUTOR TIMING
Displace-
Comp. Chrysler Autolite Basic
ment
Ratio Part No. Distributor No. Setting
Model (cu. in.)
P-30, LP-1, 6 Cyl. 230 8.0-1 1689323 1BR 4001 2° BTC
P-30, 6 Cyl. 230 8.0-1 1546755 1AT 4101B 2° BTC
P-31, V-8 277 8.0-1 1779951 1BP 4003C 4° BTC
P-31, V-8 277 8.0-1 1688649 IBJ 4301B TDC
P-31, V-8 (Power-Pak) 301 8.5-1 1779938 1BP 4003A 4° BTC
P-31, V-8 301 8.5-1 1689318 1BP 4003 10° BTC
P-31, V-8 (Fury) 318 9.25-1 1779937 IBS 4003 8° BTC
LP-2, V-8 318 9.0-1 1842607 1BP 4003F 10° BTC
LP-2, V-8 (Super-Pak) 318 9.0-1 1841510 1BP 4003D 10° BTC
LP-2, V-8 (Fury) 318 9.25-1 1779937 IBS 4003 8° BTC
LP-2, V-8 (Golden Commando) 350 1.0-1 1779983 IBS 4006B 8° BTC
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IGNITION SYSTEM 329
DRIVER TOOL--4.
DIAL
INDICATOR
HOLDING JIG
ADAPTOR
57P298 57P293
Figure 8-Measuring Drive Shaft Bushing Wear Figure 10-Installing Upper Bushing Using Tool C-3041
Using Dial Indicator
DISASSEMBLY OF DISTRIBUTOR TOOL

Remove vacuum control unit and then the breaker
plate assembly. See Figure 6. Inspect the pivot pin or BUSHING
bearings in the breaker plate assembly for binding,
roughness or excessive looseness. If bearing binds slide
bearing retainer clips out of the way and carefully
separate the upper and lower plate to expose bearing.
See Figure 7. Clean in a suitable solvent and dry with
compressed air. Repack the bearing '/2 full with a high
melting point non-fibre grease and reassemble.
Inspect distributor points for evidence of burning or
pitting. High resistance in the generating circuit due to
loose connections or corrosion may have caused the
57P294
points to oxidize. Loose condenser connections or high
resistance within the condenser will also cause burned Figure 11-Installing Lower Bushing in Distributor
points. Poor point contact due to improper setting will
result in decreased point life.
Remove felt wick and snap ring which holds cam and
yoke assembly to drive shaft. Remove springs and
governor weights. Place distributor in vise and do not
tighten excessively. Attach a dial indicator to distributor
base and position plunger against drive shaft at top.
Move drive shaft "to and from" indicator with just
DRIVER TOOL
enough pressure to measure the clearance between
shaft and bushings. Excessive pressure will cause the
shaft to spring and show a false reading. If clearance is
more than .008 inch, replace the bushings. See Figure 8.
File the end of the staked rivet and drive it out of the
distributor shaft collar. Then remove drive shaft. Mount
distributor in vise as shown in Figure 9 and press bush-
ings out from bottom of base with driver Tool C-3041.
ASSEMBLY OF DISTRIBUTOR
The distributor shaft bushings should be soaked in
Figure 9-Removing Drive Shaft Bushing light engine oil for about 15 minutes before pressing
with Tool C-3041 them into position. Insert the bushing and driver into
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DISTRIBUTOR MECHANICAL ADVANCE

AND VACUUM CONTROL SPECIFICATIONS
Distributor Governor Advance

Model (*Distributor Degrees and R.P.M.)
Number Start 500 700 950 Maximum
0°
1BR 4001 400-600 R.P.M. .5°-2.4° 2.3°-4.2° 4.50-6.5° 7.50-95° at 1800 R.P.M.
0°
1BP 4003 440-575 R.P.M. 0°-1° 1.9°-3.9° 4.3°-6.3° 8.5°-10.5° at 2200 R.P.M.
0° 10°-12°
1BP 4003A 300-400 R.P.M. 5'50-7'50 7.5°-8.5° Maximum --
1BP 4003C
0°
2°-4° 4
5.5°-7.5° 7'-9° 14°-16° at 2150 R.P.M.
300-400 R.P.M.
0°
1BP 4003D 280-430 R.P.M. 1°-3° 3.5°55° 4.5°-6.5° 10°-12° at 2400 R.P.M.
0°
1BP 4003F 330-570 R.P.M. 0°-1.5° 1.2°-3.2° 2.6°-4.6° 8°-10° at 2300 R.P.M.
0°
IBS 4003 300-400 R.P.M. 50-550 5°-7° 6.7°-8.7° 7°-9° at 1000 R.P.M.
0°
IBS 4006B 270-420 R.P.M. 1°-3° 3.8°-5.8° 5.2°-7.2° 9°-11° at 2000 R.P.M.
0° 3350_5.50
1AT 4101B
350-500 R.P.M. 0°-1.75° 1.5°-3.5° 7°-9° at 1350 R.P.M.
0°
1BJ 4301B
270-420 R.P.M. 1°-3° 3.8°-5.8° 5.2°-7.2° 9°-11° at 2000 R.P.M.
Distributor Vacuum Advance

Model (*Dist( utor Degrees and Inches of Mercury)
Number Start 8 10 12 Maximum
00
1BR 4001 1.4°-3.2° 3.50_5.50 5.5°-7.5° 8.5°-10.5° at 16 in. hg.
5-6 in. hg.
0°
1BP 4003
7.5-8 in. hg. .5°-2.5° 3.5-5.5° 6°-8° 12°-14° at 18 in. hg.
00
1BP 4003A 7-8 in. hg. 0°-2° 3.3°-5.3° 6°-8° 8.5°-10.5° at 14 in. hg.
00
1BP 4003C 5-7 in. hg. 3.25°-5.5° 5.25°-8.75° 7.5°-11° 11.5°-13.5° at 16 in. hg.
1BP 4003D
0°
4.5°-6.7° 7.50_950 11.7°-14° at 16 in. hg.
6-7 in. hg. 1.3°-3.4°
1BP 4003F
0°
1.3'-3.5° 4°-6° 73..9.5. 11.8°-14° at 16 in. hg.
6.5-7 in. hg.
0°
IBS 4003 5-10 in. hg. 0°-2.5° 2.50-5.5° 9.0°-11.5° at 18 in. hg.
0°
IBS 4006B 0°-1.5° 1.5°-3.5° 50-80 11.5°-14.5° at 17 in. hg.
7-9 in. hg.
0°
1AT 4101B 2.25°-3.25° 4`.5° 5.5°-7.25° 7°-9° at 14 in. hg.
4.5-5 in. hg.
0°
1BJ 4301B 3.25°-5.25° 6°-8° 8°-10° 10.5°-12.5° at 15 in. hg.
5-6 in. hg.
*Note: All figures are in distributor R.P.M. and distributor degrees. For engine R.P.M. and degrees of
crankshaft rotation, multiply R.P.M. and degrees figures by 2.
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IGNITION SYSTEM 331
BURNISHING TOOL GOVERNOR LUBRICANT

WEIGHTS CHAMBER
UPPER BUSHING
' 57P304
Figure 12-Burnishing Drive Shaft Bushings Figure 13-Lubricating Governor Weights

with Burnishing Tool
the bore at top of distributor base and press into posi- GOVERNOR WEIGHT UPPER
tion. Upper bushing should be .094 inches below top THRUST
of bore. See Figure 10. Invert distributor base and press WASHER
in lower bushing flush with bottom of surface. See CAM AND YOKE
Figure 11.
IMPORTANT
If bushings have oil holes be sure to line them up
with oil holes in distributor base as the bushings
are pressed into position. If bushings do not have
holes, press them into the distributor base and drill
bushings with a 7/s inch drill. Remove oiler to drill
upper bushing in both 6 and 8 cylinder distributors.
57P299
In addition, the 6 cylinder distributor has a NI inch oil
hole through the lower bushing.
Figure 14-Distributor Shaft Assembly
After bushings are installed they should be burnished

with burnishing tool which is part of Tool C-3041. See CAM AND YOKE ,,`..'-''.-.-.011".....61 LIGHT SPRING
Figure 12. Press tool through bushings. If special tool is
not available, ream bushings from .4995 to .5000 inches.
Remove any burrs from inside of bushings and make
certain oil passages are clean. Install upper thrust
washers on the distributor shaft and insert shaft in base,
Install lower thrust washer collar and rivet. Do not peen
rivet until end play is checked with feeler gauge. Re-
place thrust washer if end play exceeds .008 inches.
Lubricate the governor weights and install them on
pivot pins. See Figure 13. Install the spring. Slide cam
and yoke on shaft and engage the weight lugs with the
slots in the yoke. See Figure 14. Install spring lock ring
SPRING CLIP
and felt wick at top of drive shaft. See Figure 15. Install HEAVY SPRING --..........00./' 57P296
the breaker plate assembly in distributor body, and
then the vacuum control unit. Figure 15-Distributor Cam Installed
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DISTRIBUTOR DRIVE SHAFT BUSHING

BUSHING V-8 ENGINES -It is advisable to replace the distribu-
TOOL
tor drive shaft bushing whenever the engine or dis-
tributor is reconditioned.
Use a pair of snap ring pliers to remove the distributor
drive shaft and gear. Install Tool C-3052 and remove
bushing. See Figure 16. Install new bushing over tool
C-3053 and insert tool and bushing into bore as shown
in Figure 17. Drive bushing in place with soft hammer.
As the burnisher is pulled through the bushing by turn-
ing the nut, the tool swedges the bushing tight in the
bore and burnishes it to correct size. Do not ream this
bushing to size.
58x159 DISTRIBUTOR INSTALLATION

Figure 16-Removing Distributor Drive Shaft 6 CYLINDER ENGINE-Rotate crankshaft until num-
Bushing-350 Cubic Inch V-8 Engine ber 1 piston is at top dead center, on the compression
Typical of 277, 301 and 318 Cubic Inch V-8 Engine stroke. Timing indicator pointer should be pointing to
the dead center mark on vibration damper. Check com-
pression stroke by holding finger over spark plug hole
BUSHING as crankshaft is rotated. Turn rotor to No. 1 spark plug
wire insert and install distributor making sure drive
TOOL shaft engages oil pump shaft slot.
V-8 ENGINE - Before installing the distributor drive
shaft, it will be necessary to time the engine. Rotate
crankshaft until No. 1 piston is at top dead center, on
compression stroke. Pointer should be at dead center
mark on crankshaft pulley. Coat the shaft of the drive
gear and insert it into the bushing. Spiral the shaft into
place so that the slot in the shaft indexes with the oil
pump shaft. The slot at the gear end of the distributor
drive shaft should point to the first intake manifold bolt
on the left side of the engine on 277, 301, and 318 cubic
58x160
inch engines. See Figure 18. The slot on 350 cubic inch
Figure 17-Installing Distributor Drive Shaft engines should be parallel to the crankshaft centerline.
Bushing-350 Cubic Inch V-8 Engine See Figure 19.
Typical of 277, 301 and 318 Cubic Inch V-8 Engine
DISTRIBUTOR AND OIL

PUMP DRIVE
GEAR SLOT
- DISTRIBUTOR DRIVE
SHAFT GEAR
57P115 CENTER LINE OF CRANKSHAFT 58x163
Figure 18-Position of Distributor Drive Shaft- Figure 19-Position of Distributor Drive Shaft-
277, 301 and 318 Cubic Inch V-8 Engine 350 Cubic Inch V-8 Engine
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IGNITION SYSTEM 333
STARTER AND
NEUTRAL IGNITION SWITCH
SAFETY SWITCH
P/F ONLY IGN.
ST.
BATTERY
NOTE:
DUAL BREAKER
STARTER
POINTS ON
SOLENOID
MODELS WITH
g g 4 BARREL
CARBURETORS
V8 DISTRIBUTOR
TO SPARK PLUG
COIL
ROTOR
RESISTOR
SPARK
i
6 CYLINDER
DISTRIBUTOR PLUG
BREAKER IGN.
IGN.
COIL POINTS COIL
BREAKER
POINTS
CONDENSER -7= 58P79
Figure 20-Typical Ignition Circuit
Turn distributor rotor to number one spark plug insert.

Turn rotor counter-clockwise until points just separate. IMPORTANT
Position oil seal ring in place and install distributor.
Make sure shaft engages in lower drive shaft. Install Always check coil for external leaks and arcing.
clamp and check distributor timing. Two tests should be made on the coil, one when the
coil is cool and one after coil has warmed up.
2. COIL AND CONDENSER When testing the coil on V-8 models, test the
ballast resistor and coil independently of each other.
TESTING COIL
The ballast resistor is connected in series with the
Clean and inspect the coil and terminals. Inspect coil primary windings and is attached to the outside of
for cracks or damage which would cause leakage. Use of coil.
reliable test equipment when checking ohm resistance
in the primary and secondary coil windings. See Data
and Specifications. TESTING CONDENSER
To check the secondary, or high tension circuit, first Inspect condenser for broken leads, frayed insulation,
pull the secondary cable out of the distributor cap. Hold a loose or corroded terminal or poor ground contact.
the end of the cable about 1/4 of an inch away from the Insulate breaker point, with cardboard and check con-
cylinder head and crank the engine with the ignition denser for capacity and ground. Check capacity and
key turned on. If the spark jumps the 1/4 inch gap, the resistance from the primary terminal through the con-
coil should be satisfactory. denser to the distributor base. If tests indicate a faulty
If test is unsatisfactory, bench test coil on coil tester condenser, perform breakdown, capacity and resistance
and replace if necessary. tests on a condenser tester.
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and the center and side electrodes are badly burned,

DISTRIBUTOR there may be water leaking into the cylinder head in
TERMINAL addition to one or more of the above conditions. Care
should be taken when installing plugs to prevent dis-
torting the shell. If leaks occur between the shell and
the insulator, gas may leak by leaving dark streaks up
the side of the insulator top. This condition may also
cause burning of the insulator and the electrodes.
INSUFFICIENT HEAT-An excessively rich fuel mix-
ture, excessive oil consumption or prolonged idling or
low speed operation may cause the plugs to run too
cold. A dull black film or "sooty" appearance is the result
BALLAST RESISTOR of prolonged idling or low speed operation. An accumu-
BATTERY TERMINAL lation of oily carbon or fouling of the plugs will indicate
56P160
rich mixture or excessive oil consumption.
Figure 21-Coil and Ballast Resistor NORMAL-A soft, powdery tan deposit or a reddish
brown deposit accompanied by normal electrode ero-
3. SPARK PLUGS sion will indicate normal plug condition. The reddish
brown condition is usually the result of continued high
The condition under which spark plugs have been speed or heavy load operation.
operating can be determined, in most cases, by visual
inspection. It is important that plugs are periodically A coil of higher out-put than specified for the particu-
cleaned and the gaps reset to insure good engine per- lar engine or spark plug will cause rapid burning of the
formance, economy and long life of the spark plugs. electrodes. Always check the generator circuit and coil
Improper installation of plugs will result in premature out-put when continued plug failure is encountered.
failures. It should be made certain that the cylinder
head seat is clean, the proper torque (32 ft. lbs.) is used Check spark plug gaps accurately, preferably with a
to fully compress the gasket, and that the threads on wire gauge. Always inspect the insulator for chips and
the plug and in the cylinder head are free of carbon cracks before and after cleaning and gapping.
and dirt. When testing resistor type plugs in a spark plug tester,
INSPECTION the spark (under pressure) will be thin and purple in
stead of heavy and blue as with conventional type
EXCESSIVE HEAT-Loose spark plugs, poorly seat- plugs. This is due to the resistor and is not an indication
ing valves, excessively lean fuel mixture, incorrect igni- of a defective plug.
tion timing or use of incorrect plugs will cause the spark
plugs to run too hot.
The insulator nose will be white with dark spots or
blisters near the tip, or blistered dark brown deposits Diagnosis procedures concerning units of the ignition
near the tip plus excessive burning of the electrodes. system are included in the various procedures described
If the insulator material is badly fused and blistered under Engine (Section I).
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GROWLER GROWLER
Pr 57P307 57P306
Figure 2-Testing Armature for Ground Figure 3-Testing Armature for Short
resistor to specified voltage at the starter. See page 338. Place the armature shaft ends in Vee blocks and check
If new brushes have been installed run the starter motor commutator run-out with a dial indicator. If the run-out
for about two minutes to seat the brushes. exceeds .003 inch, the commutator should be refaced in
The ammeter should indicate the specified average a lathe or with special Tool C-770. The commutator
draw at the R.P.M. shown in the Starting Motor Data and should be polished with No. 00 sandpaper to remove
Specifications on page 338. dirt, grease or burred edges. Never use emery cloth to
polish the commutator. Remove only enough metal from
STALL TORQUE TEST the commutator to provide a clean smooth surface.
Connect the starter motor to the battery with the Never undercut the mica as dirt and carbon may
resistor, ammeter and voltmeter in the circuit as collect in the grooves and cause a short between the
described in the free running test. Make certain that commutator bars.
the ammeter and resistor are of sufficient capacity to
carry at least 500 amperes. After securing the starter TESTING ARMATURE FOR GROUND
motor, attach a 12 inch torque arm to the starter motor Test for a grounded armature with a test lamp and
pinion gear. Hook a spring scale of at least 15 pounds probes. Place one probe on the shaft and check each
capacity to the end of the torque arm. Before closing commutator bar. If the lamp lights, a short is indicated
the switch, be sure that the resistor is open, to avoid and a new armature should be installed. Do not touch
excessive initial torque. Adjust the resistor to specified the probes to the brush surface of the commutator or to
voltage. Refer to Data and Specifications, page 338, for the bearing surface of the shaft. See Figure 2.
required amperage draw and torque at the specified
voltage. TESTING ARMATURE FOR SHORT
Place armature assembly on the growler on test
2. INSPECTION AND BENCH TESTS bench. Turn armature slowly while holding a thin strip
Remove the commutator end plate and pull the arma- of steel over the core of armature. If blade vibrates, coil
ture out of the starter frame. Clean the starter parts with is shorted. See Figure 3.
a rag dampened with cleaning fluid. Dry all parts with
compressed air. Do not immerse the armature assembly, TESTING FIELD COILS FOR OPEN CIRCUIT
field coils, insulation or brushes in cleaning solvent. With the use of test prods, test between the insulated
brushes and from each insulated brush to the starting
ARMATURE motor terminal. See Figure 4. If the test lamp does not
Inspect the core for scored or damaged laminations, light the coils are open and must be replaced.
out of place or loose windings, or loose connections at
the commutator. Inspect the commutator for roughness, TESTING FIELD COILS FOR GROUND
excessive wear, run-out or mica extending above the Check for a ground in the field coils by connecting test
commutator bars. Check for a bent or worn shaft. In- light prods between the field terminal stud and the
spection for commutator run-out and bent shaft must be starter frame. If the test lamp lights, remove the terminal
made with the starter drive removed. stud and check the insulating bushing and washers for
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STARTING SYSTEM 337
FRAME
INSULATED BRUSHES
TERMINAL STUD
57P308 57P309
Figure 4-Testing Field Coils for Open Circuit Figure 6-Testing Field Coils for Ground
cracks or damage. If the field terminal stud is properly Inspect the field coils, terminal leads and brush leads
insulated, separate the coil leads, disconnect the jumper for broken, frayed, chafed insulation or loose connec-
wire between the brushes,and test each coil by con- tions. Resolder all loose connections and repair any
necting one end of the test light to the individual lead frayed or chafed insulation, provided the wire has not
and the other end to the starter frame. Remove the pole been damaged. If the wire has been damaged, the field
shoe screw and slide the grounded coil out of the frame. coil assembly should be replaced. See Figure 6.
BODY
FIELD '4 BRUSHES
POLE COIL
PIECES
" BRUSH THRUST WASHER
SPRINGS
HEAD ASSY.
THROUGH BOLTS
LOCK WASHERS
BUSHING
BRUSHES BRUSH SPRINGS
BUSHING
ARMATURE
HOUSING CENTER PLATE & SHAFT ASSY.
BENDIX DRIVE THRUST
(SERVICED ONLY WASHER
AS AN ASSEMBLY)
56P154
Figure 5-Starter Motor Disassembled
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STARTING MOTOR DATA AND SPECIFICATIONS
Models P-30, LP-1, P -31, LP-2
Starting Motor
MDM 6001 (1) MDL 6004 (2) MDT 6001 (3)
Model Number
Maximum Allowable 12
Armature Shaft End Play .005 to .030

Maximum Allowable
Armature Run-Out .003 in.
Brush Spring Tension 32 to 48 ounces
tn
o
Maximum Voltage 11
0, 2 Maximum
0 .g ri
gt:
u Amperage Draw
4.=..
50 60 58
.6
a a,
a Minimum Speed-RPM 3600 3400 3800
Voltage 4
o
Maximum
E2 ...,) Amperage Draw 210 225 350
-73 -. Minimum
Cl) a Torque-ft. lbs. 5 6 8.5
1. 6 Cyl. Engine, PowerFlite Only
2. All except 6 cyl. P.F. and 350 cu. in. V-8
3. V-8 Engine, 350 cu. in. only
3. STARTER MOTOR DRIVE ASSEMBLY To remove the drive assembly from armature shaft,
loosen the set screw at the end of the drive spring and
The starter motor drive assembly is serviced only as slide unit from shaft.
an assembly. No attempt should be made to disassemble
the unit for repairs other than that described for clean-
ing and lubricating the unit. IMPORTANT
Do not immerse the drive assembly in any clean-
ing solution, since this would remove the lubrication
originally applied under the screwshaft.
CLEANING AND LUBRICATION

Remove the barrel retaining ring and remove barrel
from control nut. Clean threads with a small brush and
kerosene. Wipe threads dry and lubricate with a few
drops of SAE 10-W engine oil. See Figure 7.
4. ASSEMBLY OF STARTER
Soak the Oilite bushings in SAE 10-W engine oil and
apply a light film of oil to the bearing surfaces. Install
the thrust washers and the intermediate bearing on
the armature shaft. Insert the key in the keyway and
install the starter motor drive assembly. Make certain
57P311
that the starter drive set screw is seated in the armature
Figure 7-Cleaning Starter Drive Assembly shaft.
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STARTING SYSTEM 339
Install the pinion housing on the armature assembly ANCHOR PLATE ANTI-DRIFT SPRING CAP
and place the armature assembly in the starter frame. DRIVE HEAD DRIVE SPRING ANTI-DRIFT SPRING
Install the commutator end head. Make sure that the CLUTCH ANTI-DRIFT DETENT
slots in the intermediate bearing and the commutator SCREWSHAFT CONTROL NUT
end head line up with the indexing pins in the frame.
Before installing the starter on the engine, make a free PINION
running test.
INSTALLING STARTER MOTOR ASSEMBLY

When installing the starter assembly, the starter drive STOP NUT
pinion may be in the extended or engaged position. If BARREL
this is the case, "hand feel" the drive pinion into mesh DETENT SPRING
CLUTCH SPRING
with the flywheel ring gear teeth before tightening the ANCHOR PLATE DETENT CAP
mounting bolts. Failure to do this may result in damaged DETENT CONTROL NUT
ring gear teeth or broken starter housing mounting 57P290 THRUST WASHER
flanges.
Figure 8-Sectional View of Starter Drive
5. DIAGNOSIS PROCEDURES STARTER FAILS TO ENGAGE

STARTER TURNS SLOWLY OR DOES NOT OPERATE When the starter motor pinion fails to engage with
the flywheel ring gear (with the battery fully charged)
1. BATTERY-Test for weak or discharged battery. the trouble is in the starter motor.
Inspect terminals for corrosion or looseness. Clean and
tighten as necessary. I. STARTER DRIVE-Inspect for heavy oil, dirt, or ice
on the threads of the drive.
2. SOLENOID AND SWITCH-If the solenoid switch
fails to "click" when the ignition key is turned, connect 2. STARTER DRIVE SPRING-Inspect for broken drive
a jumper wire from the positive battery post to the small spring.
terminal on the solenoid. If this causes the solenoid to STARTER LOCKS IN ENGAGEMENT
"click," check for loose connections at the small terminal
on the solenoid switch, the ignition-starter switch, or the If the starter locks in engagement, it can be freed by
fuel gauge. If the solenoid switch fails to "click" when pushing car back and forth with the transmission in high
energized with a jumper wire, install a new solenoid. gear.
3. STARTER MOTOR-If test indicates that the starter

I. STARTER MOUNTING-Another way to free a
locked starter is to loosen starter mounting, pull starter
motor is at fault, it should be removed and inspected for
out slightly and then retighten bolts.
repair. A heavy arc, appearing when the battery termi-
nal, indicates a grounded condition in the starter. If no 2. FLYWHEEL RING GEAR OR PINION - Examine for
arcing occurs, there is probably a poor brush contact or burrs or chipped teeth. If ring gear is damaged, replace
an open circuit in the starting motor windings. both gear and starter drive unit.
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GENERATOR DATA AND SPECIFICATIONS

Models P-30, LP-1, P-31, LP-2
Make Auto-Lite
Model No. (Stamped on Generator Name GJC-7012A (All models except V-8 with
Plate) A/C) GHM-6004C (V-8 with A/C)
Type 12 volts-Shunt wound
Armature End Play .003 to .010 in.
Commutator Run-out .005 in.
Brush Spring Tension 18 - 36 oz.
Field Coil Draw 1.2 to 1.3 amps @ 10 volts
Motoring Draw 3.4 to 3.9 amps @ 10 volts
Output-
Rated Volts 15.0
Rated Amps 30.0
Minimum Rated R.P.M. to Determine 1,440 - 1,760 (GHM-6004C, 1704264)
Rated Load at Rated Voltage at 70° F. 2,050 - 2,250 (GJC-7012A, 1770754)
Battery Voltage 12
Battery Terminal Grounded Negative
GENERATOR REGULATOR DATA AND SPECIFICATIONS

Models P-30, LP-1, P-31, LP-2
Model Number (Stamped on Regulator

Name Plate) Auto-Lite - VRX-6201-A, 1642333
Ground Polarity Negative
Valve of Carbon Resistors Voltage Control 55 to 70 ohms
Current Control 34.5 to 42 ohms
CIRCUIT BREAKER
Air Gap .031 to .034 in.
Contact Point Gap .015 in.
Contact Points Close at 13 to 13.75 volts
Contact Points Open at 8.2 to 9.3 volts with
0 to 6 amp discharge
CIRCUIT REGULATOR
Air Gap .048 to .052 in.
VOLTAGE REGULATOR .048 to .052 in.
Air Gap
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341
PART TWO-ENGINE AND ELECTRICAL

SECTION IV GENERATING SYSTEM
Page
1. Battery 341
2. Generator 343
3. Generator Regulator 347
1. BATTERY The reading of the hy-

drometer will vary with the T4111111peratur
° F. Gravity Points
Before making any test on the condition of the battery, temperature of the electro- to Add or
make certain the battery and the terminal posts are lyte. An ordinary dairy
Subtract
free of corrosion, dirt, and oxidation. This is necessary 160 +32

thermometer may be used +30
to insure the lowest possible resistance for all electrical 150 +20
+26
connections. See Figure 1. to take electrolyte tempera- 140 +24
+22
ture readings from the 130 +20
+16
TESTING WITH HYDROMETER center cell. 120 +16
+14
110 +12
The state of charge of the battery should be checked Hydrometer floats are cal- +10
100 +t
with a hydrometer. The following readings show the ibrated to indicate correctly +6
90 +4
state of charge (Specific Gravity): 2
only at one fixed tempera- 60 0
Fully charged 1.260 ture. A hydrometer reading 70 - 2
6
Half charged 1.205 of a cell with electrolyte -- 10
Dangerously low 1.130 above 80° F. will be less 50 -12
-14
When reading a hydrometer, hold the barrel in ver- than a reading with the elec- 40 -16
-111
tical position. A sufficient amount of electrolyte must trolyte at 80° F. The opposite 30 -20
- 22
be present to lift the float. Take the reading at eye level holds true where the tem- 20 -24
-26
and disregard the curvature of liquid at the edges. perature of the electrolyte is 10 -211
below 80° F. See Figure 2.

CELL CONNECTOR TERMINALS A temperature correction
CASE amounts to .004 specific 45x525
gravity for each 10° change Figure 2-Hydrometer
in temperature. See exam- Reading Correction
SEALING
COMPOUND ples. Chart
POST
STRAP Example No. 1 Hydrometer reading 1.260
SEPARATOR Acid temperature 20° F.
NEGATIVE Subtract .024 Sp. Gr.
PLATE
Corrected Sp. Gr. is 1.136
POSITIVE
PLATE
Example No. 2 Hydrometer reading 1.255
ELEMENT REST
Acid temperature 100° F.
SEDIMENT SPACE
56P142 Add. .008 Sp. Gr.
Figure 1-Battery Corrected Sp. Gr. is 1.263
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Excessive water evaporation may leave the acid in

!), concentrated form. Over a period of time concentrated
acid and high temperatures are harmful to the wood
separators and negative plate material.
Liquid may be forced from the cells, resulting in cor-
rosion of cables, battery support and other vital elec-
trical or engine parts.
Severe warping or buckling of the positive plates and
perforations of the separators may result if the battery
is overheated. This would cause an initial short circuit.
BATTERY CARRIER HOLD DOWN BOLTS

Do not tighten the battery carrier hold down bolts
57P95 more than two to three foot pounds. When the bolts are
tightened excessively, tension on the battery support
Figure 3-Battery Open Circuit Test hold down cover and frame, plus engine heat, will cause
the battery to expand, forcing the sealing compound
out of the sealing walls.
OPEN CIRCUIT VOLTAGE TESTER
An open circuit voltage tester (Tool No. MT-310) can COLD WEATHER CARE
be used to determine the state of charge of the battery A battery operated in an under-charged condition
and the condition of the battery. See Figure 3. may freeze during severe winter weather. The freezing
point of the electrolyte varies with specific gravity. A
VOLTAGE TEST fully charged battery with 1.260 specific gravity cor-
Connect a voltmeter from the positive post to the rected to 80° F. will freeze at -70° F. The following chart
negative post of the battery. Be sure the clips or prods indicates the freezing points at various readings:
make a solid connection with a clean portion of the
battery posts. Specific Gravity Freezing Point of
(Corrected to 80° F.) Battery
Under a no load condition, a fully charged battery
should read at least 12.0 volts, 2.0 volts per cell. If the 1.260 -70° F.
reading is low, connect a voltmeter across each indi- 1.250 -62° F.
vidual cell. If all cells are low but have equal readings, 1.200 -16° F.
the battery is low and should be charged. H some cell 1.150 + 5° F.
readings are 2.0 volts and another cell is discharged 1.100 + 19° F.
more than .5 volt, it indicates a short or the electrolyte
is low in that cell. BATTERY RESEALING
BATTERY MAINTENANCE
Remove the old sealing compound from the case and
covers for approximately one inch beyond the leak, or
Long life and efficient service can be obtained from until the sealing compound is forming a tight seal.
the battery, providing it is serviced regularly.
Thoroughly dry the covers and all portions of the
ELECTROLYTE-The electrolyte must be kept above container where the sealing compound will make con-
the plates at all times. Only pure distilled water, or water tact. Since the sealing compound will not stick to a wet
that is chemically pure, and free from sediment, should or dirty surface, special care should be taken in clean-
be used. ing to assure a clean, dry surface.
Never add acid unless it is known that the acid has
been lost through spillage. IMPORTANT
OVERCHARGING-High terminal heat resulting from Be sure to remove the battery covers and blow out
overcharging, will speed the corrosion of the positive any hydrogen gas which may be present above the
plate grids, and cause damage to the separators and electrolyte. Flames or sparks coming in contact with
negative plates. In addition, the case may become dis- this gas will cause an explosion.
torted and the sealing compound displaced.
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GENERATING SYSTEM 343
56P145
56P144
Figure 4-Cleaning Inside of Cable Clamp Figure 5-Cleaning Outside of Battery Post
Use a torch and carefully heat the groove where the 2. GENERATOR
sealing compound is to be poured. Do not scorch the
case or cover. PERFORMANCE TESTS
The sealing compound should be quite hot-about OUTPOST TEST-Connect a test lamp between the
325° F. But, it must not be heated until it smokes. Inspect armature terminal on the generator and ground. Be sure
the covers and the groove where the hot compound will to clean the armature terminal to remove any oxidation
be poured, and make sure that the hot seal will not run or scale caused by overheating, which may have been
into the cell. caused by a loose connection. Operate the engine be-
Pour the hot seal into the groove until the proper level tween speeds of 800 to 1,000 RPM, and ground the field
is obtained. If the seal should sing slightly, let the first terminal on the generator. If the test lamp does not light,
pour cool. Then, level up with more hot seal. Always make sure the brushes are making contact on the com-
use new sealing compound when resealing a battery. mutator. While the armature is turning, use a piece of
wood and a strip of 00 sandpaper to clean the commu-
BATTERY TERMINALS
tator. Never use emery cloth to clean the commutator.
Before replacing or repairing generator or generator Repeat the output test. If the test lamp still fails to light,
regulator, always examine condition of battery ter- it will be necessary to remove the generator for further
minals for evidence of corrosion. Corrosion of the ter- inspecion and tests.
minals results in either an open circuit or high resistance MOTORING TEST-Remove the fan belt and discon-
connections causing erratic operation of the generating nect the armature and field wires from the generator.
system, as the circuit will be completely closed at one Connect a jumper wire between the battery terminal on
instance and open the next. the starter solenoid switch and the armature terminal
Clean terminals with a terminal cleaning tool as on the generator. Connect a jumper wire from the field
shown in Figure 4 and Figure 5 with Tool MX-75. terminal on the generator to ground. When the jumper
wire from the field terminal is grounded, the armature
After cleaning, connect cable clamps to battery posts should "motor" or rotate slowly. If the armature does
and tighten securely, then coat connections with grease not motor, disassemble the generator for further in-
to retard corrosion.
spection.
INSPECTION AND BENCH TESTS

NOTE
If the positive battery terminal is equipped with a Disassemble the generator and thoroughly clean all
felt washer, soak the washer in medium engine oil. parts. It is not necessary to remove the field coils from
Squeeze excess oil out before installing over ter- the generator frame at this time. Use a cloth dampened
minal. with a suitable cleaning fluid and then dry the parts
with compressed air.
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57P314 I 57P312
Figure 6-Testing Armature for Ground Figure 8-Refacing Commutator
Do not immerse the field coils, armature, felt washer, Vibration of the blade or strip of steel will indicate a
or insulating parts in fluid or dry them with heat. Never short and the armature should be replaced. See Fig-
steam clean the generator. ure 7.
1. ARMATURE-Inspect the core for scored or dam- COMMUTATOR RUN-OUT-Place the armature shaft
aged laminations, out of place or loose windings, or ends in Vee blocks and check commutator run-out with
loose connections at the commutator. Inspect the com- a dial indicator. If the run-out exceeds .0005 inch, the
mutator for roughness, excessive wear or run-out and commutator should be refaced in a lathe or with Tool
improperly undercut mica. Check for bent or worn shaft. C-770 shown in Figure 8.
TEST FOR GROUND-Test for a grounded armature
with a test lamp and probes. Place one probe on the NOTE
shaft and check each commutator bar. If the lamp lights,
a short is indicated and a new armature should be in- Remove only sufficient metal from the commutator
stalled. Do not touch the probes to the brush surface to provide a clean smooth surface.
of the commutator or to the bearing surface of the shaft.
See Figure 6.
After refacing the commutator, or if the mica was even
TEST FOR SHORT-Place the armature on a growler. with or above the brush surface, undercut the mica to
Turn the armature slowly and hold a hack saw blade a depth of 1/32 inch with tool C-770 shown in Figure 9,
or thin strip of steel over each segment of the core. or a fine tooth hack saw blade. Be sure to undercut the
57P315 \1111111157P3I13
Figure 7-Testing Armature for Short Figure 9-Undercutting Mica
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LOCK WASHER
HEAD
NUT WASHER
BEARING
NUT
NUT GASKET
WASHER
NUT GUARD
WASHER
POST SNAP RING
NUT ARMATURE
KEY ASSEMBLY
WASHER
SCREW
SCREW
RETAINER SPRING
FIELD COILS
OIL CUP
zz,/ZARM
/ SCREW
HEAD ASSEMBLY
BEARING LOCK
POLE SHOE BOLT WASHER
WASHER
SCREW
SCREW BRUSH SET SCREW
SPRING
FRAME ASSEMBLY ARM WASHER x
LOCK WASHER V
SCREW COVER
GASKET
56P146 LOCK WASHER
Figure 10-Generator Disassembled
mica square and the full width of the slot. After under- 3. TESTING FIELD COILS FOR OPEN CIRCUIT-
cutting, polish the commutator with No. 00 sandpaper to Connect one test lamp probe to the field coil terminal
remove possible burred edges. lead and the other probe to the brush lead. If the test
lamp does not light, the coil is open or the lead connec-
2. TESTING FIELD COIL FOR GROUND--Check for tions are loose or broken. Lead connections may be
a ground in the field coils by connecting test light prods repaired. If the coil circuit is open, the assembly should
between the field terminal stud and the generator frame. be replaced.
If the test lamp lights, remove the terminal stud and
check the insulating bushing and washers for cracks 4. TESTING FIELD COIL RESISTANCE-Be sure that
or damage. If the field terminal stud was properly in- all connections are tight and soldered. Connect an am-
sulated, separate the coil leads and test each coil by meter and a variable resistance control between the
connecting one end of the test light to the individual lead positive post on the battery and both field coil brush
and the other end to the generator frame. Remove the leads. Connect a voltmeter between the field coil brush
pole shoe screw and slide the grounded coil out of the leads and terminal leads.
frame.
Connect a jumper wire between the field coil terminal
Inspect the field coils, terminal leads and brush leads leads and the negative post of the battery. Adjust the
for broken, frayed, chafed insulation or loose connec- voltage with the variable resistance control. The field
tions. Resolder all loose connections and repair any coil amperage draw should read as indicated in the
frayed or chafed insulation, provided the wire has not Generator Data and Specifications. If the amperage does
been damaged. If the wire has been damaged, the field not come within these specifications test each coil sep-
coil assembly should be replaced. arately in the manner outlined above. When testing one
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GENERATOR
REGULATOR
BATTERY
GENERATOR
STARTER
1[1lig
SOLENOID FLD.0
G. 0
ill--F1 ARM.
a
RADIO COND.
57P9
Figure 11-Generating Circuit
coil only, the amperage should read twice the amper- mutator. Lift the brush and slide the sandpaper-grit
age as when testing two coils. If a coil does not meet side-between the commutator and the brushes. See
these specifications, it should be replaced. Figure 12. With spring pressure against the brushes,
slowly turn the armature in correct rotation, pulling the
5. COMMUTATOR END HEAD-Test the brush hold- sandpaper from under the brushes. Repeat operation
ers for ground. Connect one probe of a test lamp to the until the brushes seat at least 75 per cent over the entire
brush holder and the other probe to the commutator end contact face. (Excessive use of sandpaper will shorten
head. If the test lamp lights, the holder is grounded and life of the brushes and should be avoided.) Blow out all
a new commutator end head should be installed. Do sand and carbon dust from the generator with com-
not attempt to tighten brush holders. If the brush holders pressed air and then tighen pigtain connections se-
are loose, the end head must be replaced. Check the curely.
Oi lite bushing for excessive wear. If the bushing is worn
to less than V2 inch in length, they should be replaced. Brush spring tension should be checked with the com-
When new brushes are installed, they should be sanded mutator end head and brushes installed on the arma-
to obtain a correct fit against the commutator. To seat ture. The brushes should be examined to make sure
the brush against the commutator, use a strip of No. 00 they are free in the holders. To check tension, hook a
sandpaper as wide as the finished surface of the com- spring scale under the brush spring and pull upward.
Take the scale reading just as the spring leaves the
brush. Discard springs that do not meet specifications.
Too much tension will cause rapid wear of the commu-
tator and the brushes. Too little tension will cause arc-
ing and low generator output.
6. DRIVE END HEAD-Clean the ball bearing in a
suitable solvent and dry with compressed air. Do not
spin the bearing with air pressure. Inspect the bearing
for pitting or looseness. Check the fit of the bearing in
the drive end head. If it is loose, check the recess with
a new bearing before discarding the old one.
ASSEMBLY OF GENERATOR
Soak the felt washers and the Oi lite bushing in clean

engine oil. Pack the ball bearing about half full with
high temperature non-fibre grease. Compress felt slight-
Figure 12-Seating Generator Brushes ly to remove excess oil before installing.
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VOLTMETER CONNECTION FOR CIRCUIT BREAKER TEST
REGULATOR ARMATURE TERMINAL VOLTAGE

REGULATOR COIL
CURRENT
REGULATOR COIL
GENERATOR
REGULATOR FIELD TERMINAL
CIRCUIT
- GROUND BREAKER COIL
REGULATOR GROUND .v
SCREWS'
BATTERY
REGULATOR
TEST AMMETER BATTERY
TERMINAL
VOLTMETER CONNECTION FOR CURRENT 411
AND VOLTAGE REGULATOR TESTS 56P149
Figure 13-Generator Regulator Wiring and Test Connection Diagram
THE CURRENT REGULATOR limits the maximum cur-

IMPORTANT rent output of the generator in amperes. When the gen-
When assembling armature and drive end head,
erator output reaches a predetermined maximum, the
install felt washer retainer on shaft over snap ring
regulator points are opened, cutting in a resistance in
before pressing shaft into bearing. This retainer
the generator field circuit-reducing the output. Then,
turns with the shaft and inner race and prevents
the instant that the output drops, the points close, cut-
snap ring from tearing the felt washer. Be sure that
ting out the resistance, and the output rises. These cycles
the snap ring on the armature shaft is pressed firmly
occur so rapidly that the points vibrate at a high fre-
against the inner race of the bearing.
quency. Thus, the output is held constant at a prede-
termined maximum.
THE VOLTAGE REGULATOR is used to hold the volt-
When installing the through bolts, make sure that the age of the electrical system constant within close limits.
lower bolt is installed under the loop in the field con- When the voltage rises to a predetermined value, the
nection insulation to prevent grounding of the field coils regulator contact points vibrate. Thus, a resistance is
by the bolts. cut in and out of the generator field circuit.
When installing commutator end head, remove the
PERFORMANCE TESTS
felt wick and reinstall it after the head and armature
are assembled on the generator. This will prevent the I. VOLTAGE REGULATOR - Operate the engine
wick from being damaged when the shaft is inserted. until the regulator is up to normal operating tempera-
Before installing the generator in the car, perform the ture. Connect a voltmeter from the battery terminal of
motoring test. the regulator to ground. See Figure 13.
Connect a variable resistance across the battery posts.
3. GENERATOR REGULATOR Run engine at a speed equivalent to 30 miles an hour
The generator regulator assembly contains three units until voltage remains constant and the charging rate
-the circuit breaker, the current regulator and the volt- has dropped from its peak of 14.90-14.58 at 70° F. The
age regulator. Each unit performs a separate function. cover must be on the regulator during the warm-up pe-
riod and when taking test readings. Take temperature
THE CIRCUIT BREAKER acts as an automatic switch.
of air two inches from regulator. The voltage regulator
It closes the charging circuit when the generator is must control the voltage at 14.58 at 70° F.
charging and opens the circuit when the generator is
not charging. This prevents the battery discharging 2. CIRCUIT BREAKER - Disconnect the wire from
back through the generator. the "B" terminal of the regulator, connect the test am-
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COVER GASKET COVER meter to the wire that was removed and to the regulator
"B" terminal as illustrated in Figure 13.
NOTE
Do not attempt to adjust the regulator assembly

unless its operation is thoroughly understood and
accurate meters are available. Even a slight error in
the setting of the unit may cause improper function-
ing, resulting in a run down or an overcharged bat-
tery, or damage to the generator and regulator.
Connect the test voltmeter to the "A" terminal of the

0 regulator and the regulator housing ground. See Figure
COVER FASTENING SCREWS 13.
CUT OUT RELAY CURRENT REGULATOR Start the engine and be sure it idles smoothly. Then,
VOLTAGE REGULATOR increase the engine speed slowly to determine when the
circuit breaker points close. When the hand on the volt-
CONTACT meter kicks back slightly, it indicates the points have
POINTS
closed. This should occur at 13-13.75 volts at 70° F.
Reduce the engine speed until the contact points open
as noted on the voltmeter. Points should open at 8.2-9.3
volts with a 0-6 amps discharge.
If adjustment is necessary, remove the regulator cover
and inspect the contact points of all three units. In nor-
mal use, the contacts will become grayed. If the contact
points are burned, dirty, or pitted, replace the regulator
contact points.
3. CURRENT REGULATOR-Remove the lead from
the battery terminal on the regulator. Connect an am-
SPRING HANGERS meter between the regulator battery terminal and the
BATTERY TERMINAL ARMATURE SPRINGS lead that was removed. Connect a voltmeter from the
STATIONARY CONTACT BRIDGE regulator battery terminal to ground.
CURRENT REGULATOR
VOLTAGE REGULATOR CUT OUT RELAY Run the engine at a speed equivalent to 30 miles an
hour for 15 additional minutes, applying enough resist-
I C514.'( Cr ance load across the battery to maintain a voltmeter
reading of 14.4-15 volts.
At 70° F., the current regulator should operate at the
lower figure indicated on the regulator nameplate, plus
or minus 2 amperes at the conclusion of the warm-up
period.
INSPECTION
If test indicates that the generator regulator is at fault,

an inspection should be made to determine if any of the
ADJUSTING
following conditions exist:
SCREWS
ARMATURE Loose or broken connections, evidence of burning or
FIELD TERMINAL SPRING excessive heat, broken or loose carbon resistors, im-
ARMATURE TERMINAL SPRING HANGER properly installed armature springs, distorted spring
51x618 hangers, bent armatures, yokes or hinges or evidence
Figure 14-Generator Regulator of moisture or corrosion.
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IMPORTANT
t-s
When electrical tests are made at the terminals of
the generator regulator, there is great danger of
short circuiting the regulator and burning the con- *43
tact reeds inside the unit. Whenever possible, it is
better to connect test apparatus where there is no
danger of damaging the regulator. For example:
(1) When checking generator output, ground the
field terminal at the generator, rather than at the
regulator, to avoid the possibility of grounding the
regulator battery terminals with a screw driver.
Never attempt to check generator output by shorting
between the field and armature or battery terminal
of the regulator. 57P317
(2) Timing or trouble lights should be connected

at the starter solenoid terminal rather than at the Figure 16-Cleaning Regulator Contact Points
battery terminal of the regulator. This will avoid
danger of the clip connector slipping off and simul-
taneously touching the battery and field terminal of NOTE
the regulator.
Always make the voltage regulator test before
(3) When flashing the generator field to cause the making the current regulator test. When removing
generator to build up residual magnetism, first re- or installing the regulator cover, do not let the cover
move the lead from the generator field terminal. touch the regulator parts, as this might cause a short
Then ground the generator field terminal and attach circuit and damage the assembly.
a jumper from the battery negative post to the arma-
ture terminal on the generator.
ADJUSTMENT AND REPAIR
Check the contact points and the armature air gap In normal use, the contact points will become grayed.
for correct clearance. If the contact points are burned, dirty or pitted, reface
them wtih a clean, fine file.
Before testing or adjusting the regulator, be sure all
connections in the charging current are clean and tight, I. REFACING CONTACT POINTS-File lengthwise
and that the battery is fully charged. Check the gen- and parallel to the armature, as shown in Figure 15,
erator output and be sure the regulator is the correct until the contact points present a smooth, flat surface
unit for use with the particular generator. Be sure reg- toward each other. It will not be necessary to remove
ulator is properly grounded. all traces of pitting.
Do not file crosswise as grooves may form which
would tend to cause sticking and erratic operation.
Clean contact points (Figure 16) after filing, with a
strip of linen, or lintless bond tape. Make sure no lint
remains between the points after cleaning.
After the contact points are refaced and cleaned, re-
adjust the armature air gaps to compensate for the metal
removed from the points.
CAUTION
Never use sandpaper or emery cloth, or a file that
has been used on other metal. Particles of emery,
sand, or metal may become embedded in the points
57P318 and cause them to burn rapidly-resulting in an
open circuit, or welding of the points together.
Figure 15-Refacing Regulator Contact Points
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PIN GAUGE
0
-M1
ARMATURE STOP
ADJUSTING SCREW STATIONARY CONTACT BRIDGE -- 57P316
51 x624
Figure 17-Checking Regulator Air Gaps Figure 19-Adjusting Circuit Breaker Air Gap
BENDING TOOL
FLAT GAUGE
SPRING HANGERS
C1
51x625 51x622
Figure 18-Checking Circuit Breaker Air Gap Figure 20-Adjusting Armature Spring Tension
2. CHECKING CURRENT AND VOLTAGE REGULA- 5. ADJUSTING CIRCUIT BREAKER AIR GAP-Bend
TOR AIR GAPS-Use the pin type gauge (from Kit C-828) the armature stop so that the space between the core
which measures from .048 to .052 inch. Insert gauge on and armature is within the limits specified. The stop
point side of air gap and next to armature stop pin with must not interfere with the movement of the armature.
the contact points just separating. See Figure 17. Adjust the contact point gap to .015 inch by expanding
or contracting the stationary contact bridge. See Figure
3. ADJUSTING CURRENT AND VOLTAGE AIR GAPS 19. When adjusting the contact gap, keep the contact
-Loosen the bracket screws and raise or lower the con- points in alignment.
tact point brackets until the desired clearance is ob-
tained. Tighten these screws securely after adjustment
is made. With the armature held down so that the stop NOTE
rivet rests on the magnet core, the point gap should be By increasing the contact gap, the opening volt-
.015 inch when checked with a feeler gauge.
age is lowered and the closing reverse current is
raised.
4. CHECKING CIRCUIT BREAKER AIR GAP - Use
the flat gauge (from Kit C-828) which measures from
.031 to .034 inch. Insert the gauge between the armature 6. ADJUSTING ARMATURE FOR PROPER OPENING
and magnet core. See Figure 18. Place the gauge as near AND CLOSING VOLTAGES-Use bending tool (from
to the hinge as possible. Kit C-828). With slot in end of tool placed over the lower
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spring hanger (Figure 20), bend the hanger to decrease 4. WIRING-Inspect wiring for frayed or worn insu-
or increase the spring tension until the desired opening lation in the generating circuit.
or closing voltage is obtained. 5. REGULATOR-With the engine at fast idle, con-
RESISTANCE IN CHARGING CIRCUIT
nect a jumper test lead from the field terminal on
generator to ground. If ammeter now shows charge, the
The wiring harness between the generator, regulator, regulator may be at fault. Test regulator as described
ammeter and battery should be inspected for loose con- in (1).
nections, breaks at terminals, frayed or damaged insula-
6. GENERATOR-If above tests do not determine
tion. Special attention should be given to battery cause of trouble, remove and test generator.
terminals. Numerous causes of corroded battery termi-
nals have been confused with a defective generator or
TEST AMMETER SHOWS HIGH CHARGE
regulator.
(BATTERY FULLY CHARGED)
4. DIAGNOSIS PROCEDURES If the test ammeter continues to indicate a high charge
after the engine has run for a short time, examine the
TEST AMMETER SHOWS DISCHARGE following parts for possible loose connections or
grounds:
(ENGINE RUNNING AT FAST IDLE)
If test ammeter indicates generator is not charging,
1. GENERATOR-Remove the field lead from the
first make certain the ammeter is operating properly. If field terminal at generator. If the ammeter shows a
the ammeter is operating correctly but still shows discharge on fast idle, remove generator and test field
coils for ground.
charge, make the following tests to locate trouble:
2. WIRING-Inspect wiring from the generator to the
1. GENERATOR REGULATOR regulator for loose terminal connections or frayed and
(a) Field Circuits-Connect a jumper wire from base worn insulation. Remove field lead from field terminal
of regulator to frame of generator. Increase engine speed at regulator and protect it from grounding. If ammeter
slowly to fast idle. If ammeter shows charge, the ground
shows charge on fast idle, it's an indication that there
is a grounded condition.
of the regulator is defective.
3. REGULATOR-If test ammeter fails to show charge
(b) Regulator Ground-Tighten mounting screws and
examine regulator ground strap for break. Replace under tests described in paragraphs 1 and 2 above, the
regulator should be removed and tested.
strap if necessary.
(c) Regulator-Connect a jumper wire from regulator EXCESSIVE LOSS OF BATTERY FLUID
base to field terminal at regulator. If this causes the
If the battery is continually low on fluid or will not
ammeter to show a charge when engine speed is in-
hold fluid, look for the following possible causes:
creased, install a new regulator.
1. BATTERY CASE-Inspect for a broken or cracked
(d) Regulator Field Terminal and Connections-With
battery.
the jumper still grounded at the regulator, connect the
other end of the wire to the field terminal at the gener- 2. VOLTAGE REGULATOR-Inspect for an improp-
ator (small terminal stud). Increase the engine speed; if erly adjusted voltage regulator. Excessive evaporation
the ammeter registers a charge, the cable from generator of battery fluid will occur when battery becomes over-
field terminal to regulator field terminal is defective or heated, due to too high a charging rate.
connections are loose.
CONTINUAL LOSS OF BATTERY CHARGE
2. BATTERY-Test for a weak or discharged battery.
Inspect cables in charging circuit for looseness and If the battery can be fully charged but will not retain
battery terminals for corrosion. the charge, one of the following conditions may exist:
3. FAN BELT-Make sure fan belt is tight and in good SHORT CIRCUIT - Inspect for a short circuit in the
condition. wiring system. Make sure top surface of battery is clean.
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COOLING SYSTEM
P-30 and LP-1 P-31 and LP-2 LP-2

Models
230 cu. in. 301-318 cu. in. 350 cu. in.
- Cooling System Type Pressure Vent

Radiator Relief Pressure 14 P.S.I.
Radiator Core Type Fin and Tube
2. atz Type
YP Centrifugal
34 Bearings Ball Bearing Assembly
Bypass Recirculation Internal
Lower-Type Moulded Curved Rubber
Lower-Inside Dia. 1.5 in.
is 0to
21'
z
g Upper-Type Moulded Curved Rubber
ti
Upper-Inside Dia. 1.5 in.
13 qts. 20 qts. 16 qts.
Cooling Capacity-Quarts 14 qts. (with heater) 21 qts. (with heater) 17 qts. (with heater)
Thermostat-Starts to Open 157-162°F.
Thermostat-Fully Open 185°F.
Number of Blades & Spacing 4-76°, 104° (V-8 with air conditioning Six blade, 45°-75°-60°
m
el Diameter 17 in. (sq. tip) 18 in. (curved tip)
P.,
Ratio-Fan To Crankshaft R.P.M. .95 to 1
Thermostat Type Choke, Pellet actuated
BELT TENSION SPECIFICATIONS
New Used
Type of Accessories Belt (in.) Belt (in.) Location
Standard 5/32 1/4 between generator and water pump

.5
co d Power Steering 1/16 1/s between crankshaft and power steering pump
'()
co Air
Conditioning
Standard
3/16
5/64
'/8
5/16
3/32
izi
between compressor and generator
between idler and water pump
between generator and water pump
.....
co d Power Steering '/s 3/16 between crankshaft and power steering pump
u
scn Air Conditioning i/4 % between generator and compressor
1/16 'As between idler and fan
6 cyl.
Standard and Power Steering 3/16 IA between generator and water pump
1957
Standard 3/32 5/32 between generator and water pump

6 cyl.
1958 Power Steering 3/32 5/32 between power steering pump and water pump
3/32 7/32 between generator and water pump
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353
PART TWO ENGINE AND ELECTRICAL

SECTION V COOLING SYSTEM
Page
1. Pressure System 353
2. Cleaning the Cooling System 353
3. Anti-Freeze Solutions 354
4. Fan Belt 355
5. Thermostat 355
6. Water Distributor Tube 356
7. Water Pump 356
8. Temperature Gauge 358
1. PRESSURE SYSTEM Keep the radiator core openings clean so that air can
pass through the openings unobstructed. Use an air hose
The radiator is equipped with a 14 lb. pressure vent on the back side of the core to blow out dead bugs,
type radiator cap. See Figure 1. Under severe driving leaves and other particles of dirt that stick to the outer
conditions, such as highload hill climbing, heavy traffic surface of the core.
conditions, stop and go driving and high altitude driving
where temperatures are above 100 degrees Fahrenheit, USE OF COOLING SYSTEM CLEANER
the gauge will read near the hot mark. The pressure cap
is designed to operate only under abnormally high A high quality cooling system cleaner chemically
temperatures. Under normal conditions, no pressure is loosens, dissolves, and removes rust and scale that
built up within the radiator, thus prolonging the life of forms in most cooling systems. The cleaner is harmless
the cooling system. to the cooling system provided it is used in accordance
with directions on the container.
When removing the pressure cap, turn the cap counter-
clockwise to stop. This will release built-up pressure After the engine has been operated the required
through the overflow tube. To remove cap after pressure length of time with temperature around 200 degrees
has been released, press down and continue to turn cap Fahrenheit, drain the cooling system immediately before
counter-clockwise. The coolant level should be 2 inches the loosened sediment has a chance to settle. Be sure
from the top of filler neck at normal engine operating to open the drain cock on the left side of 6 cylinder
temperature.
2. CLEANING THE COOLING SYSTEM

Large deposits of rust, scale and sediment can be pre-
vented from forming in the cooling system by the occa- GASKET
sional use of a reputable cooling system cleaner. In VALVE
areas where the water contains a high percentage of
minerals, the cooling system should be cleaned at regu- PRESSURE
lar intervals; otherwise, it may be necessary to remove FILLER
the top or bottom tanks of the radiator to clean the core. CAP
Reverse flushing will loosen and remove deposits of

RADIATOR FILLER
rust, scale and sediment more thoroughly than ordinary OPENING
flushing. Reverse flushing of the cooling system is ac- OVERFLOW
complished by forcing air and water through the system TUBE
50x100
in the direction opposite that of the normal flow of water
in the system. Figure 1-Radiator Pressure Cap
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FLUSHING
GUN
FLUSHING
LGUN
RADIATOR
OUTLET HOSE
55P1063
55P1062
Figure 2-Reverse Flushing Radiator Figure 3-Reverse Flushing Cylinder Block
engines. On 8 cylinder engines open both drain cocks the block. If the tube is not removed, the sediment in the
on the left and right side of the cylinder block. block may plug the tube or its slots which direct the flow
In some instances it may be necessary to repeat the of water toward the valve ports. On older cars, it may
be advisable to remove the core hole plugs to permit
cleaning operation. In unusual cases where systems are
badly plugged, it will be necessary to reverse flush the
thorough cleaning of the block. Core hole plugs are
located on left side of PowerFlow 6 engines and on both
radiator core and cylinder block.
the left and right side of V-8 engines.
REVERSE FLUSHING RADIATOR To reverse flush the cylinder block, remove the thermo-
Drain radiator and disconnect hose from radiator in- stat and connect a piece of hose, long enough to extend
let. Connect a long section of drain hose to the radiator beyond the engine compartment, to the water pump
inlet pipe. See Figure 2. The hose should be long enough inlet. Connect the radiator inlet hose to the thermostat
to extend outside the engine compartment to allow water housing and insert the flushing gun. See Figure 3. Force
and sediment to drain without spilling on the engine or the water and air pressure through the block until water
other parts of the car. runs clean. Remove the flushing gun from the radiator
inlet hose and insert it in the water pump inlet. Flush
Disconnect the radiator outlet hose from water pump the block in the direction coolant normally flows.
and insert flushing gun in hose. First make sure water
will flow through radiator, then apply normal water
USE OF RUST RESISTOR
pressure. When it is known water will flow through the
core, apply air pressure in short bursts into the water The use of rust resistor helps prevent the formation
stream to help remove sediment and scale. A pulsating of rust and scale in the cooling system. After the cooling
water flow will loosen sediment faster than a steady system is cleaned, add one pint of a reputable rust re-
flow. sistor to the system, unless an anti-freeze solution con-
taining a rust inhibitor is being used.
CAUTION It is good practice to feel the inside of the radiator
Use of excessive water or air pressure may filler neck and inside the radiator top tank for evidence
damage the core when using the flushing gun, so of the formation of scum or rusty particles, and if so,
be certain that water will flow through core before clean the system and fill with fresh water and rust
applying air pressure. resistor.
REVERSE FLUSHING CYLINDER BLOCK 3. ANTI-FREEZE SOLUTIONS

If the cylinder block is badly clogged with rust and During cold weather when atmospheric temperatures
scale, the water distributor tube (used on PowerFlow 6 fall below freezing (32° F.), the cooling system should
engines only) should be removed before reverse flushing be protected with a reputable brand compounded from
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COOLING SYSTEM 355
denatured alcohol, methanol (synthetic wood alcohol)

or ethylene glycol. VALVE
CAUTION
Anti-Freeze solutions containing sodium chloride
(common table salt), calcium chloride, magnesium
chloride, or any inorganic salt, should never be used
as an anti-freeze. Water soluble organic products,
such as, sugar, honey, or glucose, or any organic
crystalline compounds, are not recommended. Min-
eral oils, such as kerosene, or engine oil, may dam-
age rubber parts and therefore prove harmful. SPRING
Before an anti-freeze solution of any type is added to PELLE T 57P5

the cooling system, drain and flush the entire system.
Replace deterioriated hose and be sure all hose connec- Figure 5-Thermostat
tions are tight. Inspect for possible leakage of cylinder
head gasket, outlet elbow gasket and heater connec-
tions. If rust or scale is present, reverse flush the cooling CAUTION
system, using a reputable cooling system cleaner.
Never add water or anti-freeze solution to an
An alcohol type anti-freeze solution is subject to evap- overheated cooling system.
oration. When used in the cooling system, check the
solution periodically. If an alcohol-base liquid is spilled
on the finish of the car, the finish may become damaged,
unless it is washed off immediately with a generous
4. FAN BELT
amount of water. Do not use a high temperature thermo- Correct belt tension is important to the proper opera-
stat (180° F.) with an alcohol-base anti-freeze solution. tion of belt driven units. This is especially true on cars
equipped with power steering or air conditioning. A
TESTING ANTI-FREEZE SOLUTIONS slipping belt due to looseness or grease will cause pre-
The freezing point of anti-freeze solution in the cooling mature wear of the belt and reduce the efficiency of the
system can be determined with a hydrometer. Always driven units. Over-tightening belts will put too great a
test the solution at the temperature for which the hy- load on bushings or bearing.
drometer is calibrated, and use a hydrometer of the type
that will accurately test the particular type anti -freeze BELT TENSION
solution used. To check belt tension, place a straight edge on the belt
between the generator pulley and fan pulley. Apply a
1/4 INCH DEFLECTION 5 pound force at the center of the belt and measure the
AT FIVE POUNDS deflection. See Figure 4. Refer to Belt Tightening Specifi-
APPLIED FORCE
cations Chart for correct deflection.
5. THERMOSTAT
A choke type pellet actuated thermostat is used on
all models. Refer to Figure 5.
The pellet contains a paste mixture and as the pellet
absorbs heat, the paste liquefies and increases in vol-
ADJUSTING
STRAP BOLT
ume. This expansion moves the piston up which in turn
opens the valve against the tension of the springs.
If there is evidence of overheating, carefully inspect
the pellet for leakage and test the thermostat for proper
57P3 operation.
Figure 4-Checking Belt Tension with Straight Edge A special high temperature thermostat that starts to
V-S Engine (Typical of 6 Cylinder Engine) open at about 180 degrees Fahrenheit is available from
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PLUG SEAL WASHER (2) the Chrysler Corporation Parts Division for use in ex-
tremely cold climates where more heat is desirable for
SEAL WASHER (1)
operation of water type heaters. The high temperature
thermostat should not be used with alcohol type anti-
IMPELLER
BODY freeze solutions. When installing a thermostat always
use a new water outlet elbow gasket.
SEAL WASHER
SEAL
TESTING THERMOSTAT
THROWER To test the thermostat, suspend the unit and a reliable
GASKET
thermometer in a pail of water so that they do not con-
tact the bottom of the pail. Heat the water and record
HOUSING HUB the temperature at which the thermostat begins to open.
WASHER
Continue heating and record temperature at which
thermostat is fully open. See Cooling System Data and
GASKET SHAFT AND BEARING
ASSEMBLY
Specifications. The pellet actuated thermostat is fully
58P83 open when the valve is open approximately 1/2 inch.
Figure 6-Water Pump-Disassembled See Figure 5.
6 Cylinder Engine
6. WATER DISTRIBUTION TUBE
SHAFT W/BEARING The water distribution tube, used only on 6 cylinder
PUMP
engines, should be replaced whenever the engine is
completely overhauled. If the tube becomes rusted or
GASKET corroded, overheating of the engine may occur due to
HUB failure of the water to circulate properly through the
cylinder block.
WASHER
To replace the tube, remove the radiator core and
IMPELLER
water pump. Pull the tube out of the cylinder block with
a stiff hooked rod. See Figure 9. Install tube with slots
up and be sure the tube is inserted far enough into block
so that water pump will seat properly against the block.
SEAL (SERVICED IN PACKAGE) 7. WATER PUMP

58P84 Ball bearing type water pumps are used on both 6
cylinder and V-8 engines.
Figure 7-Water Pump-Disassembled The bearing and shaft assembly are combined in a
Typical of 277, 301 and 318 Cubic Inch V-8 Engine single replaceable unit which is press fit into the pump
OUTLET THERMOSTAT
ELBOW TEMPERATURE SENDING UNIT
WATER DISTRIBUTOR TUBE
GASKET IMPELLER
PLUGS SEAL
WASHER
HUB
WIRE HOOK
SHAFT AND
BODY BEARING
GASKET
HOUSING
58P81
GASKET 57P335
Figure 8-Water Pump-Disassembled Figure 9-Removing Water Distribution Tube

Typical of 350 Cubic Inch V-8 Engine 6 Cylinder Engine
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COOLING SYSTEM 357
body. The shaft and bearing assembly is prelubricated

and sealed at both ends of the bearing race by seal
FAN PULLEY HUB
retainers. No lubrication of this type pump is required.
The assembly is serviced as a unit. See Figures 6, 7,
and 8.
DISASSEMBLY
The hub and plastic impeller on both 6 cylinder and
V-8 engines is press fit on the shaft and can be removed
by using Tool C-412 as shown in Figure 10. Whenever the
seal or shaft assembly is to be serviced the impeller must
be removed. To do this, break the plastic impeller away
from the steel insert and remove the neoprene seal
assembly from the shaft. Install Tool C-3476 and remove
the steel insert from the shaft as shown in Figure 11. TOOL C-412
57P334
INSPECTION
Clean the pump housing in a suitable solvent and Figure 10-Removing Fan Pulley Hub-6 Cylinder Engine
inspect for porosity. Check mating surface of pump body Typical of V-8 Engine
for parallelism. Surface should be free of nicks or burrs.
REFACING SEAL SEAT

INSERT
Use tool C-551 to reface the seal seat. Turn the tool in
an even clockwise direction until a smooth, full cut has
been taken. Do not remove any more metal from the
seat than is necessary to provide a smooth surface. Con- TOOL C-3476
tinue to turn tool clockwise as it's removed. This will
prevent leaving a ridge on the front seat. See Figure 12.
After seat is refaced, lap the seat with emery cloth
discs SP-1527 to obtain a smooth seal seat. Place the
discs under the teeth of the refacing tool and perform
the final lapping operation by rotating tool until all cutter
marks are removed.
INSTALLING BEARING ASSEMBLY 56P141
The bearing and shaft assembly is held in the pump Figure 11-Removing Impeller Insert with Tool C-3476
body by a press fit. Use installing sleeve C-3468 for this Typical of All Pumps
operation. See Figure 13. Start the bearing assembly
straight in the pump body and install the sleeve over the
shaft on to the lower surface of the seal retainer. Press
the bearing into the body. Do not press the bearing to
the shoulder of the sleeve. The bearing assembly should
be pressed into the body %2 inch as measured from
the end of the pump to the outer surface of the seal
retainer. See Figures 14, 15, and 16.
NOTE
Do not install bearing assembly by driving on the
sleeve or by driving on the shaft as this will damage
the seal retainer and also the bearings and races.
INSTALLING SEALS AND IMPELLER

Place thrust washer and seal on impeller end of shaft. Figure 12-Refacing Seal Seat Using Tool C-551
Support pump on hub end of the shaft. Position impeller Typical of All Pumps
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on shaft making sure that the notches in the impeller

will index exactly with the engaging ears of the thrust
ARBOR washer. Then press on impeller, applying pressure only
to the insert of the impeller. Insert should be flush with
end of shaft. See Figures 14, 15 and 16.
BALL BEARING AND INSTALLING WATER PUMP HUB
SHAFT ASSEMBLY INSTALLING The hub is held to the shaft by a friction fit on both
SLEEVE C-3468 V-8 and 6 cylinder engine water pumps.
Press hub on to dimension shown in Figures 14, 15
and 16. Use drill fixture C-783 on pinned hubs to insure a
straight hole through the shaft and hub. Drive new pin
in until it is below surface of hub.
PUMP BODY
Lisoi
56P132 8. TEMPERATURE GAUGE
Figure 13-Installing Shaft and Bearing Assembly
Using Sleeve C-3468-Typical of All Pumps
The temperature gauge is an electro-magnetic type
and consists of an engine sending unit and a panel unit
connected by a single wire. For complete servicing and
testing data, refer to Part 3, Section 4, Instruments and
Gauges.
LEAKAGE
I. RADIATOR HEATER AND CONNECTIONS-In-

spect all hose connections for radiator and heater. In-
spect radiator and heater cores for seepage of water.
Inspect seams and soldered connections in top and bot-
tom tanks of radiator. Inspect water outlet elbow for
HUB TO BE leakage at gasket.
FLUSH WITH END -
IMPELLER AND OF SHAFT Leakage of water or anti-freeze will usually leave
SHAFT MUST some trace of rust or dye from the anti-freeze solution.
BE FLUSH 57 P1
2. CYLINDER HEAD AND GASKET-A slight amount
Figure 14-Cross-Sectional View of 6 Cylinder Engine of seepage of the dye in certain types of anti-freeze solu-
Water Pump tions will cause some discoloration at the cylinder head
SHAFT AND IMPELLER
MUST BE FLUSH
SEAL
/ RETAINING WASHER
BALL BEARING
AND SHAFT
4 ASSEMBLY
r,-,
3/32 IN.-4- IMPELLER AND

21 /64 IN. SHAFT MUST
DRAIN BE FLUSH
ASSEMBLE HUB TO
THIS DIMENSION 21/64 IN.
56P110 58P80
Figure 15-Cross-Sectional View of Water Pump Figure 16-Cross-Sectional View of 350 Cubic Inch V-8
Typical of 277, 301 and 318 Cubic Inch V-8 Engine Engine Water Pump
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COOLING SYSTEM 359
gasket. This does not always indicate that the gasket LOSS OF WATER
is leaking excessively. If there is an actual loss of (WITHOUT APPARENT LEAKAGE)
coolant, indicated by frequent necessity of adding water
to the radiator, and no other source of leakage can be I. RADIATOR-Restriction of the passages in the
found, the gasket should be replaced, using sealing radiator core due to sediment or rust will cause the
compound on both sides of the gasket and on the cylin- coolant level to rise when the engine is running and
der head cap screws. Do not use sealing compound on coolant will be lost through the overflow tube.
the three screws that lead into the intake manifold ports 2. COMPRESSION LEAK AT CYLINDER HEAD GAS-
on 6 cylinder engines. KET OR AIR LEAK AT SUCTION SIDE OF WATER
PUMP-Displacement of the coolant in the radiator core
When tightening a cylinder head, always use a torque and loss through the overflow tube can be caused by a
wrench. Draw the cap screws down uniformly tight and compression leak at the cylinder head gasket or by air
in the proper sequence, to avoid distortion of the cylinder entering the coolant at the suction side of the water
head and block. Always re-tighten the cylinder head pump.
after the engine has been allowed to warm up. To determine whether either condition exists, first
remove the cap and apply masking tape over the filler
Following are other possible points of leakage at the neck making sure that there is no air leak. Attach a hose
cylinder head: to the overflow pipe and put the end into a pail of water.
Run the engine long enough to obtain operating tem-
(a) 6 Cylinder Engines-Core hole plug at left rear perature.
end of cylinder head; accelerator bell crank stud which
extends into the cylinder head water passage. Be sure If bubbles appear in the water when the engine is
copper washer is used under the stud. accelerated, loosen the fan belt so that it will not drive
the water pump and again accelerate the engine for a
(b) V-8 Engines-Cover plates at rear of right and left short period of time. If air bubbles still appear in the
cylinder head. Center bolts on each side of manifold water, air is leaking past the cylinder head gasket, into
exhaust cross over branch. The left and right water the cooling system. Tighten cylinder head cap screws
passage branch of the water pump housing leading to to specified torque. If leakage is still evident, replace the
the left and right cylinder heads. gasket and inspect the surfaces of the cylinder head
and block for small cracks.
3. CYLINDER BLOCK - There are several points If bubbles do not appear in the water when the engine
where coolant can leak from the cylinder block: is accelerated with water pump inoperative, air may be
leaking into the system at the water pump. It is possible
(a) 6 Cylinder Engine-Five core hole plugs are used for the connection to be tight enough to stop a water
on the left side of the block, as well as the cylinder block leak, but not an air leak.
drain plug screwed into the water passage. A core hole
plug is also used at the rear of the block above the rear OVERHEATING
main bearing under the clutch bell housing. Another The common causes of overheating, which are direct-
core hole plug is used at the front of the block under the ly traceable to the cooling system, are clogging, im-
chain case cover plate. The water pump attaching proper circulation of coolant, or running engine when
screws extend into the water passage. The two long cap coolant level is low. Overheating may also be due to
screws for the intake and exhaust manifold assembly incorrect ignition or valve timing, or dragging brakes.
(adjacent to the riser section) extend into the water pas-
sages. Another cause of a rise in engine temperature above
normal is unusual operating conditions, such as: Over-
(b) V-8 Engines-Three core hole plugs and a drain loading of the car; driving in heavy mud or sand; opera-
pipe plug are used on the left and right sides of the tion (or excessive engine idling) under extreme condi-
cylinder block. Two pipe plugs are used at the rear of tions of heat or altitude. A special radiator, having
the engine block. Gaskets are used between the left additional cooling capacity should be used for continued
and right water passage branch of the water pump operation under such unusual conditions.
housing and the front of the engine block.
4. WATER PUMP-Leakage of water due to worn IMPORTANT
parts in the water pump is usually evident between the The thermostat is seldom responsible for over-
thrust face of the front bushing and the fan pulley hub. heating. If damaged, the bellows expands and the
If the pump is leaking, it should be removed and re- valve stays in the wide-open position.
conditioned.
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2. HOSE CONNECTIONS-Check for collapsed or

plugged radiator hose, causing restriction to circulation
of coolant.
3. RADIATOR-To test for clogged radiator core, re-

move the top and bottom radiator hose and insert plugs
in the inlet and outlet connections. See Figure 17. Fill
the radiator with water. Then remove the plug from the
bottom connection. If the passageways in the core are
not clogged, the column of escaping water should ex-
tend 5 to 6 inches above the lower connection.
Use an air hose on the back of the radiator core to
blow out dead bugs, leaves, and other particles of dirt
that would restrict the flow of air through the core.
4. CYLINDER BLOCK-A restricted distributor tube in
Power Flow 6 engines or passageways clogged with
rust and scale will cause poor circulation of the coolant.
Remove distributor tube and reverse flush the cylinder
block.
55P1049
ENGINE WARMUP-SLOW
Figure 17-Testing for Clogged Radiator Core
If the cooling system is dirty, sediment may collect in
1. FAN BELT-If the fan belt is loose, or slipping, the the folds of the thermostat bellows and prevent the valve
water pump will not circulate coolant at the proper rate from seating fully. Cover the radiator and bring the
to cool the engine. To test fan belt for tightness, place a engine temperature up to about 180 degrees to be sure
straight-edge across fan belt from generator pulley to the thermostat is open. Then continue to run the engine
fan belt pulley. Belt is properly adjusted if it can be at a fast speed to increase water circulation and wash
pushed downward with finger ' /4 inch from straight-edge out sediment in thermostat. Drain the cooling system
(between the pulleys.) See Belt Tension Specifications immediately and refill with clean water.
Chart.
If the engine does not warm-up as quickly as it should
Make sure the fan belt is in good condition. If worn, considering the atmospheric temperature, the thermo-
it may be stretched and slipping. stat may be permanently stuck in the open position.
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361
PART TWO-ENGINE AND ELECTRICAL

SECTION VI FUEL AND EXHAUST SYSTEMS
Page
Data and Specifications 365, 383, 394
1. Fuel Tank 361
2. Fuel Pump 361
3. Automatic Choke-Integral 362
4. Automatic Choke-Crossover 364
5. Carburetor-6 Cylinder and V-8 (Carter) 366
6. Carburetor-V-8 Engine (Stromberg) 375
7. Carburetor-Four Barrel-(WCFB-Carter) 382
8. Carburetor-Four Barrel (AFB-Carter) 393
9. Manifold Heat Control 399
10. Intake and Exhaust Manifold 400
11. Exhaust Pipe, Muffler, and Tail Pipe 401
1. FUEL TANK If water or steam is used when cleaning a fuel tank,

drain the tank thoroughly. Then, using compressed air,
The fuel tank contains a plastic filter through which blow air through the filter element, holding the air
gasoline passes as it is drawn by the fuel pump. See hose at the fuel line.
Figure 1. The filter requires no servicing, since it is self
cleaning, due to the surging action of gasoline on the 2. FUEL PUMP
suction surface of the filter. The filter is located % inch
above the bottom of the tank; therefore, approximately The fuel pump is operated by an eccentric on the
three pints of water and sediment can collect below the camshaft which actuates the rocker arm. This action
filter. It is good practice to remove water and sediment lifts the pull rod and diaphragm assembly upwards
which may collect in the bottom of the fuel tank about against the diaphragm spring creating a vacuum in the
once a year. Remove the drain plug provided when the valve housing which opens the inlet valve. Fuel is then
fuel level is low, and drain off the accumulated sedi- drawn into the valve housing chamber.
ment and water.
On the return stroke of the rocker arm, the diaphragm
spring forces the diaphragm down, the inlet valve
closes, and fuel is forced through the outlet valve to the
DRAIN PLUG carburetor.
TESTING FUEL PUMP
BREATHER VENT-Inspect the pump at the breather

vent for evidence of gasoline or oil leakage. Gasoline
at the vent indicates a leak through the diaphragm. Oil
at the vent indicates a defective oil seal at the top of the
pull rod. In either case the diaphragm assembly must
be replaced.
PUMP PRESSURE-Insert a "T" fitting into the fuel
line at the carburetor. Connect a suitable pressure
FUEL GAUGE
gauge to the "T" fitting with a connecting not more than
TANK UNIT
6 inches long. This is to insure accurate testing. Vent in
FILTER the fuel pump a few seconds by allowing it to pump at
FLOAT 57P325
full flow into a container before tests are made. When
Figure 1-Fuel Tank and Filter testing pump pressure, engine idle should be set at 500
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Examine diaphragm for cracks, breaks or torn screw

LEVER holes. Inspect push rod oil seal for wear, deterioration,
breaks or tears and examine valve for proper sealing.
SPRING- Replace rocker arm and pivot pin if excessively worn.
BODY-SERVICED
IN ASSY.
PLUG DISASSEMBLY AND ASSEMBLY
PIN Before disassembly of the pump, refer to Figure 2.

Remove the press fit pivot pin plug and slide out pin.
DIAPHRAGM ASSY.
Disengage the rocker arm from the diaphragm push
rod. Separate valve body from main body after remov-
ing attaching screws. The valves are press fit in the
valve body and are not to be removed. To replace the
outlet air dome diaphragm, remove the two attaching
screws in the valve body. Inspect the diaphragm for
cracks or deterioration.
SCREW AND
WASHER Install the diaphragm with the cut out portion over
the inlet valve screen. Install air dome and tighten
VALVE
screws securely. When attaching rocker arm housing
HOUSING assembly to the valve body, hold rocker arm down and
then tighten screws.
SCREW AND
WASHER - STRAINER
3. AUTOMATIC CHOKE-INTEGRAL
OPERATION
OUTLET AIR DOME
DIAPHRAGM Manifold vacuum draws outside air through a heat
tube in the exhaust manifold where it is heated before
being drawn into the thermostatic coil housing. See
Figure 3. The heated air acts on the thermostatic coil
AIR DOME--' and gradually opens the choke as the engine warms up.
55P1154 The heat retainer plate stores heat and prevents the coil
from cooling too rapidly and closing the choke valve
while the engine is still hot. This prevents overchoking
Figure 2-Fuel Pump-Disassembled-6 Cylinder if the engine should be re-started while still warm.
Engine
(Typical of V-8 Engine) The opening of the choke valve is further controlled
by the choke piston which is connected by an arm and
R.P.M. Pressure should be 31/2-6 P.S.I. on 6 cylinder THERMOSTATIC COIL

engine pumps and 5-7 P.S.I. on V-8 engine pumps, and HOUSING
should remain constant or return very slowly to zero

when the engine is turned off. If pressure drops rapidly, HOT AIR
outlet valve is faulty. High pressure indicates the dia-
phragm spring tension is too high. Spring pressure
should be 11 pounds when compressed to 1%6 inches. HEAT
CARBURETOR
ASSEMBLY
TUBE
Low pressure indicates low diaphragm spring tension.
INLET VALVE-Place a finger over the inlet fitting
with fuel line disconnected. Turn engine over with
starter motor. There should be constant action. If blow-
back is present, the inlet valve is not sealing.
EXHAUST MANIFOLD
SERVICING FUEL PUMP

FRESH AIR INLET OPENING t\ FRESH AIR INLET
All parts of the fuel pump except the diaphragm AMIN. 55P1148
should be thoroughly cleaned in a suitable solvent. Figure 3-Air-Flow Through Automatic Choke
Gum deposits can be removed with denatured alcohol. 6 Cylinder Engine
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FUEL AND EXHAUST 363
UNLOADER ARM AND GASKET FAST IDLE LINK

TRIP LEVER
CHOKE SHAFT
FAST IDLE CAM
SPRING CHOKE PISTON
BAFFLE PLATE
CHOKE OPERATING
LEVER
ENDS OF SPRING
jA OVER SHORT LEVER
FAST IDLE CAM,

CONNECTOR TUBE AND SPRING
HEAT RETAINER
PLATE
THERMOSTATIC COIL
PISTON LINK
HOUSING
CHOKE SHAFT LEVER
CHOKE CONTROL
ROD 45x2 043 54x17
Figure 4-Cutaway of Integral Automatic Choke Figure 6-Choke Shaft, Piston, Fast Idle Cam and
6 Cylinder Engine Spring Assembly-6 Cylinder Engine
link to the choke shaft. See Figure 4. When the engine screw. The cam lift is graduated so that as the choke
is started, manifold vacuum pulls the piston down, open- valve opens, the throttle valve idle opening decreases.
ing the choke valve enough to provide the correct air- When the choke valve is completely open, the trip lever
fuel mixture. In addition, the choke valve is offset on the is completely off the cam lift and the throttle opening is
shaft so that, as air enters the carburetor air horn, it controlled by the idle adjusting screw.
tends to position the choke valve, depending on speed
and load conditions. SERVICING AUTOMATIC CHOKE
The fast idle cam is connected to the choke shaft by To remove heat tube from choke housing, hold hex
a coil spring. The spring allows the choke valve to move nut at housing with an end wrench while loosening the
when the fast idle cam is kept from rotating by the fitting. This will prevent damaging the housing. Remove
pressure of the throttle linkage while the engine is at the retainer, housing, gasket and baffle plate. Slide out
idle. the unloader arm and trip lever. See Figure 5. Remove
the choke valve screws and lift out valve. Rotate the
The throttle and fast-idle cam are connected through
choke shaft until piston is out of cylinder and remove
a connector rod and a fast-idle link and trip lever. When
the assembly. See Figure 6.
the choke is closed, the trip lever rides on the high part
of the cam and holds the throttle valve at a greater open- Use a solvent and thoroughly clean all choke parts.
ing than that provided by the idle speed adjusting Make sure that slots in the cylinder are clean and that
CHOKE LEVER LOCATING NOTCH AND MATING LUG
HOUSING--4"
CHOKE PISTON LINK"
FAST IDLE LINK

THERMOSTATIC COIL/
UNLOADER ARM AND AND HEAT
57P376
TRIP LEVER 571,377
RETAINER PLATE
Figure 5-Removing Unloader Arm and Trip Lever Figure 7-Installing Heat Retainer Plate in Choke
6 Cylinder Engine Housing-6 Cylinder Engine
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air passages are clean. Clean the heat tube and inspect
for dents which would obstruct flow of air. Remove the
CHOKE
heat tube shield at manifold and clean shield and tube
ROD
in manifold.
COVER Remove the heat retainer plate from the coil housing
by striking the palm of the hand. Clean the air passages
...1
in the housing. When assembling the heat retainer plate
CALIBRATION in the housing, index the notch in the plate with the lug
MARKS in the housing. See Figure 7.
LOCK NUT ADJUSTMENTS 4. AUTOMATIC CHOKE-CROSSOVER

CHOKE WELL
The crossover type automatic choke used on the V-8
EXHAUST CROSSOVER
11111111"-
/
CHOKE COIL AND HOUSING
PASSAGE
56P124
engine is thermostatically operated and mounted on the
intake manifold. The choke housing containing the ther-
mostatic coil spring is located in a well at the exhaust
Figure 8-Cutaway Showing Crossover Type Choke crossover passage. See Figure 8.
V-8 Engine
OPERATION
CHOKE VALVE._
CHOKE PISTON Operation of the choke valve is controlled by the
thermostatic coil spring, the choke piston, and by the
-Zak offset position of the choke valve on the shaft.
As the thermostatic coil gains heat, it gradually winds
and allows the choke to open. At the same time, the
vacuum operated choke piston, connected by a rod to
VACUUM the valve, keeps a constant pull on the valve against
PASSAGE
the tension of the spring. See Figure 9. This is true as
long as the engine is running. Thus, the valve opens
gradually. In addition, the offset position of the valve
also tends to open the valve, depending upon engine
speed and load conditions.
SERVICING
56P1135
Figure 9-Cutaway Showing Choke Piston Operation

Other than an occasional cleaning, if necessary, the
automatic choke requires no servicing. It is important
V-8 Engine
that the choke operating rod works freely at the choke
shaft and also at the coil housing. Move the choke rod
up and down to check for free movement of the coil
7 CHOKE ROD
DUST SEAL WASHER

housing on the shaft. Make certain that the coil housing
does not contact the sides of the well. Any contact will
cause the choke to open late and may cause the choke
to stay open after the engine has cooled-thus causing
hard starting. Do not lubricate any parts of the choke
since this would cause dirt accumulation and result in
CALIBRATION MARKS binding of the choke mechanism. Check operation of
choke piston by working choke valve back and forth.
Check the small plug at the end of the choke piston. An
THERMOSTATIC COIL air leak at this point would prevent proper operation of
SPRING AND HOUSING the choke blade and result in hard starting and poor
fuel mileage.
57P439 The choke control unit can be disassembled for serv-
ice by removing the hairpin clip and nut. See Figure 10.
Figure 10-Crossover Type Choke Care should be used when assembling parts so that the
V-8 Engine coil spring is properly positioned on the shaft. Generally
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FUEL SYSTEM
P-30 and LP-1 P-31 LP-2

MODEL
6 Cylinder V-8 Engine (277 and 301 cu. in.) V-8 Engine (318 cu. in.)
Downdraft
Type Downdraft (Dual)
(single)
Carter Stromberg Carter Stromberg
A Standard 2567S(F) 2512S-SA-SB (A) WW 15-23(C) 2644S(A) WW 15-26 (B)
a) Overdrive 2568S(F) 2513S-SA-SB (E) WW 15-24(C) 2645S(A) WW 15-27 (B)
PowerFlite 2569S(G) 2514S-SA-SB (E) WW 15-25(D) 2646S(A) WW 15-28 (B)
. ° Standard 120-206S 120-213S - 120-212S -

One Size Lean - - - 120-209S
Choke Control Integral

Crossover Automatic
Automatic
Float Setting 742 in. %2 in. 742 in. %2 in. %2 in.

Accelerator Pump 2/2 in. 1%2 in. %2 -5/16 in. 1%2 in. %-%2 in.
Fast Idle 5 V2 turns 7 Vz turns
.016 in.-.020 in. .014 in. .015 in.
a 3A6 in. drill '/4 in. drill
Unloader 9A4 in. 3/ in. 1 y64 in. drill 1/4 in. 1/4 in. drill
Idle Mixture 1/2 -1/2 turns 3A-1'/4 turns 11/4 turns

)...
o
Overdrive _ %4 in.-%4 in.
Kickdown Switch 1/64 .-%4 in.
PowerFlite _
%2
Dashpot
Vacuum Kick 1/4 in. _ 3% 4 in-411;1M
Adjustment 2 % 4 in. (ww 15-28)
Type Mechanical Diagram

a
( Pressure 6-7 P.S.I.
a)
a Make Carter
Fuel Tank Capacity 20 gals. - 22 gals. (Suburban only)
Filter unit
Filter unit in fuel tank
Fuel Filter in
fuel tank Ceramic Filter on Carburetor
Manifold Heat Control Thermostatic-Automatic

Air Cleaner Paper Element
Choke Unit (E) 170-AT-464S
(C) 387410 (G) 170-X-312S
(A) 170-AV-464S (D) 387411 (F) 170-N-312S
(B) 387806
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the choke will function properly if the index mark is set BOWL VENT TUBE
at a point half way between the L and R mark. If need
be, set the mark toward rich or lean as required. See
Figure 8 or 10.
FLOAT HINGE
PIN RETAINER
5. CARBURETOR-(6 CYLINDER AND
V-8) CARTER INLET
VALVE
The 6 cylinder and V-8 engines use a Ball and Ball ASSEMBLY
single throat and a Ball and Ball dual throat carburetor,
respectively. Some V-8 engines will be equipped with a
dual throat Stromberg carburetor. Refer to Section 6.
Carburetor-Stromberg.
Each throat of the dual carburetor supplies an air fuel
mixture to four specific cylinders. Thus it is essentially FLOAT ARM
two carburetors in one. Each throat contains its own idle
air bleed, high speed air bleed, idle orifice tube, main BEND LIP TO ADJUST FLOAT
vent tube, main metering jet, metering port, idle port,
55P1186
idle mixture adjustment and throttle valve. Metering of
fuel in the accelerator pump system of the V-8 engine
carburetor is accomplished by two accurately drilled
orifices, one for each throat, in the discharge cluster. In Figure 11-Typical Float System
the case of the 6 cylinder engine carburetor, a replace-
able accelerator pump jet is used.
The operation of the float, low speed, high speed and IDLE
accelerator pump systems as explained in the following RESTRICTION
paragraphs applies to the 6 cylinder engine carburetor.
The V-8 engine dual throat carburetor operating funda- IDLE AIR
mentals are essentially the same. BLEED
IDLE
FLOAT SYSTEM ORIFICE
MAIN TUBE
The float system maintains a fuel supply at a constant METERING
JET IDLE
level for all operating conditions. The fuel level is kept
at a minimum to prevent as little fuel vaporization as ?) WELL
possible and to aid in warm engine starting. It is impor-
tant that floats are properly adjusted, and needle valve
assembly is in good condition. Equally important is a
good seal between the air horn and main body. A poor
gasket at this point causes leakage resulting in ineffi- IDLE ADJUSTMENT
cient carburetor operation. The bowl is vented to the SCREW PORT
inside of the carburetor air horn so that the proper air
55P1187
pressure is maintained in the bowl chamber at all times.
See Figure 11.
Figure 12-Typical Low Speed System
LOW SPEED SYSTEM
During engine idle or part throttle operation, fuel is restriction, idle passage, idle port, and idle adjustment
supplied to the engine through the low speed system. screw port are kept clean. Any clogging will result in
Fuel enters the main metering jet and is metered poor low speed operation. Air leakage through the
through the idle orifice tube where it mixes with air gaskets will also cause poor engine idling or low speed
drawn through the idle air bleed. The idle restriction operation. See Figure 12.
breaks up the fuel as it mixes with air drawn through
HIGH SPEED SYSTEM
the idle air bleed. This provides an air-fuel mixture at
the idle port and idle bleed adjustment screw port. It is During part or full throttle operation, fuel is supplied
important that the idle air bleed, idle orifice tube, idle to the engine through the high speed system.
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STEP-UP ROD PUMP SPRING
MAIN
METERING
JET
STEP-UP
PISTON HIGH SPEED
AND AIR BLEED
SPRING
DIFFUSER BAR
DISCHARGE
PORT
MAIN VENT VENT
VACUUM TUBE PASSAGE
PASSAGE
INTAKE CHECK
SLOTTED TYPE FLANGE GASKET

55P1188 55P1189
Figure 13-Typical High Speed System Figure 14-Typical Accelerator Pump System
When the engine is under a heavy load, suddenly ACCELERATOR PUMP SYSTEM
accelerated, or operated at very high engine speeds, the The accelerator pump system momentarily supplies
step up system supplies additional fuel through the an extra charge of fuel to the engine when the throttle is
diffuser bar discharge port. See Figure 13. Fuel flow opened. The amount of fuel added is directly propor-
through the fuel passage of the main metering jet is tional to the amount the pedal is depressed. When the
controlled by the movement of the step up rod which in accelerator pedal is depressed, the pump plunger spring
turn is moved by a spring and a vacuum controlled forces the plunger down and the fuel is discharged past
piston. A vacuum passage to the intake manifold is pro- the discharge check ball through the jet and into the air
vided for by a drilled passage in the carburetor body stream. The inlet passage is closed by the inlet check
and throttle body, and a slotted flange gasket. ball as this occurs.
Under normal driving conditions, manifold vacuum When the accelerator pedal returns, the pump plunger
exerts a strong pull on the vacuum piston. This holds the is pulled up drawing a new charge of fuel past the inlet
piston down keeping the step up rod in the fuel passage check ball. The discharge check ball is closed, prevent-
of the main metering jet. Fuel then flows around the rod, ing air bleeding into the passage when the pump
through the jet, and through the diffuser bar discharge plunger is pulled up.
port.
When the engine is operated at high speeds, a vacu-
When manifold vacuum falls off, due to a heavy load, um exists at the accelerator pump jet. To prevent fuel
sudden acceleration, or very high engine speed, the being drawn out of the pump system, the pump jet air
spring moves the piston up, moving the step up rod out bleed is vented through a passage in the air horn to the
of the main metering jet fuel passage. Additional fuel is float bowl.
then supplied to the engine.
A vent is also provided in the plunger to relieve vapor
Air is drawn through the high speed air bleed and pressure developed by heat in the pump system. See
mixes with the fuel surrounding the main vent tube. The Figure 14.
mixture is then drawn from the diffuser discharge ports.
It is important that the vent tube is clean. A clogged DISASSEMBLY OF AIR HORN
tube may cause excessively rich mixtures. Leakage of Remove choke connector rod and accelerator pump
air at the gaskets will decrease or destroy the vacuum operating rod as shown in Figure 16. Remove the air
and the step up piston will remain up resulting in excess horn attaching screws and carefully lift straight up to
fuel consumption. remove air horn assembly. Discard gasket.
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/SCREW (3)
SCREW (2 SHORT)
OVERDRIVE
/
45k, HOUSING AND SPRING
SCREW (4 LONG) KICKDOWN SWITCH
GASKET OVERDRIVE ONLY
)f,
1+
i /
BAFFLE PLATE
CHOKE SHAFT AND LEVER
CHOKE VALVE'
' FAST IDLE CAM

AND SPRING
HOUSING RING SCREW (2)-.-+
UNLOADER ARM AND TRIP LEVER
PISTON PIN
CHOKE PISTON
ROCKER ARM AIR HORN
SCREW
GASKET
FAST IDLE LINK-

CUP WASHER
STEP-UP
PISTON
NUT .e+ RETAINER PUMP SPRING
SCREW
BRACKET STEP-UP PISTON-

STEP-UP r.---ACCELERATOR PUMP PLUNGER
DASHPOT MAIN
STEP-UP PISTON SPRING
JET
IDLE ORIFICE TUBE-' FLOAT FULCRUM PIN RETAINER
THROTTLE SHAFT STEP-UP PISTON-

GASKET FLOAT
LOOSE LEVER
'4"--------FLOAT FULCRUM PIN

DISCHARGE PASSAGE CHECK BALL
N'N+,k
DASHPOT ASSEMBLY
POWERFLITE TRANSMISSION SPRING
ACCELERATOR PUMP JET
ONLY FAST IDLE
ADJUSTING SCREW MAIN BODY
\
FUEL INLET
CLIP
- ).- ------7.NEEDLE VALVE,
CHOKE CONNECTOR ROD
GASKET
THROTTLE LEVER AND SHAFT PLUG
GASKET
-SCREW (2)
ACCELERATOR PUMP ROD
-THROTTLE VALVE
HAIRPIN CLIP -THROTTLE BODY
SPRING
IDLE MIXTURE ADJUSTING SCREW-
55P1150
Figure 15-6 Cylinder Carburetor-Disassembled
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PUMP ROCKER ARM

ACCELERATOR PUMP
OPERATING ROD
FLOAT
FULCRUM PIN
STEP-UP PISTON
ROD CLIP..... RETAINING
SCREW
CHOKE..-+' NEEDLE VALVE
CONNECTOR "N-
ROD STEP-UP PISTON
CENTER HOLE
(THROTTLE LEVER)
CLIP
0
57P41 1
DISCHARGE PASSAGE
CHECK BALL
--
Figure 16-Removing Accelerator Pump Rod
FLOAT RETAINER --5"1 54x9
6 Cylinder Engine
(Typical of V-8 Carburetor) Figure 18-Removing Float Assembly-6 Cylinder
Engine
(Typical of V-8 Carburetor)
NOTE
Long screws attach throttle body to main body on about 10 minutes to make it soft and pliable. Then
Power Flow 6 carburetors. Use care to prevent acci- reflare the leather. To do this, carefully roll the leather
dental damage to throttle body. back (turn it inside out) and return it to its normal posi-
tion and reshape by rolling between the thumb and
forefinger. This should also be done before installing a
Disengage the accelerator pump plunger from the new piston.
rocker arm by pushing up on bottom of plunger and
sliding it off the hook. See Figure 17. If the pump plunger DISASSEMBLY OF CARBURETOR MAIN BODY
leather is hard, worn excessively or cracked, a new
plunger should be installed. The leather on the piston NEEDLE VALVE-Inspect the fuel inlet needle valve,
must be soft and pliable and the small expansion seat and gasket for evidence of grooving, irregular
spring underneath it must be clean. The leather will seating, or excessive wear and worn valve assemblies.
shrink if the fuel contains a small amount of water. Soak Remove the float pin retainer, pin and float. Test the
the piston leather in clean gasoline or kerosene for floats for leakage and inspect the pivot holes for exces-
,11117
sive wear. See Figure 18.
AIR HORN
MAIN BODY-6 Cylinder Engine Carburetor-Re-
move step up piston, spring, step up rod, main metering
ACCELERATOR PUMP jet and gasket, and idle orifice tube. See Figure 19.
ROCKER ARM Remove accelerator pump discharge check ball. To
remove the pump jet, first remove jet plug.
The main vent tube seldom needs servicing other than
cleaning. A special tool is required to replace it. The
tube can be cleaned satisfactorily without removing it
from the main body. To do this, take out the plug at the
end of the tube passage and use a solvent in the pas-
sage. Apply air pressure at the high speed air bleed
hole. It is important that the tube is free of dirt since a
7
ACCELERATOR PUMP PLUNGER 57P375
clogged tube may cause excessively rich mixtures.
Refer to Figure 16 for tube location.
461"7:11.
Figure 17-Removing Accelerator Pump Plunger MAIN BODY-V-8 Engine Carburetor-Two screws at
6 Cylinder Engine the bottom of the throttle body must be removed to
(Typical of V-8 Carburetor) separate the main body from the throttle body. Remove
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STEP-UP inspect for wear. If there are grooves or evidence of

PISTON
irregular seating, replace the adjusting screws. See
STEP-UP Figure 22 or 24.
ROD Inspect the throttle shaft and lever for looseness.
Proper idle speed cannot be maintained if lever is loose
on shaft. Repair if necessary by brazing or soldering.
Do not attempt to peen shaft. This may bend the shaft
and cause improper throttle valve operation due to poor
NEEDLE
seating.
VALVE
SEAT Inspect for looseness of the throttle shaft in the body.
In some cases, if wear is not too excessive it is possible
GASKET
STEP-UP to intall a new shaft and lever assembly. Where there
PISTON z is excessive wear and looseness, replace the entire
SPRING /
JET PLUG
A throttle body assembly.
When a new shaft is installed, mark the position of
NEEDLE VALVE the throttle valve in the bore. It is important that the
STEP-UP PISTON RETAINING SCREW 54x10 valve be in the same position when the new shaft is
installed for proper engine idle and part throttle
Figure 19-Removing or Installing Step-up Piston operation.
6 Cylinder Engine
GASKET METERING HOLES
STEP UP PISTON
STEP UP ROD
- DISCHARGE
CHECK BALL
HOLE
STEP UP PISTON
SPRING
STEP UP ROD
STEP UP PISTON
57P380
MAIN METERING zi;z2..,./ RETAINING SCREW
JETS 55P I 214
Figure 21-Removing or Installing Venturi Cluster
Figure 20-Removing or Installing Step-up Piston V-8 Engine
V-8 Engine
THROTTLE VALVE SPARK ADVANCE
CONTROL PORT
the step-up piston, spring, both step-up piston rods and IDLE TRANSFER
main metering jets. See Figure 20. Remove the idle PORT
bleed screws and lift off the discharge cluster and ven-
ture assembly. See Figure 21. Discard both gaskets.
Remove the discharge check ball. Metering of fuel from
the accelerator pump system is accomplished by two
carefully drilled holes in the discharge cluster, which
must be kept clean. Do not remove idle orifice tubes or
main vent tubes from the cluster. They can easily be
cleaned with a solvent and dried with compressed air.
Replace any parts that show signs of wear or damage. THROTTLE
LEVER
The discharge cluster is serviced only as an assembly.
DISASSEMBLY OF THROTTLE BODY
57P410
Remove the idle adjustment screw and spring (two

in V-8 carburetor) from the throttle body. Clean and Figure 22-Throttle Body Assembly-6 Cylinder Engine
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VALVE
SCREWS
LEVER AIR HORN
NUT
ARM
ARM -0"mb
GASKET
SHAFT
CUP WASHER
SCREWS
SPRING
PLUNGER
WASHER GASKET
OUTLET BALL
CLUSTER
STEP UP WIRE (2)

-GASKET
SCREW
PISTON INLET BALL

JET
SPRING
RETAINER
RETAINER
FLOAT
PIN
BODY
ROD
NEEDLE 410
GASKET
GASKET
VALVE
SPRING SCREW
SPRING
SCREW' -ay/ LEVER
SPRING
SHAFT
FLANGE
SCREW
ARM
57P394
Figure 23-V-8 Engine Carburetor-Disassembled
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THROTTLE SHAFT After soaking parts in the cleaning solvent, rinse in

THROTTLE VALVES clean gasoline and clean out all passages with com-
IDLE SPEED
pressed air. If hot water is used, remove all traces of
ADJUSTING SCREW water with kerosene, mineral solvents or gasoline.
Water in the carburetor can cause die cast parts to
corrode and form an oatmeal-like mash which will clog
the jets. While this corrosion can sometimes be re-
moved, it is advisable to replace the entire carburetor
because the "mush" is hard to see and remove and
often sticks to the inside of carburetor passages render-
ing the carburetor inefficient.
INTEGRAL CHOKE-Heavy black carbon deposits in-
dicate the possibility of heat tube leakage in the exhaust
THROTTLE LEVER
IDLE MIXTURE ADJUSTING manifold. The coil housing, heat retainer plate, and coil
SCREWS AND SPRINGS 55P1215
are serviced only as an assembly. To clean the passage
Figure 24-Throttle Body Assembly-V-8 Engine in the coil housing, remove the heat retainer plate and
coil assembly by striking down on the palm of the
hand. Clean with a suitable brush and compressed air.
CLEANING CARBURETOR PARTS ASSEMBLY OF CARBURETOR
Silt, carbon and gum deposits can collect in the car- TESTING ACCELERATOR PUMP SYSTEM - Install
buretor, decreasing the size of the jet openings and fuel the plunger in the cylinder and the discharge check ball
passages and interfering with the operation of the check on its seat. Pour a small quantity of gasoline in the bowl.
valves. Fine silt is especially troublesome if gum is Move the plunger up and down slowly several times to
present. Even though silt is not apparent, a deposit of expel all air from the pump passage. Hold the ball
varnish or shellac colored gum on any carburetor part, down firmly with a brass rod and raise the plunger.
such as the float, indicates that the carburetor needs Refer to Figure 25 when testing the BBS carburetor and
cleaning and reconditioning. Figure 26 when testing the BBD carburetor. Press the
plunger down. No fuel should flow from the pump inlet
or discharge passage. If gasoline is evident from either
CAUTION
Never clean jets or orifices with a wire or drill. BRASS ROD (PRESS DOWN TO SEAT BALL)
Jets may become enlarged and damaged beyond NO FUEL TO BE
use. Always clean out jets and passages with solvent EMITTED- PUMP
DISCHARGE
I ACCELERATOR PUMP
PLUNGER SHAFT
and compressed air.
PASSAGE
all
When cleaning the carburetor, soak all parts in a
good commercial cleaning solvent until deposit has soft-
ened. Then scrub parts with a stiff bristled brush (not a
wire brush) and dry with compressed air. Do not use a
lye bath or gasoline. Gasoline will not dissolve carbon
and gum. Lye will remove the protective coating on
various parts of the carburetor, permitting rapid corro-
sion to occur.
CAUTION
NO FUEL TO
Acetone, lacquer thinner and denatured alcohol, APPROX. 1/2 INCH OF BE EMITTED
used for cleaning carburetor parts, are highly in- FUEL IN BOWL PUMP INTAKE PASSAGE
flammable. Handle with care. Do not use near
painted surfaces, as such cleaners might be splashed 54x25
on painted surfaces, causing damage. Figure 25-Testing Accelerator Pump System
6 Cylinder Engine
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BRASS ROD (PRESS DOWN TO SEAT BALL) ACCELERATOR PUMP

PLUNGER SHAFT
(;\ 7
GAUGE T-109-239
32 INCH
Alf
410
NO FUEL TO BE
EMITTED-
PUMP INLET
NO FUEL TO BE EMITTED- 45x2044
PUMP DISCHARGE PASSAGE 57P412
Figure 26-Testing Accelerator Pump System Figure 27-Checking Float Level Height-6 Cylinder
V-8 Engine Engine
(Typical of V-8 Carburetor)
point, clean the passages again and repeat tests. If
leakage is still evident, replace the check ball. AIR HORN AND THROTTLE BODY-V-8 Engine Car-
MAIN BODY-6 Cylinder Engine Carburetor-Install buretor-Position main body on throttle body using a
accelerator pump jet and plug. Install idle orifice tube new gasket. Install the two screws at bottom of the
and tighten securely. Install main metering jet and throttle body and tighten securely. Place a new gasket
gasket. Tighten securely. Install the step-up piston spring on main body. Assemble pump plunger pump arm in air
and step-up rod. See Figure 19. Carefully guide the horn and place assembly on main body. Make sure
step-up rod into the main metering jet. Place the float pump plunger leather enters cylinder evenly and does
assembly and inlet needle valve assembly in position. not flop over as it enters cylinder. Install air horn to
MAIN BODY-V-8 Engine Carburetor - Place dis- body screws and tighten them evenly.
charge check ball on its seat and position the venturi
and discharge cluster in the main body. Use new gas- ADJUSTMENTS
kets. Install the two idle bleed screws and tighten
securely. See Figure 22. Install both main metering jets ACCELERATOR PUMP-6 Cylinder and V-8 Engine
using new gaskets and tighten securely. Install the Carburetors-Back out the throttle adjusting screw and
spring, step-up piston and both step-up rods. Use care open the choke valve so that the throttle valve can be
when guiding the rods in the main metering jets to completely seated in the carburetor bore. The adjust-
prevent damage to the rods and jets. Install float assem- ment is made with the pump connector rod in the center
bly and inlet needle valve assembly. hole of the throttle lever. With the throttle valve closed,
SCALE
HOLD CHOKE
CHECKING FLOAT LEVEL-The same procedure is VALVE OPEN
used when checking float level on 6 cylinder or V-8
engine carburetors. Install float assembly and needle
valve assembly. Check float level height as shown in
Figure 27. Seat needle with finger pressed against float
lip. There should be %2 inch from top of the crown of A
each float to the top of the main body. Each float must
be adjusted to this setting. It is important that the floats
do not touch the sides of the bowl.
AIR HORN AND THROTTLE BODY-6 Cylinder En-
gine Carburetor-Place a new gasket on throttle body
and position main body making sure they are aligned.
Assemble pump plunger, spring, and cup washer and THROTTLE VALVE
insert through air horn, engaging pump arm. Place CLOSED
a new gasket on body and position air horn. Install BEND HERE IDLE SPEED ADJUSTING
TO ADJUST - SCREW BACKED OUT 55PI146
the attaching screws and tighten securely. Attach the Figure 28-Accelerator Pump Adjustment-6 Cylinder
choke connector rod and accelerator pump operating Engine
rod. (Typical of V-8 Carburetor)
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THROTTLE VALVE
CLOSED GAUGE
INSERT GAUGE ON
CHOKE VALVE
SIDE OPPOSITE PORTS HELD CLOSED
BEND CHOKE
CONNECTOR ROD
FOR CORRECT
ADJUSTMENT
BEND HERE
CHOKE VALVE
HELD CLOSED
S5P1149
OP 55P1147
Figure 29-Fast Idle Adjustment-6 Cylinder Engine

Figure 30-Unloader Adjustment-6 Cylinder Engine
measure the distance between the top of the float bowl
cover to the end of the plunger shaft, marked "A" in CHOKE VALVE
Figure 28. Refer to Data and Specifications for dimen- CLOSED
sion of particular carburetor used. If necessary, care-
fully bend the connector rod at the lower angle to obtain
adjustment. Use Tool T109-213.
BEND LEVER
FAST IDLE AND UNLOADER-6 Cylinder Engine HERE
Carburetor-Remove the thermostatic coil housing as-
sembly, gasket, and baffle plate. Back out throttle adjust-
ing screw. Open throttle valve partially and hold choke
valve in fully closed position. Then close throttle valve.
This procedure will allow fast-idle cam to revolve to fast-
idle position. Measure the clearance between the throttle
valve and bore of carburetor on the side opposite the
idle port. Refer to Figure 29. For clearance measurement INDEX MARK
see Data and Specifications for particular carburetor
that is checked. This clearance can be adjusted by 58P82
bending the choke connector rod at the lower angle
using Tool T109-213. Figure 31-Fast Idle Adjustment-V-8 Engine
The unloader adjustment must be made after the fast-
idle adjustment is performed. Hold the throttle valve
wide open and close the choke valve as far as possible .014 IN
WIRE GAUGE
without forcing. Clearance is measured between the
upper edge of the choke valve and the inner wall of the
carburetor air horn. See Figure 30. For clearance dimen-
sion refer to Data and Specifications for particular
carburetor used. To obtain the correct adjustment bend THROTTLE VALVES
the arm or choke trip lever with Tool T109-214.
FAST IDLE AND UNLOADER-V-8 Engine Carburetor
-Back off idle speed adjusting screw. With choke valve
ISA
closed and lip on inner choke shaft lever contacting
lug on outer lever, align index mark with adjusting
screw. To adjust, bend lip on inner choke shaft lever.
See Figure 31. With the fast idle screw on the highest FAST IDLE
part of the fast idle cam, turn the screw in until there is ADJUSTING SCREW
.014 inch clearance between the edge of the throttle 56P200
valve and the carburetor bore on the side opposite the
ports. See Figure 32. Figure 32-Fast Idle Adjustment-V-8 Engine
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3/16 IN GAUGE adjustment is made, retighten lock nut. See Figure 35.
The dash pot unit is serviced only as an assembly.
IDLE SPEED AND MIXTURE-6 Cylinder and V-8 En-
gine Carburetors-Adjust the engine idle speed at about
450 to 500 revolutions per minute with the engine at
normal operating temperature. Turn the idle mixture
adjusting screw (two on V-8 Engine Carburetors) until
(THROTTLE VALVES engine operates smoothly. Adjustment will be some-
IN WIDE OPEN where between 1/2 and P/2 turns open.
POSITION
6. CARBURETOR-STROMBERG
BEND ARM ON
THROTTLE LEVER e**
A two barrel Stromberg carburetor will be used as
TO OBTAIN 3/16" well as the Ball and Ball dual, on V-8 engines.
CHOKE VALVE 56P201
OPENING Five basic systems are incorporated in the carburetor,
namely, a float system, idle system, main metering
Figure 33-Unloader Adjustment-V-8 Engine system, high speed system, and an accelerator pump
system.
FLOAT SYSTEM
Fuel enters the carburetor at the fuel inlet through
HEX NUTS the needle and seat and is maintained at a constant
level by the floats. The vent tube connects the air horn
with the float chamber, thus, a balanced air pressure is
maintained. See Figure 36.
IDLE SYSTEM
With the throttle valves closed, and the engine run-
ning at slow idle speed, fuel from the float chamber is
3
INCH CLEARANCE metered into the idle tubes through an orifice at the
64 64
AT WIDE OPEN base of each idle tube. The air taken in through the idle
THROTTLE
air bleed holes mixes with the fuel as it leaves the top of
L....0Nerili
1 45x2048
the idle tubes. This mixture of air and fuel flows down
Figure 34-Overdrive Kickdown Switch-6 Cylinder the channel where it is mixed with additional air enter-
Engine ing through the secondary idle air bleeds before being
CHOKE VALVE
To make the unloader adjustment bend the arm on WIDE OPEN
the throttle lever to give the choke valve the correct open-
ing with the throttle valves wide open. See Figure 33 ce)
and refer to Data and Specifications.
LOCK
OVERDRIVE KICKDOWN SWITCH-6 Cylinder and
V-8 Engine Carburetors-Open the throttle valve to wide
open position and adjust the hex nuts on the switch to STUD--4-
have 1/64 to %4 inch clearance between the kickdown
lever and switch stem guide. See Figure 34. The kick-
down switch is serviced only as an assembly.
THROTTLE
POWERFLITE DASH POT-6 Cylinder Engine Car- VALVE IN
buretor-The Dash Pot is a device which retards the CLOSED
closing of the throttle when the accelerator pedal is POSITION
suddenly released thus preventing engine stalling. PLUNGER SHOULD (IDLE)
BE ADJUSTED TO
Maximum dash pot action is obtained by loosening the GIVE 3/32 INCH
lock nut and adjusting the unit so that the dash pot INWARD TRAVEL 45x2049
plunger shaft can be moved inwardly approximately
%2 inch, when the throttle valve is tightly closed. After Figure 35-Dash Pot Adjustment-6 Cylinder Engine
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NEEDLE
AUXILIARY VENTURI TUBE
VALVE
SEAT MAIN DISCHARGE J
VENT TUBE IDLE AIR
BLEED
NEEDLE VALVE HIGH SPEED BLEEDER

DLE TUBE
FLOAT
IDLE TUBE
METERING
ORIFICE
SECONDARY
IDLE AIR
BLEED
FUEL
INLET THROTTLE
VALVE
(Closed)
IDLE NEEDLE VALVE
56P195
ID E DISCHARGE HOLES
56P197
MAIN METERING JET
/
THROTTLE VALVE
Figure 36-Float System and First Stage of Idle Figure 38-Main Metering System
DLE AIR VACUUM CHANNEL

LEED
VACUUM PISTON
IDLE TUBE
IDLE TUBE SPRING

METERING
ORIFICE
SECONDARY
IDLE AIR
BLEED
THROTTLE
VALVE
Partially Open) POWER BY-PASS JET
(Open) $,
IDLE NEEDLE VALVE

IDLE DISCHARGE HOLES
56P196 56P198 THROTTLE VALVE
Figure 37-Idle System and Second Stage of Idle Figure 39-High Speed System
discharged at the lower idle discharge holes. The quan- tion. Should vapor bubbles form in the fuel entering the
tity of fuel discharged at holes is controlled by the main discharge system, due to high temperatures, the
adjustable idle mixture screws. See Figure 36. As the vapor bubbles will collect in the outside channels sur-
throttle valves are opened slightly, the mixture of fuel rounding the main discharge jets, rise into the dome
and air is also discharged from the upper idle discharge shaped high speed air bleeders where they are vapor-
holes supplying additional fuel for increased engine ized. See Figure 38.
speed. See Figure 37.
HIGH SPEED SYSTEM
MAIN METERING SYSTEM
The power system is incorporated in the carburetor
The main metering system controls the flow of fuel to provide the richer mixture required for maximum
during the intermediate or part throttle range of opera- power or high speed operation. The extra fuel is supplied
tion. With the throttle valves in the partially open posi- by the vacuum power system which is connected di-
tion, fuel flows from the float chamber through the main rectly to the main metering system. A vacuum controlled
metering jets and into the main discharge jets. Here the piston automatically operates the power by-pass jet in
air bled through the high speed air bleeders into the accordance with the throttle opening. Intake manifold
main discharge tubes is mixed with the fuel. This mixture vacuum is maintained above the vacuum piston through
of air and fuel is then discharged into the air stream a channel which connects the vacuum piston with the
through the auxiliary venturi tubes. The main body and mounting flange of the carburetor. During partial throt-
main discharge jets are designed to prevent percola- tle operations, the vacuum above the piston is sufficient
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to overrule the compression spring and holds the power

piston in its "up" position. When the throttle valve is
opened to a point where manifold vacuum drops to
approximately 5 inches Hg., the compression spring CHOKE ROD
then moves the vacuum piston "down" to the power
by-pass jet and meters additional fuel into the main
metering system. See Figure 39.
DUST SEAL WASHER
ACCELERATOR PUMP SYSTEM
As the throttle valves are opened, the accelerating
pump piston moves down to close the inlet ball check CALIBRATION LOCK NUT
valve and force a metered quantity of extra fuel through MARKS
(1)
the outlet ball check valve and pump discharge nozzle (R)
into the air stream. See Figure 40. THERMOSTATIC INDEX MARK
SPRING AND HOUSING 57P55
When the throttle is closed, the piston is raised against
the compression of the duration spring. When the throt- Figure 42-Cross-over Choke Assembly
tle is opened, the pump lever moves down and permits
the compression spring above the piston to move the
piston down. With the release of the accelerator pedal and the return of the accelerating pump to the release
position, the outlet ball check valve "closes" while the
inlet ball check valve "reopens," thus permitting fuel
PUMP LEVER FLOAT from the float chamber to enter and refill the accelerating
CHAMBER
pump cylinder.
-76 VENT
PUMP ROD
AUTOMATIC CHOKE
PUMP SPRING PUMP
DISCHARGE The Stromberg crossover choke assembly, Figure 42,
NOZZLE used with the Stromberg carburetor, functions in the
OUTLET same manner as the Carter choke control. For operation
PUMP PISTON BALL and service procedure, refer to Section 4. Automatic
CHECK
THROTTLE
Choke-Crossover.
VALVE
INLET BALL DISASSEMBLY OF AIR HORN
CHECK (Open)
Remove the fast idle rod and the pump operating rod.
Remove all air horn attaching screws and carefully lift
56P199 off vertically the air horn assembly. Disengage the
pump plunger rod and remove the pump plunger.
Figure 40-Accelerator Pump System
PUMP PLUNGER,
SPRING AND ROD
BOWL VENT TUBE AIR HORN
CHOKE VALVE END WRENCH
WOOD BLOCK
FAST IDLE LEVER
FAST IDLE ROD
FAST IDLE CAM
MAIN BODY-
WIDE OPEN POWER PISTON
---- KICK LEVER STAKED IN
AIR HORN
IDLE MIXTURE
ADJUSTING
SCREWS (2) FAST IDLE
ADJUSTING
PUMP OPERATING ROD SCREW
/PUMP SEAL WASHER
REPAIR STAND-----'- THROTTLE -= 57P41
57P64 LEVER
Figure 43-Removing Vacuum Piston from Carburetor
Figure 41-Carburetor Assembly Air Horn
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IDLE TUBE
IDLE PASSAGES
POWER BY-PASS JET
DISTRIBUTOR
TUBE
CONNECTION
FITTING
(VACUUM)
owe
57P42 IDLE TUBE 57P46
Figure 44-Removing or Installing Idle Tubes from Figure 46-Removing or Installing Power By-Pass Jet
Main Body
To remove the vacuum power piston, use an open end Remove the power by-pass jet and gasket. See Figure
wrench and wood block as shown in Figure 43. Use care 46. Test plunger action of by-pass jet. Invert the main
as pressure is applied since the assembly is staked body and remove main metering jet plugs. Use Tool
in position. The choke plate and shaft can be removed T-24924 to remove the jets. See Figure 47. Then use Tool
if necessary. Care should be exercised when removing T-24967 to remove the main discharge jets or tubes. The
screws to prevent breaking them off in the shaft. tool has a tapered right hand thread and should be
MAIN BODY DISASSEMBLY screwed into the jet. See Figure 51. The threads formed
by the tool will not damage the jets. The main body is
Remove idle tubes as shown in Figure 44. Invert car- attached to the throttle body by four screws in the bot-
buretor and remove accelerator pump inlet check ball. tom of the throttle body. If separated always use a new
Do not remove the two dome shaped highspeed bleeders gasket.
in the main discharge strut of the main body. Remove
the accelerator pump discharge cluster and invert the THROTTLE BODY
body to chop out the accelerator pump discharge check
ball. See Figure 45. A new throttle shaft can be installed but if clearance
Remove the float inlet needle and seat. Inspect for between shaft and bore is excessive enough to cause
grooving. Use a small screwdriver to pry out the float poor idling, the assembly should be replaced.
fulcrum retaining spring. Cover the float chamber, to To remove the shaft, first remove the lock nut located
prevent spring flying out. Then lift out float. in the choke housing. Then remove throttle valve retain-
CHOKE VENT SCREW

DISCHARGE
TOOL
CLUSTER
GASKET MAIN
METERING
JET
em
57P47
Figure 45-Removing or Installing Accelerator Pump
Discharge Cluster Figure 47-Removing or Installing Main Metering Jets
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COTTERPIN
HAIRPIN CLIP 'CHOKE PISTON LEVER
PIVOT SCREW
CHOKE VALVE
CHOKE SHAFT
WASHER
ROCKER ARM
AIR HORN
CHOKE PISTON
PLUG ,
y
.
SCREW (AIR HORN)
CHOKE LEVER
GASKET NUT
LOCKWASHER
CROSS-OVER
AUTOMATIC .4.-FAST IDLE ROD
CHOKE
VACUUM POWER PISTON
WASHER/
POWER BY-PASS JET
GASKET
ACCELERATOR PUMP CLUSTER SCREW
GASKET
INLET CHECK BALL
DISCHARGE CLUSTER
GASKET
FULCRUM PIN RETAINER -
r
DISCHARGE CHECK BALL
FULCRUM PIN IDLE TUBES
MAIN BODY
FAST IDLE CAM

NEEDLE VALVE, SEAT AND GASKET
PIVOT
PLUGS
HAIRPIN CLIP
MAIN DISCHARGE JETS (TUBES)
GASKET
MAIN METERING JETS
THROTTLE VALVES
GASKETS THROTTLE BODY
IDLE SPEED ADJUSTING SCREW

MAIN JET PLUGS--
SPRING -FAST IDLE SCREW
IDLE MIXTURE
ADJUSTING SCREW
SPRING
THROTTLE BODY SCREWS
PUMP ROD
COTTERPIN
SCREW
THROTTLE SHAFT AND LEVER---"

57P32
Figure 48-Carburetor-Disassembled
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IDLE MIXTURE ADJUSTING SCREWS ing screws. These should be removed with care to pre-
vent screws being broken in the shaft. Mark valves so
that they are installed in their respective bores. See
MN/
Figure 49. When valves are installed make sure that
the small cut in the valve is toward the idle port.
CARBURETOR ASSEMBLY
THROTTLE SHAFT
AND LEVER
Assemble throttle body to main body using a new
gasket. Place main discharge jets on Tool T-24967 and
NOTCHES THROTTLE BODY install into position. See Figure 51.Make sure the open-
ing in end of tube (diagonal cut end) is facing opposite
side of small venturi. Insert main metering jets over
VALVE ATTACHING discharge jets and tighten with Tool T-24924. See Figure
SCREWS (NEW)
THROTTLE 47. Then install gasket and plug. Install power by-pass
VALVES 57P50 jet and gasket.
Figure 49-Removing or Installing Throttle Shaft TESTING ACCELERATOR PUMP
and Valves
Install the accelerator pump inlet check ball (3 /l6 inch
IDLE DISCHARGE PORTS
diameter) in the check ball seat at the bottom of the
pump cylinder. Install the accelerator pump discharge
check ball We inch diameter) in the orifice in the center
SPARK ADVANCE passage of the discharge strut section of the main body.
PORTS
Pour clean gasoline into the carburetor bowl, approxi-
mately 1/2 inch deep. Raise the plunger and press lightly
on the plunger shaft to expel the air from the pump
passage. Using a small, clean brass rod, hold the dis-
charge check ball firmly down on its seat. See Figure 52.
Again raise the plunger and press downward. No fuel
should be emitted from either the intake or discharge
passages. Install the discharge cluster gasket, cluster
and screw. Tighten securely.
DASH MARKS ON THROTTLE VALVES
57P49 IDLE SPEED ADJUSTING SCREW` FLOAT LEVEL
Check the float for leaks or damage. If satisfactory for

50-Ports in Relation to Throttle Valves further service, install in position in the carburetor bowl.
PLUNGER FUEL APPROXIMATELY 1/2 INCH DEEP
DIAGONAL CUT TOWARD SHAFT
OPPOSITE SIDE S
OF SMALL VENTURI
BRASS ROD
NO FUEL TO
BE EMITTED
HERE (PUMP
DISCHARGE
TOOL PASSAGE)
MAIN DISCHARGE JET NO FUEL TO BE

(OR TUBE) EMITTED HERE
(PUMP INTAKE
PASSAGE) 57P54
57P51
Figure 52-Testing Accelerator Pump Intake and
Figure 51- Installing or Removing Main Discharge Jets Discharge Check Balls
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FAST IDLE ROD

(BEND AS
REQUIRED)
FAST IDLE STOP

ADJUSTING SCREW
FAST IDLE IDLE SPEED

712 INCH
CAM ADJUSTING SCREW
THROTTLE LEVER TANG

FLOAT LIP HELD AGAINST FUEL INLET NEEDLE 57P31 57P56
Figure 53-Checking Float Setting Figure 55-Fast Idle Adjustment
Assemble the fuel inlet needle valve, seat and gasket, plunger to be sure no binding exists. If the piston sticks
then insert in position in the main body. Tighten secure- or binds enough to hinder smooth operation, install a
ly. (If the needle is ridged or badly worn, install a new new piston assembly. Slide a new air horn gasket over
needle valve and seat assembly.) Install the float ful- accelerator pump plunger, and down against air horn.
crum pin retaining spring in position and force under lip Lower air horn straight down on main body, with the
of boss to keep fulcrum pin in position. accelerator pump plunger sliding into its well. (Be sure
the leather on the pump does not curl or fold back.) In-
Using a "T" scale or Tool T-25569, check the float set-
stall air horn retaining screws and lockwashers, then
ting, as shown in Figure 53. The top of float must be
tighten screws and lockwashers, then tighten securely.
% 2 inch from the top of main body (gasket removed)
Work the accelerator pump plunger several times, to be
with the gauge at the center of float and the float lip held
firmly against the fuel inlet needle. To change the float
sure it operates freely.
setting, bend the float lip toward the needle to lower,
and away from needle to raise the float. See Figure 54. FAST IDLE AND CAM POSITION ADJUSTMENT
Turn the idle speed adjustment screw out far enough

MAIN BODY ASSEMBLY
to clear the throttle lever tang when the throttle valves
Install the idle tubes in the main body. These tubes are closed. Hold the valves closed and turn out the fast
are interchangeable. Install the vacuum power piston idle adjustment screw until the fast idle cam can be
and plunger in the air horn. Lock in position by prick positioned. From the point of initial contact with the step
punching on the retaining rim. Compress the piston of the cam, turn screw in 5' /z or 71/2 turns. See Data and
CHOKE VALVE
NO. 19 DRILL
FLOAT
BEND TANG OF THROTTLE LEVER

=I I If 1111 ICY r L.0 --FLOAT LIP THROTTLE LEVER (IN WIDE OPEN
(AS REQUIRED) POSITION)
57P48
57P58
Figure 54-Bending Float Lip to Obtain Correct Setting Figure 56-Unloader Adjustment
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1THROTTLE LEVER TANG Specifications. With the fast idle cam held in position,
(BEND AS REQUIRED) close the choke valve and insert the correct size drill
between the choke valve and the wall of the air horn.
See Data and Specifications. Bend the fast idle rod as
required. See Figure 55.
UNLOADER ADJUSTMENT
Apply a light closing pressure to the choke valve and
open throttle valves to the wide open position. The choke
TOOL valve should open just enough so that the correct size
drill can be inserted between the choke valve and wall
of the carburetor as shown in Figure 56. See Data and
Specifications. If necessary bend the tang of the throttle
lever to obtain correct adjustment as shown in Figure 57.
57P59
VACUUM KICK ADJUSTMENT
Figure 57-Bending Tang on Throttle Lever Bend a suitable length of .040 in. diameter wire as
shown in Figure 58. Place the end in the slot at the
bottom of the piston cylinder bore and apply a light
closing pressure on the choke valve. It should be possi-
DRILL f CHOKE VALVE ble to insert the correct size drill between the choke valve
WIRE GAUGE (.040") and wall of the carburetor. See Data and Specifications.
See Figure 58. Bend the piston lever ear if necessary.
VACUUM PISTON
ACCELERATOR PUMP SETTING
Hold carburetor in vertical position and operate pump
to permit the check ball to take its normal position on
the seat. With the choke held open and the pump rod
in the center hold of the throttle lever. Measure pump
travel as throttle valves are moved from the fully closed
to the fully open position. Bend pump rod as required.
See Figure 59 and refer to Data and Specifications for
correct adjustment.
PISTON LEVER EAR
(BEND AS REQUIRED) 57P60
7. CARBURETOR-FOUR BARREL
Figure 58-Vacuum Kick Adjustment The four barrel carburetor supplied as special equip-
ment on V-8 engines is essentially two dual carburetors
combined. The primary side of the carburetor contains
9/32 TO 5/16 INCH the metering rods, accelerator pump and integral auto-
matic choke system. The secondary side contains the
velocity valves which allow the secondary side to supply
T fuel only under certain operating conditions, thus pre-
venting waste of fuel. See Figure 60 and 61.
ROD IN CENTER
HOLE OF LEVER The carburetor contains two float circuits, two low
speed circuits, two high speed circuits, one accelerator
pump circuit.
THROTTLE LEVER
(CLOSED
POSITION) HIGH SPEED SYSTEM
The high speed system provides fuel through the
carburetor for part or full throttle operation.
Primary Side-The metering rods are controlled me-
57P61
chanically by throttle linkage and also by the vacuum
piston and provide the proper amount of fuel according
Figure 59-Accelerator Pump Adjustment to the demand.
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CHOKE VALVE / BOWL VENT CAP CHOKE CONNECTOR ROD
BOWL VENT CAP
IDENTIFICATION TAG
AIR HORN DO NOT LOSE
-- MAIN BODY OR REMOVE
CHOKE HOUSING THROTTLE LEVER
IDLE MIXTURE THROTTLE CONNECTOR

ADJUSTING SCREW VELOCITY VALVE
ROD
LOCKOUT
SECONDARY THROTTLE
RETURN SPRING
ROTTER BODY
VELOCITY VALVE
COUNTERWEIGHT
SECONDARY REPAIR STAND
THROTTLE SHAFT
SECONDARY THROTTLE
OPERATING ROD
PRIMARY THROTTLE SHAFT

THROTTLE LEVER --to-
CROSSOVER CHOKE CONTROL UNIT
FAST IDLE CAM
FAST IDLE
57x282 57x283 ADJUSTING SCREW IDLE SPEED ADJUSTING SCREW
Figure 60-Four Barrel Carburetor with Figure 61-Four Barrel Carburetor with
Cross-over Type Choke Cross-over Type Choke

FOUR BARREL CARBURETOR
P-31 P-31 P-31 and LP-2

Model
POWER-PAK "FURY" "FURY"
Type Downdraft, Four Barrel

2631 (Front) 2761 (Front)
Model Number 2530S
0 2632 (Rear) 2762 (Rear)
Cross-over Typc Automatic Integral-Automatic
Choke Control
Set at Center Index Mark Set 1 mark lean
Top of pump plunger arm parallel to dust cover
Accelerator Pump Adjustment
boss.
Lift part of metering rod arm should just contact
Metering Rod Adjustment vacuumeter link when primary valves are fully
closed and metering rods are bottomed.
Choke Rod .020 in. .018 in.
Velocity Valves 27/64 in. ± 1/64 in. ___ _
Choke Unloader 11/64 in.
iii,
0 Fast Idle .010 in. .018 in.

4 Bend the tang on fast idle cam With choke valve closed Lock-out
o Velocity Valve Lockout to permit velocity valves to open on auxiliary throttle shaft should
'a' slightly before choke valves are freely engage in notch of lock-out
fully open. arm.
Idle Mixture
Idle Speed
'/2 to 11/2 turns open
450-500 R.P.M.
3/4 to 13/4 turns open
650 R.P.M.
--
Primary Floats 7/32 in.
Secondary Floats %2 in- llA2 in.
Float Drop 2%2 in. (Primary) 2%2 in. (Primary)

2%2 in. (Secondary) 27/32 in. (Secondary)
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FLOAT SYSTEMS
ACCELERATOR PUMP PLUNGER
FULCRUM PIN The float systems maintain an adequate supply of
PRIMARY FLOAT
fuel at the proper level for use by the fuel systems. The
(`- primary and secondary bowls are separated by a par-
e tition. A passage in the side of the bowl connects the
two bowl chambers which balances air pressure in the
float bowl.
DISASSEMBLY OF CARBURETOR
GASKET
Refer to Figure 60, 61, and 78 before disassembly of
carburetor. Remove the choke connector rod and throttle
operating rod. Remove metering rod dust cover and
SECONDARY FLOAT carefully unhook the metering rods from the vacuumeter
link. Then lift out rods. Take out all air horn to main body
screws and carefully lift off the air horn assembly to
57x288
prevent damage to the floats.
FULCRUM PIN
Figure 62-Removing or Installing Primary and
Secondary Floats IMPORTANT
When the carburetor is disassembled for service,
Secondary Side-Fuel at high speed is metered in the it is important that parts from the primary side be
secondary side by main metering jets when the velocity separated from those of the secondary side.
valves open. The velocity valves, controlled by the
choke and speed of air through the carburetor, are
locked in the closed position until the choke is almost Air Horn-Remove both float assemblies from air
fully opened. When the choke valve is fully open and horn. Float pivot pins can be pushed out with a small
the throttle is opened for more power or speed, the air drill. See Figure 62. Remove vacuum piston by rotating
through the carburetor opens the velocity valves and 90 degrees in either direction and slide out vacuum pis-
additional fuel is provided through the secondary ton link. Discard the air horn gasket. Remove both needle
nozzles to the engine for high speed operation. valve assemblies from the air horn. Remove the fuel
Anti-Percolation-The nozzle passage is vented by inlet plug, gasket, and screen. Loosen metering arm
calibrated plugs or bushings to prevent fuel being forced lock screw and accelerator pump arm lock screw. Slide
from the discharge nozzles because of heat build up in out shaft.
the carburetor. These are not to be removed. Automatic Choke-Remove retainer, and baffle plate.
LOW SPEED SYSTEM
To service the piston it will be necessary to remove the
choke valve and choke lever clamp. Screws attaching
Fuel for idle or port throttle operation is metered choke valve are staked and care must be exercised
through the low speed system located in the primary when removing to prevent breaking them in shaft.
side. The low speed jets meter the required amount of
fuel during engine idle operation. Turning the idle mix- Rotate shaft until piston is out of cylinder and slide
ture adjusting screws in reduces the air-fuel mixture assembly out. See Figure 63. Remove the three choke
delivered by the low speed system. No idle mixture
adjusting screws are used in the secondary side of the CHOKE PISTON LEVER
carburetor as its operation is blocked off by the closed
velocity valves.
ACCELERATOR PUMP SYSTEM
The accelerator pump system is contained only in the
primary side of the carburetor. During high speed
engine operation, a vacuum exists at the discharge
cluster tubes. To prevent fuel being drawn from the
tubes, the passage is vented to the float bowl chamber. CHOKE SHAFT
A discharge check needle is used below the discharge 57x296
cluster tubes which prevents air being drawn into the
pump system when the pump plunger is raised. Figure 63-Removing or Installing Choke Piston
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Throttle Body-Remove the throttle operating rod. See

CHOKE HOUSING Figure 67. Remove screw holding throttle shaft washer,
throttle shaft dog. Then slide off washer, dog and lever.
Remove screw attaching fast idle cam assembly to
throttle body boss, and lift off cam assembly, cam trip
lever and screw as shown in Figure 68. Note position of
cam spring tangs on the trip lever.
It is not advisable to remove the throttle shafts or
valves unless absolutely necessary. The position of
N GASKET each throttle valve in relation to the idle ports is very
important to proper engine operation. If wear in the
ATTACHING SCREWS
54x478 throttle body is excessive it is advisable to install a new
Figure 64-Removing or Installing Choke Piston
IDLE JETS (SECONDARY) '
Housing
IDLE JETS
(PRIMARY)
housing to air horn screws and remove the housing. See
Figure 64. Discard gasket.
Main Body-Remove discharge cluster as shown in
Figure 65. Invert main body and remove the pump dis-
charge check needle. Remove main metering jets pri- TOOL
mary side, as shown in Figure 66. Then remove the 0
secondary side main metering jets. Primary main meter-
ing jets are not interchangeable with secondary jets.
Remove the idle jets, primary side, as shown in Figure
66. Then take out the secondary idle jets on secondary
side. Primary idle jets are not interchangeable with
MAIN JETS
secondary idle jets. Invert carburetor and remove the (PRIMARY)
four throttle body to main body screws which are lo-
cated in the bottom of the throttle body. Discard the
gasket.
MAIN JETS
(SECONDARY) fir 54x481
Figure 66-Removing or Installing Main Metering Jets
DISCHARGE
CLUSTER SECONDARY
GASKET
THROTTLE /-
SHAFT
PRIMARY
40 LEVER
OPERATING
ta. LEVER
THROTTLE OPERATING ROD
HAIRPIN CLIP 54x521

54x480
Figure 65-Removing or Installing Accelerator Pump Figure 67-Removing or Installing Throttle Operating
Discharge Cluster Rod
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slide the fast idle cam trip lever over the shoulder on
screw, guiding the tang between the fast idle spring and
cam. Install pivot screw and tighten. Make sure all parts
operate freely.
CLEANING CARBURETOR PARTS

See page 372
Slide the primary operating lever on primary shaft

df with tangs facing away from body. Then install throttle
shaft dog. Offset part of dog should be facing up, with
long ear pointing away from throttle shaft as shown
in Figure 70. Install the washer and screw and tighten
FAST IDLE CAM securely. Install the throttle shaft connector rod.
FAST IDLE CAM SCREW
Place a new throttle body to main body gasket in
54x523
position on the main body. Line up throttle body on main
Figure 68-Removing or Installing Fast Idle Cam
Assembly 41)), PRIMARY OPERATING LEVER
LONG EAR
throttle body assembly. When a new shaft is installed,
OF THROTTLE
mark the throttle valve position in the bore before re-
SHAFT DOG
moving them from the old shaft. Each valve should be
installed in its respective bore. Use care when removing
the valve attaching screws to prevent breaking them in
the shaft. Remove both idle mixture adjusting screws
and springs from the throttle body.
INSPECTION AND REASSEMBLY OF CARBURETOR
Throttle Body-Inspect the idle adjustment screws for
grooves or irregular seating at the taper of the needle
and replace if required. Install the screws and springs.
'114
Do not use a screwdriver. Turn them in by hand and seat
lightly. Then back off one full turn for an approximate 1 WIDER
adjustment. Refer to Figure 69.
54x530 SCREW -4,1T.'t' 4- WASHER
Slide the fast idle cam screw through fast idle cam
with threaded shank on spring side. See Figure 80. Then Figure 70-Installing Primary Operating Lever and
Throttle Shaft Dog
ACCELERATOR PUMP
DISCHARGE CHECK -
NEEDLE
*0
IDLE MIXTURE
57P386
ADJUSTING SCREWS
AND SPRINGS 54x515 Figure 71-Installing Accelerator Pump Discharge
Figure 69-Idle Mixture Adjustment Screws Check Needle
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body and install the four attaching screws and tighten 11 ACCELERATOR
securely. PUMP SHAFT
Testing Accelerator Pump System-Install the dis-

charge needle valve and pump plunger in main body.
See Figure 71. Pour a small amount of gasoline into the
primary side of the float chamber in main body. Work
plunger slowly up and down to expel all air from the
pump passage. Hold the discharge needle valve down 4.4
with a suitable rod and apply pressure at the plunger. ACCELERATOR
If leakage is evident at either the needle valve or the BOWL VENT CAP ARM PUMP ARM
inlet ball check, clean the passage again and repeat VACUUMETER
METERING
test. If leakage still occurs replace the needle valve or PISTON LINK
ROD ARM
inlet check ball as required.
57P425
SCREW AND LOCKWASHER
Main Body-Install the primary and secondary idle
jets and tighten securely. Install the primary and second- Figure 73-Installing Accelerator Pump Arm
ary main metering jets. See Figure 66. Tighten securely.
Install the vacuumeter piston spring in the piston METERING ROD ARM ACCELERATOR PUMP
cylinder. ARM
Air Horn-Assemble choke housing to air horn using

a new gasket. Tighten screws securely. Assemble the
choke piston to the choke link. Slide choke shaft and
piston assembly into air horn. See Figure 63. Position
the choke valve on the choke shaft and partially install
new screws. Hold valve in closed position and tap gently
to center the valve. Tighten screws securely. Stake
screws to lock them in place. Rotate choke shaft to make
sure it works freely. Do not lubricate choke parts.
Install the baffle plate and gasket, thermostatic coil VENT CAP ARM AND SCREW
housing and retainer ring. Install retaining screws.
Position the index mark of the coil housing to match the 57P388
center index mark of the choke housing. Do not tighten

retaining screws excessively. Figure 74-Installing Metering Rod Arm
PRIMARY NEEDLE VALVE If original primary and secondary needle valve

b.
SEAT AND GASKET
assemblies are in good condition, install them in their
respective positions using new gaskets. See Figure 72.
Assemble the float assemblies to the air horn and make
float level and float drop adjustment.
Install accelerator pump shaft, pump arm, spacer and

metering rod arm. See Figures 73 and 74. Make sure lift
part of metering arm lines up with the center of the
vacuumeter link slot. Install the vacuumeter link with
the tang at the upper port of the slot pointing toward
the carburetor. Then connect vacuumeter piston to link.
A
Install the fuel inlet filter screen and plug using a new
gasket.
SECONDARY NEEDLE VALVE
SEAT AND GASKET
Float Level Adjustment-Position gauge in position as
57x290 shown in Figure 75. Refer to Data and Specifications for
float setting. Both floats should just clear horizontal part
Figure 72-Installing Needle Valve, Seat and Gasket of gauge. Bend float arm to obtain correct adjustment.
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FLOAT GAUGE the loop ends of the vacuumeter link spring and care-
PRIMARY FLOATS fully install the metering rods. Use extra care so as not
to bend the metering rods. Work the vacuumeter link
up and down slowly to make sure rods operate freely.
Attach choke connector rod and throttle operating rod.
Make the adjustments after carburetor has been com-
pletely assembled.
CARBURETOR ADJUSTMENTS
Accelerator Pump Adjustments-Install pump con-

nector link in center hole (medium stroke) of pump arm,
1
with ends extending toward countershaft arm. Back out
throttle lever set screw until throttle valves seat in bores
FLOATS SHOULD JUST TOUCH of carburetor.Hold straight edge across top of dust cover
57P387
GAUGE AT THESE POINTS boss at pump arm. The flat on top of pump arm should
Figure 75-Checking Primary Float Level
PUMP ARM
CONNECTOR
LINK IN
CENTER HOLE 3.`t7'
23
-32 INCH
32 INCH
SECONDARY PRIMARY PLUNGER SHAFT

FLOATS FLOATS
4-- HAIRPIN CLIP
57P382 57x291
Figure 76-Checking Float Drop

Figure 77-Installing Pump Connector Link
Floats should just barely touch the vertical part of gauge.
FLAT ON PUMP ARM
They can be bent inward for correct adjustment. Adjust PARALLEL WITH EDGE
the secondary float in same manner. OF STRAIGHT EDGE
Float Drop Adjustment-After performing the float

lever adjustment, invert air horn assembly and note
distance that floats drop. Refer to Data and Specifica-
tions for the correct settings for a particular carburetor.
See Figure 76. Bend the tang that contacts the needle
valve seat to obtain the correct adjustment.
After adjustments are made, remove the floats care-
fully and install a new air horn gasket. Then reinstall THROTTLE VALVES
floats. Assemble spring, cap, and pump plunger and IN CLOSED POSITION
install in air horn and engage the pump connector link.
Secure with hairpin clip. See Figure 77.
Carefully lower air horn assembly into main body. 57x300
Be sure pump plunger enters the pump cylinder evenly.
Install attaching screws and tighten securely. Engage Figure 78-Checking Accelerator Pump Adjustment
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DUST COVER
DUST COVER GASKET

METERING ROD ARM SPACER
METERING ROD ARM CHOKE VALVE
FUEL INLET
PASSAGE PLUG - _ _V HAIRPIN CLIP
FUEL INLET, PLUG ACCELERATOR PUMP ARM
CONNECTOR GASKET
PUMP CONNECTOR LINK
FUEL INLET SCREEN
METERING ROD SPRING
METERING VACUUMETER PISTON LINK
ROD METERING ROD
COVER
SPRING BRACKET
ARM
AIR HORN
CHOKE PISTON
CHOKE SHAFT CHOKE SHAFT LEVER
CHOKE HOUSING CHOKE SHAFT LEVER SCREW NUT
CHOKE HOUSING GASKET AIR HORN GASKET
ACCELERATOR PUMP ACCELERATOR PUMP SHAFT
SPRING RETAINER VACUUMETER PISTON
ACCELERATOR PUMP SPRING

jam VACUUMETER PISTON SPRING
FUEL INLET NEEDLE VALVE
FUEL INLET NEEDLE VALVE SEAT ............../r ' AND SEAT ASSEMBLY
FUEL INLET NEEDLE VALVE ...---
I WI FUEL INLET NEEDLE VALVE
ACCELERATOR PUMP 4,4. FLOAT FULCRUM PIN
*At
SECONDARY FLOAT
PRIMARY FLOAT
FLOAT FULCRUM PIN PUMP JET HOUSING SCREW
*so PUMP JET HOUSING
PUMP DISCHARGE NEEDLE PUMP JET HOUSING GASKET
SECONDARY MAIN JETS
SECONDARY IDLE JETS
PRIMARY IDLE JETS
BALL CHECK RETAINER
PRIMARY MAIN JETS
CARBURETOR MAIN BODY
ACCELERATOR PUMP PASSAGE PLUG
MAIN BODY GASKET
SECONDARY THROTTLE SHAFT VELOCITY VALVES
SECONDARY THROTTLE LEVER SPRING

SECONDARY THROTTLE VALVES
THROTTLE OPERATING ROD PRIMARY THROTTLE VALVES
DOG AND ARM RETAINER SCREW CHOKE CONNECTOR ROD

THROTTLE SHAFT SPACER WASHER HAIRPIN CLIP
THROTTLE SHAFT DOG VELOCITY VALVE SHAFT
THROTTLE SHAFT ARM FAST IDLE CAM SCREW
HAIRPIN CLIP
IDLE MIXTURE NEEDLE SPRING
IDLE MIXTURE NEEDLES THROTTLE
IDLE MIXTURE NEEDLE SPRING CONNECTOR ROD
THROTTLE BODY THROTTLE SHAFT

AND LEVER
ADJUSTING SCREW SPRING

IDLE SPEED SCREW
CAM TRIP LEVER
FAST IDLE CAM SPRING
FAST IDLE CAM
THROTTLE CONNECTOR ROD CLIP

57P374
Figure 79-Four Barrel Carburetor Disassembled
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the idle ports. Refer to Data and Specifications for correct

size wire gauge. Hold choke in fully closed position and
adjust the fast idle screw in until it is resting on the high
0
step of the fast idle cam and a slight drag can be felt on
the tool as it is withdrawn from the bore. See Figure 83.
Choke Unloader Adjustment - Hold the primary
throttle valves in the wide open position and insert drill
between the upper edge of choke valve and inner divid-
ing wall of air horn. Refer to Data and Specification for
correct size. See Figure 84. Apply light finger pressure to
TOOL ti
the upper part of the choke valve. A slight drag should

be felt on the gauge as it is withdrawn. If too little or
57x301 1'
Figure 80-Bending Throttle Connector Link

CHOKE VALVE
HELD CLOSED
Allhoismalg METERING RODS BOTTOMED
THROTTLE VALVES
SEATED (CLOSED)
FAST IDLE
CAM TANG
57P389 .020 INCH WIRE GAUGE
Figure 8I-Metering Rod Adjustment 54x492

Figure 82 hoke Rod Adjustment
be parallel to straight edge. See Figure 78. Adjust by
bending throttle connector rod at upper angle. (Use Tool FAST IDLE SCREW ON
T109-213.) HIGH STEP OF CAM
Metering Rod Adjustment-Loosen metering rod arm .010 INCH

just enough to provide a slight drag on the shaft. Lift WIRE GAUGE
lever slightly. With the primary throttle valves seated
in the bores, depress the vacuumeter link until the me-
tering rods bottom. See Figure 81. Hold lift part of me-
tering rod arm in contact with vacuumeter link and
tighten the set screw securely.
Choke Rod Adjustment - Loosen the choke lever
clamp screw. Insert a .020 inch wire gauge Tool T-109-29
between the tang on the fast idle cam and the boss on
the throttle body casting. Hold gauge in place by pres-
sure applied to choke lever clamp and tighten screw.
See Figure 82.
Fast Idle Adjustment-Insert a wire gauge between 54x494A
the primary throttle valves and side of bore opposite Figure 83-Fast Idle Adjustment
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Secondary Throttle Lever Adjustment-The stop lug

11/64 INCH GAUGE CHOKE on both primary and secondary throttle levers should
VALVE contact boss on flange at the same time. To adjust bend
secondary throttle operating rod at angle (use bending
Tool T109-213).
Velocity Valve Lock-Out Adjustment-This adjust-
ment must be made after the fast idle adjustment. When
the choke valve is completely closed, the hook end of
the lockout arm should make maximum contact of the
velocity lever locking step. Open the choke valve. The
0 I Ihe
27/64 INCH SECONDARY OPERATING ROD
GAUGE - DISCONNECTED
THROTTLE
VALVES HELD IN
WIDE OPEN
POSITION
411111/1" 54x532
Figure 84-Checking Choke Unloader Adjustment
TANG
VELOCITY VALVE 4,, RESTING
AGAINST
STOP
57x303
Figure 86-Velocity Valve Adjustment
CHOKE VALVE
CLOSED
/ -
' TOOL
UNLOADER TANG 57x305
Figure 85-Bending Unloader Tang
too great a drag is noted, bend the unloader tang on
the throttle lever as shown in Figure 85 to obtain the
correct adjustment.
Velocity Valve Adjustment-Disconnect secondary
throttle operating rod from the primary throttle lever.
Insert gauge in throttle bore between the lower edge of
the velocity valve and the bore as shown in Figure 86.
The tang of the throttle lever should just touch its stop
on the throttle body. To adjust position, bend the tang
on the lever to obtain the adjustment required between MAXIMUM
the lower end of the velocity valve and throttle bore. (4 CONTACT 57x306
Refer to Data and Specifications for correct setting. Re-
connect secondary throttle operating rod. Figure 87-Checking Velocity Valve Lockout Adjustment
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velocity valves should become unlocked a few degrees at angle (Use bending tool T109-213). With primary and
before the choke reaches the wide open position. Adjust throttle valves in the closed position a clearance of .017-
by bending the velocity valve lockout arm. See Figure .022 in. must be between the positive closing shoes on
87. primary and secondary throttle levers, See Figure 89.
This adjustment is made by bending shoe on primary
Bowl Vapor Vent Adjustment-Make the bowl vent lever.
adjustment after completing the accelerator pump and
metering rod adjustments. Install the dust cover gasket Interconnecting Rod-Dual Four Barrel-The elon-
and dust cover. Back out the throttle adjusting screw gated slot of the inter connecting rod is connected to the
and completely close the throttle in their bores. When lower hole of the throttle lever on the front carburetor.
throttle valves are seated the vent should lift approxi- The end with locknut is connected at the upper hole of the
mately 1/ 6 inch. If adjustment is necessary, remove dust throttle lever on rear carburetor, Figure 88. To adjust,
cover and bend vent arm. loosen locknut on connecting rod, hold throttle in the
wide open position on rear carburetor and adjust rod
Idle Speed and Idle Mixture Adjustments-Idle speed until throttle on front carburetor is also in the wide open
and idle mixture adjustments must be made after the position.
engine has reached operating temperature and choke
is off the fast idle cam. Adjust engine speed between Idle Adjustment-Dual Four Barrel-Bottom the idle
450-500 R.P.M. at the idle speed adjusting screw. Then by-pass air screws on both front and rear carburetors.
proceed to adjust the idle mixture screws to obtain a Adjust engine idle speed at 600-650 rpm (in neutral) by
smooth idling engine. Changing the idle mixture may screwing in idle speed screw on front carburetor only.
change the idle speed.
For best idle mixtures back-off all four idle mixture
Secondary Throttle Lever Adjustments-Dual Four screws one complete turn. Smooth idle can then be
Barrel-The primary and secondary throttle valves obtained by further adjustment of idle mixture screws
should reach the extreme wide open position at the same on the front carburetor only. Small adjustment of mix-
time. Adjustment to synchronize the opening of the ture screws on rear carburetor may in some cases be-
throttle valves is made by bending throttle operating rod come necessary.
41111 FRONT OF ENGINE
FRONT CARBURETOR REAR CARBURETOR
CHOKE CONNECTOR
ROD
ACCELERATOR UNLOADER
PUMP ROD IDENTIFICATION TAG TANG
IDLE SPEED SCREW

(NO ADJUSTMENT) IDLE BY-PASS
AIR SCREW
THROTTLE LEVER THROTTLE LEVER
IDLE BY-PASS
AIR SCREW FAST IDLE TANG VELOCITY VALVE
IDLE SPEED SCREW LOCKOUT TANG
FAST IDLE CAM
INTER CONNECTING ROD 57P451
Figure 88-Dual Four Barrel Carburetors-Left Side (WCFB Models)
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VENT TUBES FRONT OF ENGINE
FRONT CARBURETOR
REAR CARBURETOR
INTER CONNECTING ROD
....404100001411044
H., UP 1
IDLE MIXTURE ADJUSTING SCREWS

..N PRIMARY LEVER SHOE
VELOCITY VALVE CHOKE
COUNTERWEIGHT SECONDARY LEVER SHOE
SECONDARY THROTTLE OPERATING ROD

57P454
Figure 89-Dual Four Barrel Carburetors-Right Side (WCFB Models)
8. CARBURETOR-FOUR BARREL- Remove the primary and secondary venturi assem-

AFB CARTER blies. Refer to Figure 93. The primary venturies are not
interchangeable with each other nor are the secondary
DISASSEMBLY venturies interchangeable with each other. Due to con-
structural differences each venturi must be replaced
Before disassembly of carburetor for servicing, refer in its original position.
to Figure 90 and 91. Disconnect connector rods, remove
air horn attaching screws and carefully lift off air horn Clear out all passages with a suitable solvent and
assembly to prevent possible damage to the vent tubes, dry with compressed air. Do not use wires to clear out
main metering rods or floats. the vent tubes or mixture tubes.
Air Horn-Remove the step-up rods, pistons and
springs. Remove float assemblies and inlet needle and
seat assemblies. If the inlet needle shows evidence of CHOKE VALVE
AIR HORN.
\
STEP-UP PISTON AND
grooving, replace assembly. Place accelerator pump CHOKE CONNECTOR ROD
ROD COVER PLATE ID
PUMP CONNEI-TOR LINK
plunger in gasoline to prevent drying out. FUEL INLET FITTING
AND SCREEN \L. FAST IDLE CONNECTOR ROD
INDEX MARK
RETAINER PUMP ARM
IMPORTANT FAST IDLE CAM

THERMOSTATIC
COIL HOUSING
When the carburetor is disassembled for service,
it is important that parts from the primary side be MAIN AND THROTTLE -
separated from those of the secondary side. BODY CASTING
AIR ADJUSTMENT SCREW

IDLE SPEED ,
THROT LIE
IDLE MIXTURE ADJUSTING SCREWS CONNECTOR
'111/ ROD
FAST IDLE
ADJUSTING SCREW
Main Body-Remove the accelerator pump jet housing REPAIR STAND
58P23
and invert carburetor to remove discharge check
needle. Remove primary and secondary main meter-
ing jets. Refer to Figure 92. Primary jets are not inter- Figure 90-Carburetor Assembly-Front View
changeable with secondary jets. 2653 Shown-Typical of AFB Models
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AFB FOUR BARREL CARBURETORS
LP-2 LP-2
Model
SUPER-PAK GOLDEN COMMANDO
o Type Downdraft, Four Barrel

2744S (Std.) 2652S (Front)
Model Number
2641S (Auto.) 2653S (Rear)
0 Choke Control Cross Over Type Integral
7/1 6 in. from top of the bowl cover to the top of plunger shaft rod
Accelerator Pump Adjustment
in center hole of pump arm.
Fast Idle Throttle Valve
.012 in. .012 in. (2653S only)
Clearance
Choke Unloader 1/4 in. 1/4 in. (2653S only)
When lower edge of primary valve is % in. from bore (oppo-
o
0 Secondary Throttle Lever site idle port) secondary valves begin to open.
Adjustment .010-.030 in. between closing shoes when primary and second-
-a ary valves are closed.
K4
o Idle Mixture 1/4 -11/2 turns open

Idle Speed 450-500 R.P.M.
Carburetor Float Setting Carburetor Float Setting
U
2641S 21-179S 7/32 in. 2652S 21-179S %2 in.
Float Level Setting 2641S 21-188S 5/l6 in. 2652S 21-188S % in.
2744S 21-179S 7/32 in. 2653S 21-179S 7/32 in.
2744S 21-188S 1/4 in. 2653S 21-188S 5/16 in.
Float Drop 2%2 2%4 Zn.
Fast Idle on Car 1400 R.P.M. 1450 R.P.M. (2653S only)
PRIMARY VENTURI (PUMP SIDE)

STEP-UP PISTON AND ROD COVER PLATES
FUEL PRIMARY VENTURI
AIR HORN CHOKE SHAFT LEVER BOWL (CHOKE SIDE)
CHOKE CONNECTOR ROD
Kr", BAFFLE,
CHOKE SHAFT LEVER
PISTON HOUSING)
PRIMARY JET
CHOKE PISTON HOUSING
CAP
`-)
MAIN AND
THROTTLE
BODY CASTING HEAT
TUBE
STRAP
PRIMARY THROTTLE
CARBURETOR
MODEL NUMBER
SHAFT ARM [INNER) FUEL BOWL
AND DATE STAMPED PRIMARY THROTTLE SHAFT DOG SECONDARY BAFFLE
ON BOSS PRIMARY THROTTLE SHAFT ARM (OUTER) VENTURI
THROTTLE OPERATING ROD
SECONDARY THROTTLE OPERATING LEVER (PUMP SIDE) 14;:,
SECONDARY JET
SECONDARY THROTTLE RETURN SPRING
58P22
SECONDARY VENTURI (CHOKE SIDE) 58P92
Figure 91-Carburetor Assembly-Rear View Figure 92-Removing or Installing Main Metering Jets
2653$ Shown-Typical of AFB Models
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Invert the main and throttle body casting, then re- PRIMARY VENTURI
move the accelerator pump intake check ball plug. (PUMP SIDE)
Using screw driver bit, Tool T109-59, remove the check
ball seat, as shown in Figure 94. Again invert the body
casting and drop out the intake check ball. Remove GASKET-,
the two idle mixture adjusting screws and springs. PRIMARY VENTURI
If working on the rear carburetor of a dual four bar- (CHOKE SIDE)
rel installation, remove the screws that attach the ther-
mostatic coil spring housing retainer, cap, gasket,
housing, gasket and baffle plate from the choke hous-
ing. Remove the screws that attach the choke piston
housing to the main body casting. Remove choke pis-
ton housing and discard the vacuum passage gasket.
Remove the choke piston arm attaching screw and
washer, then slide the choke piston out of its cylinder. 57x796
It is not advisable to remove the throttle shafts or Figure 93-Removing or Installing Venturi
valves unless absolutely necessary. The position of
each throttle valve in relation to the idle ports is very
important to proper engine operation. Refer to Figure SCREW
95. If wear in the throttle body is excessive it is ad- DRIVER BIT
visable to install a new throttle body assembly. When BALL SEAT
a new shaft is installed, mark the throttle valve posi- ql
tion in the bore before removing them from the old r
shaft. Each valve should be installed in its respective
bore. Use care when removing the valve attaching
screws to prevent breaking them in the shaft.
CLEANING CARBURETOR PARTS

(See page 372)
REASSEMBLY OF CARBURETOR
Main Body-Install the two idle mixture adjusting 58P24 -0-SCREW PLUG
screws and springs in the throttle body portion of the
casting. The tapered portion must be straight and Figure 94-Removing Intake Check Ball Seat
smooth. If the tapered portion is grooved or ridged, a
new idle mixture adjusting screw should be installed
to insure correct idle mixture control. The adjustment
IDLE DISCHARGE PORTS ACCELERATOR PUMP
should be made with the fingers. Turn the idle mixture
PRIMARY THROTTLE INTAKE PASSAGE
adjusting screws lightly against their seats, then back VALVES --
off one full turn for an approximate adjustment.
77,7./1111111110,
If working on the rear carburetor of a dual four bar-
rel installation, position the choke shaft lever (piston
housing) so that it is pointing toward the piston cylin- 10-
der, as shown in Figure 96. Slide the choke piston into
the cylinder, and at the same time position the piston
arm over the flats on the shaft. Install retaining washer
and screw. Snug down, but do not tighten. This is to
be adjusted during the choke piston lever adjustment.
Slide a new vacuum passage gasket into position, then
install the piston housing on the body casting. Install
screws and tighten securely.
IDLE TRANSFER PORTS 57x799
Install venturie assemblies using new gaskets. When
installing the secondary venturies note the small vent Figure 95-Ports in Relation to Throttle Valves
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hole at the top of venturie casting. Install the venturies Install the primary and secondary main metering
with the vent hole next to the dividing wall of the car- jets and tighten. See Figure 92. Install intake check
buretor. Refer to Figure 92 for location of vent hole. ball and tighten seat. Install plug and tighten. Make
Install the primary venturies, with the vent tube next certain no burr exists and plug is flush or below surface
to the center of the dividing wall. of the machined surface. Refer to Figure 94.
APPROXIMATELY
CHOKE SHAFT LEVER 1 O'CLOCK Accelerator Pump Test-Pour clean gasoline into the
POSITION carburetor bowl approximately 1/2 inch deep. Remove
the accelerator pump plunger from the jar of gasoline.
Flex the leather several times, and install into the pump
cylinder. Install the accelerator pump discharge check
needle in the discharge passage. Raise the pump
plunger and press lightly on the plunger shaft to expel
air from the pump passages. Using a small clean brass
rod, hold the discharge check needle firmly on its seat.
Again raise the plunger and press downward. No fuel
CHOKE PISTOW should be emitted from either the intake or discharge
HOUSING passage.
Tiffi
JKME PISTON
If fuel emits from the intake passage, it will be nec-
57x800 IVACUUM
essary to reclean the passage or install a new check
ball. Fuel leakage at the discharge check needle indi-
Figure 96-Positioning Choke Shaft Lever cates the presence of dirt or a damaged check needle.
Clean again and then install a new check needle. Re-
THESE SURFACES MUST BE PARALLEL test for leakage. If discharge check needle leaks after
AIR HORN FUEL BAFFLE above test, form a new seat by tapping the needle
A000 down using a small brass drift. Install a new check
needle and repeat test.
Install the accelerator pump jet housing using a

new gasket. Test fuel flow through jet. If the jet streams
are not identical or clear and straight, replace the jet
housing.
Air Horn Assembly-Slide the accelerator plunger

into air horn and install the accelerator pump link. In-
stall the retaining hairpin clip. Place a new air horn
to main body gasket in position on the air horn, then
install the float needle valve seats. Be sure each
57x801
MINIMUM CLEARANCE WITHOUT BINDING needle seat and needle is reinstalled in its original
position. Slide the right and left floats into position in
Figure 97-Checking Float Alignment the air horn, then install the float fulcrum pins. After
the floats have been installed, check the float align-
ment, level and float drop settings.
FLOAT GAUGE GAS KET IN PL Float Alignment Setting-Sight down the side of each
16 INCH
float shell to determine if the side of the float is parallel
A CAE
to the outer edge of the air horn casting, as shown in
Figure 97. If the sides of the float are not in alignment
with the edge of casting, carefully bend the float lever.
After aligning the floats, remove as much clearance
as possible between the arms of the float and the lugs
on the air horn. The arms of the float lever should be
57 x 802 as parallel as possible to the inner surfaces of the lugs
on the casting. Make certain floats operate freely on
Figure 98-Checking Float Height their pivots.
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Float Level Setting-With the air horn inverted, gasket

in place, and the float needle seated, slide the float
gauge or correct size drill between the top of the float, at
the outer end, and the air horn gasket. See Figure 98. If
an adjustment is required, bend the float arm. The float
should just touch the gauge. Before float settings can be
made, floats must be identified. Floats with smooth sides
are part number 21-188S and floats with ribbed sides are
part number 21-179S. Refer to Data and Specifications for
specified settings according to carburetor number and
float used.
Float Drop Setting-Holding the air horn in an upright GASKET IN PLACE
position, measure the distance from the top of the floats
(outer end) to the air horn gasket, as shown in Figure 58P91 STOP TABS
99. Refer to Data and Specification for float drop dis-
tance. If an adjustment is necessary, bend the stop
tabs on the float levers until the correct drop setting has Figure 99-Checking Float Drop
been obtained. Bend the tab towards the needle seat to
lessen the drop, or away from the seat to increase the
drop. .012 INCH AUGE
After setting floats, assemble the pump plunger to
'Tika
the air horn. Install the accelerator pump spring in the
carburetor. Carefully lower the air horn assembly into
the main body. Make certain that the fuel baffles on 11.
the air horn slide in front (float side) of the fuel baffles
of the main body.
Install the attaching screws and tighten securely. In- FAST IDLE
ADJUSTING SCREW
stall the step up springs, pistons, rods and cover plates.
Connect throttle connector rod, fast idle connector rod
and choke connector rod if so equipped. INDEX MARK HIGH STEP OF
ON CAM FAST IDLE CAM
Fast Idle Adjustment-With the choke valve held
tightly closed, tighten the fast idle adjusting screw (on
CHOKE VALVE
the high step of the fast idle cam), until wire gauge can 58P25 TIGHTLY CLOSED
be inserted between the primary throttle valve and the
bore, side opposite idle port, as shown in Figure 100. Figure 100-Checking Fast Idle Adjustment
The index mark on the fast idle cam should be in
direct line with the fast idle screw. Refer to Data and
Specifications for wire size.
-CHOKE VALVE
Choke Shaft Lever Adjustment-Invert the carburetor CLOSED
and open the throttle valves to wide open position.
Close the choke valve tightly and then close the throt-
tle valves. Release the choke valve. This will position
the fast idle cam to fast idle. The index mark on the FAST IDLE
cam should line up with the fast idle adjusting screw, CAM
as shown in Figure 101. If an adjustment is necessary,
bend the fast idle connector rod at the angle, using
Tool T109-213, until the index mark on the cam indexes
the fast idle adjusting screw.
Choke Piston Lever Adjustment (2653S only)-Move
the choke valve to the fully closed position. It should
then be possible to insert a .040 inch drill shank or \ 0\T \
FAST IDLE
INDEX MARK
wire gauge, Tool T109-193, between the choke lever 57 x 809 ADJUSTING SCREW
and the stop lug in the piston housing. Hold in this
position and install heat tube cap and gasket. Be sure Figure 101-Checking Fast Idle Indexing
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the heat tube opening in cap is pointing down and CHOKE VALVE
toward the front. (Approximately 5 o'clock position.) TIGHTLY CLOSED
Install retaining ring, strap and attaching screws. BEND AT THIS ANGLE
Tighten securely. L
Choke Unloader Adjustment-With the throttle valves
in the wide open position, it should be possible to in- STOP
sert gauge Tool T109-31 (1/4 inch) between the upper .040 INCH
edge of the choke valve and the inner wall of the air GAUGE
horn, as shown in Figure 103.
If an adjustment is necessary, bend the unloader lip
on the throttle lever, using Tool T109-214, until correct
opening has been obtained.
Accelerator Pump Adjustment-Move the choke valve
to wide open position, to release the fast idle cam. 58P26 CHOKE LEVER
Back off the idle speed adjusting screw until the throt-
Figure 102-Checking Piston Lever Adjustment
tle valves are seated in the bores. Measure the dis-
tance from the top of the air horn to the top of the
plunger shaft, using a "T" scale, as shown in Figure CHOKE VALVE
104. This distance should be 7/16 inch. If an adjustment FINCH GAUGE
is necessary, bend the throttle connector rod at the
lower angle, using Tool T109-213, until correct distance '
has been obtained.

Secondary Throttle Lever Adjustment-To check the
secondary throttle lever adjustment, block the choke
valve in the wide open position and invert the car-
buretor. Slowly open the primary throttle valves until it
is possible to measure between the lower edge of the
primary valve and the bore (opposite idle port), as
shown in Figure 105. At this measurement, the second-
ary throttle levers should contact the bosses on the
flange at the same time.
If an adjustment is necessary, bend the secondary BEND UNLOADER LIP
throttle operating rod at the angle, using Tool T109-213,
until correct adjustment has been obtained. At wide ,THROTTLE VALVES
open throttle, the primary and secondary throttle valves WIDE OPEN 57x 806
should reach the full vertical position. Figure 103-Checking Choke Unloader Adjustment
With the primary and secondary throttle valves in
the tightly closed position, it should be possible to in- "T" SCALE --4"
sert wire gauge, Tool T109-29 (.010 to .030 inch), be-
tween the positive closing shoes on the secondary
throttle levers, as shown in Figure 106.
If an adjustment is necessary, bend the shoe on the 7
-16 INCH
primary throttle lever, using Tool T1G9-22, until correct
clearance has been obtained. THROTTLE
,--VALVES
Secondary Throttle Lock-Out Adjustment-Crack the CLOSED
throttle valves, then manually open and close the
choke valve. The tang on the secondary throttle lever
IDLE SPEED
should freely engage in the notch of the lock-out dog. SCREW
If an adjustment is necessary, bend the tang on the (BACKED OUT)
secondary throttle lever, until engagement has been ;THROTTLE CONNECTOR
made. Use Tool T109-22 for this operation. After adjust- 'ROD(BEND AT THIS
ments have been made, reinstall carburetor on engine, 57 x 807 ANGLE)
using a new gasket. Figure 104-Checking Accelerator Pump Travel
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Choke Adjustment (Cross Over Type) - (2641S or turns open. Adjust the air mixture screw on each carbu-
2744S)-Loosen mounting post lock nut and turn mount- retor approximately 4 turns open. It may be necessary
ing post with screw driver until index mark on disk is to change the air mixture screws to obtain the specified
positioned half way between R and L. Hold in this posi- 650 R.P.M. Adjustment is made with transmission in
tion with screwdriver and tighten lock nut. After ad- neutral.
justment is completed and coil housing and rod assem-
bly and carburetor is installed on engine lift cover disk Interconnecting Rod (2652S and 2653S)-Open throttle
and open and close choke valve manually to see if of rear carburetor to wide open position. Adjust intercon-
connector rod clears sides of hole in housing cover. If necting rod so that front carburetor is in wide open posi-
rod does not clear hole in housing cover without bind- tion. Then tighten lock nut.
ing replace with a new unit since connector rod cannot
be bent without affecting calibration. 9. MANIFOLD HEAT CONTROL
Engine Idle Adjustment (2744S and 2641S) - Set idle The purpose of the manifold heat control is to direct
mixture screws 1/4 to 13/4 turns open. Then adjust idle hot exhaust gas to a heat chamber in the intake mani-
speed screw to idle engine at not less than 500 R.P.M. fold and preheat the fuel droplets. Thus the fuel is vap-
with transmission in neutral. orized to a greater degree before entering into the com-
bustion chambers, providing easier starting of cold
Engine Idle Adjustment (2652S and 2653S)-Set the engines.
idle (2) mixture screws on each carburetor 1/4 to 11/2
V-8 Engine-When a cold engine is started the ther-
PRIMARY THROTTLE mostatic coil exerts enough tension to keep the valve
64 INCH SECONDARY
VALVES
VALVES SHOULD JUST
closed. Thus, exhaust gases from the right manifold
BEND ROD AT
START TO OPEN pass through the exhaust crossover branch in the intake
THIS POINT manifold and into the left exhaust manifold. See Figure
107.
When the spring heats up, it loses tension and the
valve opens, permitting exhaust gas from the right
exhaust manifold to pass directly to the exhaust pipe.
6 Cylinder Engine When the engine is cold the ex-
haust gases are deflected to the heat chamber of the
intake manifold and then circulate to the exhaust mani-
fold. See Figure 108. As the thermostatic coil heats it
loses tension and the valve closes the heat chamber
BLOCK CHOKE
permitting exhaust gas to flow directly through the
58P90
VALVE OPEN exhaust manifold.
Figure 105-Checking Secondary Throttle Opening SERVICING HEAT CONTROL

The operation of the manifold heat control valve is
fully automatic. No adjustments are required. It is good
practice to periodically check its operation for free
movement.
PRIMARY SHOE With the engine idling, accelerate engine momen-
(BEND TO ADJUST) tarily to wide open throttle. The counterweight should
CHOKE
COIL
POCKET
SECONDARY SHOE
57P113
57 x 808 A.017 TO .022 INCH GAUGE
Figure 107-Cold Engine Exhaust Gas Flow
Figure 106-Checking Clearance Between Closing Shoes V-8 Engine
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respond by moving clockwise 1/2 inch and return to its

normal position. If there is no movement, the shaft is
frozen or the spring is weak or broken. To free a frozen
shaft, lubricate both ends with a good penetrating oil
and allow to stand for several minutes. Then work ro-
tate shaft back and forth until it operates freely. Apply
a small quantity of graphite paste at the bearing sur-
faces.
L
To replace a weak or broken thermostat spring, loosen
counterweight lock nut and slide counterweight off
shaft. Then remove spring. It is important that coil spring
be installed in its proper location on the shaft and with
the correct number of degrees of wrap. See Figure 109
and 110.
55P1202
Figure 108-Cold Engine Exhaust Gas Flow It is equally important that the counterweight be cor-
6 Cylinder Engine rectly indexed on the shaft for proper heat control
operation.
10. INTAKE AND EXHAUST MANIFOLD

THERMOSTATIC COIL SPRING' The accumulation of carbon in the exhaust manifold
ports should be removed by using a stiff wire brush or
by sand blasting. Thoroughly wash and dry with com-
pressed air.
V-8 Engine-Before removing the intake manifold,

STOP STUD drain the cooling system. Carefully inspect the exhaust
VALVE SHAFT
manifolds for evidence of cracks or distortion.
DIRECTION OF WRAP Inspect the exhaust crossover passage in the intake

57P390 manifold and in the cylinder heads. See Figure 113. If
engine performance is poor, pressure check the intake
Figure 109-Thermostatic Coil Spring-6 Cylinder manifold to make sure that leakage exists from the
Engine exhaust crossover passage into any of the intake pas-
sages. Check mating surfaces for parallelism with a
RIGHT EXHAUST
quality straight edge. Always use new gaskets when
MANIFOLD servicing manifolds.
Layers of carbon act as a heat insulator and retard

the heating action of the exhaust gases in the heat
chamber of the intake manifold. Thus, fuel will not
INSTALLED
vaporize as much as it could, causing poor engine per-
POSITION formance.
VALVE SHAFT STOP STUD 6 Cylinder Engine-Before servicing manifolds it is
necessary to drain the cooling system since the two long
FREE THERMOSTATIC cap screws adjacent to the heat riser section extend into
POSITION COIL SPRING the cylinder block water passage. See Figure 114. Clean
the manifolds and inspect for cracks or distortion. Re-
VALVE move carbon build-up from exhaust passages and pay
57P378
particular attention to the heat riser chamber of the
Figure 110-Thermostatic Coil Spring-V-8 Engine intake manifold.
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EXHAUST CROSSOVER PASSAGE
COUNTERWEIGHT WELL FOR AUTOMATIC

MANIFO CHOKE
SPRING
2 4 6 8
BUSHING
VALVE
BUSHING
SHAFT
SERVICED IN MANIFOLD
TEMPERATURE EXHAUST CROSS CARBURETOR
RETAINER NUT 57P235 56PI 25 SENDING UNIT OVER PASSAGE MOUNTING FLANGE
WASHER
Figure 111-Manifold and Heat Control Valve Figure 113-Intake Manifold-V-8 Engine
V-8 Engine Typical of 277, 301, and 318 cubic inch engine
THERMOSTATIC COIL
SPRING
1) STOP STUD
VALVE SHAFT
KEY
COUNTERWEIGHT INTAKE TO EXHAUST MANIFOLD GAMES
NI OtD i0 CYtwOFP BLOCK GASKETS
BOLT
57P379 Slx406
Figure 112-Installing Counterweight-6 Cylinder Figure 114-Intake and Exhaust Manifold-6 Cylinder
Engine Engine
Assemble the intake and exhaust manifolds using a of the muffler as possible. Then, loosen the tail pipe
new gasket. Apply sealer to the long cap screws leading clamps and slide the tail pipe to the rear.
into the water passage to prevent leakage. It is im-
portant that the conical washers at the flange ends of ALIGNMENT OF EXHAUST SYSTEM PARTS
the exhaust manifold be installed. These washers allow Whenever any part of the exhaust system has been
the manifold to expand and contract without loosening. replaced, leave the attaching bolts and clamps loose
Tighten intake and exhaust manifold bolts alternately and run engine to allow all parts of the system to align
to insure correct seating. themselves. Then, tighten all bolts and clamps securely,
making sure there is no interference.
11. EXHAUST PIPE, MUFFLER AND
TAIL PIPE 12. DIAGNOSIS PROCEDURES
The exhaust pipe and muffler are welded together, Diagnosis procedures concerning units of the fuel and
forming a complete assembly. To replace the muffler, exhaust systems are included in the various procedures
the exhaust pipe should be cut off as close to the front described in the Engine Section of this manual.
SUPPORT BOLT
BRACKET WASHER
WASHER BOLT
NUT
STUD
BOLT
SUPPORT
BRACKET
WASHER
WASHER
NUT
WASHER PIPE
NUT WASHER
BOLT m
SUPPORT 0
E PACKAGE STUD BOLT
BRACKET
WASHER BOLT WASHER m
NUT SUPPORT NUT
MUFFLER
I
BRACKET
WASHER
NUT m
CLAMP
WASHER
WASHER
NUT NUT
o .-WASHER
AR
NUT
SADDLE PACKAGE
58P96
Figure 115-Dual Exhaust System
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PART THREE
BODY
BODY
ACCESSORIES
AIR CONDITIONING
INSTRUMENTS-GAUGES
HORN-WINDSHIELD-WIPERS
LIGHTING SYSTEM
BODY
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404
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405
PART THREE BODY

SECTION I BODY
Page Page
1. Door Trim and Hardware 405 9. Hood Alignment 416
2. Windows and Regulators 408 10. Door Alignment 419
3. Windshield Glass 409 11. Rear Deck Lid 422
4. Rear Window Glass 412 12. Headlining 424
5. Rear Quarter Window Glass 413 13. Power Operated Windows 428
6. Sliding and Stationary Glass (Suburban). . 414 14. Convertible Top Mechanism 430
7. Body Mounting Bolts 414 15. Convertible Top Adjustments 431
8. Fender Alignment 415 16. Body Sealing Procedures 433
1. DOOR TRIM AND HARDWARE OUTSIDE DOOR HANDLES
REPLACEMENT - Remove the garnish moulding,

INSIDE DOOR AND WINDOW loosen rear half of trim panel, use short extension and
REGULATOR HANDLES socket to remove attaching nuts and remove handle.
The door and window regulator handles are attached See Figure 3. Apply lubricant to actuator before in-
stalling.
with a spring type clip and can be removed with a
special tool. Figure 1 gives the dimensions of the tool.
Turn window regulator handle down so that retainer NOTE
clip is to the left. Place tool between washer and handle,
On front door handles it will be necessary to re-
as shown in Figure 2. Push tool from left to right and
move the adjusting screw from the adjusting link.
at the same time pull outward on handle.
Procedure is the same for removing inside door
handles. When installing the handle make sure concave Outside Handle Adjustment-The front door handles
side of washer is out. are adjustable. It will be necessary to remove the hole
cover, Figure 4.
ROUND ALL EDGES

X.4" RADIUS EXCEPT
ON UP-TURNED LIP
MATERIAL: 1/8 INCH STEEL

45x2225
Figure 1-Inside Door and Window Regulator

Removing Tool Figure 2-Removing Control Handle Using Tool
406 MyMopar.com
BODY
57P131 .)Ur/
Figure 3-Removing Door Handle Attaching Nuts Figure 6-Removing Door Trim Panel
Loosen the screw on the adjusting links to remove

excessive free travel, Figure 5.
DOOR TRIM PANEL

---IMMEt
Remove the window control handle, door lock con-
trol handle and arm rest. Then, starting at the lower rear
corner, work the panel away from the door. Keep tool
close to fasteners to prevent pulling the fasteners out
of the trim panel. See Figure 6.
FRONT DOOR GARNISH MOULDING

Remove the screws attaching the garnish moulding
to the door. Unlock and open the vent wing. Pull the
57P132
rear of the garnish moulding away from the door and
remove the garnish moulding. See Figure 7.
To install the garnish moulding open the vent wing,
Figure 4-Removing Front Door Hole Cover
insert front of moulding in place, then slide rear of
moulding in place and install the screws.
57P133
57P135
Figure 5-Adjusting Outside Door Handle Figure 7-Removing or Installing Garnish Moulding
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BODY 407
PUSH TOWARD
FRONT OF CAR
PULL TOWARD TO LOCK
REAR OF CAR
TO RELEASE
.0.1,4157P136 57P138
Figure 8-Removing or Installing Upper Portion Figure 10-Sliding Latch Plate To Remove
of Glass Run Channel or Install Lock Cylinder
GLASS RUN CHANNEL To install lock cylinder, turn the key to the unlocked
Remove the door inside hardware and trim panel. position. With the latch in the rear position, insert the
Lower the glass and pull the glass run free at the top. lock cylinder in the square hole in the latch assembly.
See Figure 8. Pull the glass run channel up until the With the cylinder in position, insert the bent screw
upper and lower clips are disengaged. Remove the driver into the opening in the door and push the latch
glass run channel from the door.
plate forward. This will secure the cylinder in place.
To install the glass run channel, first lower the glass.
Slide the channel down and engage the upper and To adjust the door lock cylinder bellcrank it will be
lower clips. See Figure 9. Push the channel down. Install necessary to loosen the door bellcrank attaching screws
the upper portion of the channel. Install trim panel and of the shut face of the door. See Figure 11.
hardware. Insert the key in the door lock cylinder and rotate
DOOR LOCK CYLINDER the key to a position just short of one o'clock. Then
Bend the end of a screw driver to angle to 90 degrees. tighten the mounting screws on the rear face of the
This tool can be used to slide the latch plate fore and door.
aft. See Figure 10.
FRONT DOOR LOCK AND
To remove the lock cylinder, insert the screw driver
REMOTE CONTROL ASSEMBLY
through the opening in the door and move the latch
to the rear. Withdraw the lock cylinder. Remove the door inside door hardware and trim
panel. Disconnect the outside door handle adjusting
BELLCRANK
ASSEMBLY
LATCH LINKAGE
ADJUSTING STUD MOUNTING
SCREWS
ROTARY
LATCH ,N1
LOCK
CYLINDER
57P137
58P11
Figure 9-Removing or Installing Glass
Run Upper Clip Figure 11-Bel !crank Mounting Screws
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408 BODY
NI
Y
WINDOW REGULATOR
ATTACHING SCREWS
57P199 357P14
mirk io
Figure 12-Removing or Installing Vertical Figure 14-Window Regulator Attaching Screws

Door Glass
VENTILATOR
ATTACHING
SCREWS
REGULATOR
ATTACHING SCREWS
REAR CHANNEL
ATTACHING AND
ADJUSTING SCREWS
57P140
. 11111111111111.
Figure 13-Ventilator Attaching Screws FRONT CHANNEL

ATTACHING AND
ADJUSTING SCREWS
DOWN STOP
link and remove the handle. Remove the door lock cyl- REGULATOR STABILIZER
inder. Remove the ventilator attaching screws and ATTACHING AND ADJUSTING
57P8
SCREWS
remove the ventilator. Raise the door glass and remove
glass from regulator. Remove glass run channel. Figure 15-Rear Door Glass Adjusting and
Remove the attaching screws holding the remote con- Attaching Screws
trol to the door. Remove the door lock attaching screws.
Rotate the lock and remove the control arm from the
lock. Remove the lock through the large opening in the
door. 2. DOOR WINDOW AND REGULATORS
Before installing a new door lock apply a small FRONT DOOR VERTICAL
amount of lubricant to the lock mechanism. Install the SLIDING GLASS
door lock through door opening. Rotate the lock in order
that the end of the remote control arm can be connected Remove the door control handle, window regulator
to the lock rivet. Install the door lock attaching screws handle, arm rest, garnish moulding and trim panel.
and the remote control hose screws. Install the door link Remove the ventilator attaching screws and remove the
cylinder and outside door handle and adjusting link. ventilator assembly. Raise the door glass and remove
Reassemble door trim panel and hardware. glass from regulator as shown in Figure 12.
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BODY 409
If the glass is to be replaced, remove the door glass 15. Remove the front channel from the door. Raise the
lower channel and seal from the glass by driving them door glass to the full raised position, disengage the
off with a block of hardwood and a mallet. glass from the regulator and rear channel and remove
On models with the two arm regulators it will be nec- the glass.
essary to remove the lower stop and crank the window
down to release it from the lower channel. Pull the glass
up and out of the door. NOTE
When installing the channel on a new glass, make If car is equipped with electric window lifts, dis-
certain it is correctly positioned on the glass before connect the negative or positive cable on the battery.
driving the channel in place.
After installation of the glass is completed, test the
sliding action.
INSTALLATION
REAR DOOR VERTICAL SLIDING GLASS
Install the door glass on the regulator and rear chan-
(FOUR DOOR SEDAN AND FOUR DOOR SUBURBAN)
nel. Install the front channel and attaching screws.
Remove the door inside hardware and trim panel. After installation of the glass is completed test the opera-
Roll the glass down and pull the glass run channel out tion of the glass and make the necessary adjustments,
at the top. Roll the glass up and disconnect the regulator as shown in Figure 15. Replace trim panel and hardware.
and remove the glass. If the glass is to be replaced,
drive the lower channel and seal off of the glass with ADJUSTMENTS
a hardwood block and mallet.
The front channel can be moved up and down by
Position seal and channel on the glass and drive loosening the adjusting screws located at the top and at
them into place. Connect the regulator arm to glass the bottom of the channel. The rear channel has fore
channel. Roll the window part way down. Install the and aft adjusting screws at the top and at the bottom
glass run channel. Test the sliding action of the glass. of the channel.
If the glass binds adjust the division bar anchor screw.
Install the trim panel and door hardware. The front and rear channel also have an in out ad-
justment at the lower end of each channel which can
DOOR VENTILATOR ASSEMBLY be made through the openings in the lower part of the
door panel. The regulator stabilizer has in and out ad-
Remove the door inside hardware and trim panel. justments in the lower part of the door panel.
Remove the center bar and adjusting screw. Remove
the ventilator screws, Figure 13. Lower door glass and
remove ventilator assembly.
3. WINDSHIELD GLASS
FRONT DOOR WINDOW REGULATOR
REMOVAL
Remove the door inside hardware and trim panel. Cover the instrument panel and cowl to prevent
Remove the ventilator attaching screws and remove the damage to the finish before the windshield glass is
ventilator assembly. Raise the door glass and remove removed. Remove windshield wiper arms. When
glass from regulator.
weatherstrip is to be removed, it will be necessary to
Remove the regulator attaching screws, Figure 14, remove garnish mouldings.
and remove the regulator through the door opening.
REMOVAL OF WINDSHIELD MOULDINGS-Remove
After installing the regulator, turn the handle so that the side moulding attaching screws located on the "A"
arm is in the raised position. Engage the regulator arm post, as shown in Figure 16. Remove joint cover at each
in the door glass lower channel and lower the glass. upper end by prying the top edge of the cap upward
Install the ventilator assembly. Install the trim panel until it releases from the moulding.
and inside door hardware.
Remove the attaching screws located under the joint
FOUR DOOR SPORT SEDAN cover. After the screws have been removed remove the
(REAR DOOR GLASS AND REGULATOR) side mouldings.
REMOVAL-Remove the door inside hardware and The upper moulding is retained at the center by a
trim panel, roll the door glass to the half raised position. spring type clip. Remove the moulding by pulling the
Remove the front channel attaching screws. See Figure moulding forward at the center section. See Figure 17.
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410 BODY
57P143
Figure 16-Removing Side Moulding Attaching Figure 17-Removing Upper Windshield Moulding
Screws at "A" Post
The lower mouldings are retained at the outer ends

at the "A" post by two screws. The outer mouldings
are also retained by four attaching nuts located under
the instrument panel.
The center section is retained by three nuts located
inside the cowl vent opening. To remove the screen pry
up on either end. Using care to prevent damage to the
paint.
Insert a wedge shaped piece of hardwood or fiber in
locking seam in weatherstrip and twist slightly to un-
lock, as shown in Figure 18. Then slide tool up and
around to completely open the locking lip.
Releasing the locking lip will allow the windshield
57P144
glass to be removed without disturbing the weatherstrip.
Removal of the windshield glass will require two men
-one inside of the car to push out on the glass and one Figure 18-Unlocking Windshield Weatherstrip
outside to hold the glass.
Starting at the lower corner, either side, push the glass
out of the weatherstrip. Work across the bottom and up
the sides until the glass can be lifted from the weather-
strip. Use of gloves will protect hands against possible
sharp edges.
CHECKING WINDSHIELD OPENING-H a glass has
cracked for no apparent reason, it is always best to
check the windshield opening before installing a new
glass. A high or wavy fence can cause uneven pressure
on the glass. Check for burrs or visible high spots and
remove them with a grinder.
Check the windshield opening for proper alignment,
this can be done by using six short pieces of weather-
strip three inches long on the fence, as shown in Figure
19. Install the glass in the six pieces of weatherstrip. 57P145
Center the glass so it has equal clearance at both ends,

then lock the weatherstrip sections on the glass. Figure 19-Checking Windshield Glass Opening
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BODY 411
57P146 57P148
Figure 20-Positioning Windshield Glass Figure 22-Locking in Windshield Glass

in Weatherstrip in Weatherstrip
It may be necessary to shim the lower center section INSTALLATION

with wooden shims because the weight of the glass may
give too much clearance at the top edge. When the glass Insert the top of the glass into weatherstrip channel
is centered properly in the opening, there should be while holding the bottom of the glass against the
% 6 inches to %6 inches clearance between the edge weatherstrip. Do not attempt to push the glass into the
of the glass and outer edge of the fence. The inner corners at this time. See Figure 20.
surface of the glass should be within '/8 inch of the
fence. Any variation from these clearances should be
corrected by grinding the fence, or straightening. NOTE
INSTALLATION OF WEATHERSTRIP-Replacing the Make certain that the glass is properly centered
weatherstrip on the body fence will be greatly aided if a in the opening.
mild solution of soap is used for lubricant. Apply to
fence groove using a small brush. Use a mild soap for
the solution as same strong soaps may cause streaks Insert a wedge shaped piece of hardwood or fiber,
in the paint finish. approximately '/z inch wide between the front lip of the
Place a bead of sealer in the groove of the weather- weatherstrip and glass. Start at either upper corner and
strip around its entire length. Install the weatherstrip work to the center. Work the glass into the weatherstrip
on the fence with firm pressure to seat it in place but groove, as shown in Figure 21.
do not stretch it during installation.
Do not attempt to push the glass in too far at this time.
After glass has completely engaged groove in weather-
strip, make sure it is properly seated by tapping glass
with palm of hand. Do not use a rubber mallet when in-
stalling glass. Lay a bead of sealer in the glass groove
around the entire weatherstrip.
Starting at the bottom, slide tool over locking lip with
enough pressure to force the lip into the lock position,
MOULDING INSTALLATION-Install the lower cen-
ter moulding and start the nuts, do not tighten nuts at
this time. Install the right and left lower mouldings over
the ends of the center moulding, install the retaining
nuts and tighten. Tighten the nuts on the center section
57P147 and install screen.
Figure 21-Working Windshield Glass Snap the center clip on the upper moulding into
into Weatherstrip place. Install the metal screws on each end but do
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412 BODY
REAR WINDOW
ATTACHING POINTS
4*-
58P1 2, 57P151
Figure 23-Rear Window Moulding Attaching Points Figure 25-Positioning Rear Window in Weatherstrip
57P152
57P150
Figure 24-Unlocking Rear Window Weatherstrip Figure 26-Working Rear Window Glass
into Weatherstrip
not tighten. Install the side pieces by sliding the ends of
the mouldings under the ends of the upper moulding, Releasing the locking lip will allow the rear window
start but do not tighten the attaching screws on the "A" glass to be removed without disturbing the weatherstrip.
posts. Remove the glass by pushing on the glass from the in-
Tighten the screws located under the joint covers and side. Use of gloves will protect hands against possible
install the covers. Tighten the screws on the "A" posts, sharp edges.
clean the windshield glass and install wiper arms and Use a mild soap solution to install the weatherstrip on
blades. the body fence. Apply the solution to fence groove using
a small brush. Use a mild soap for the solution as some
4. REAR WINDOW GLASS strong soaps may cause streaks in the paint finish. Place
the weatherstrip on the fence with firm pressure to seat
REMOVAL it in the proper place but do not stretch it during
Cover the rear quarter panels and rear window areas. installation.
Remove lower trim moulding retaining nuts which are
located in luggage compartment, as shown in Figure 23. INSTALLATION
Pull the side mouldings and upper moulding from the To install the rear window glass first lubricate the
weatherstrip retaining grooves. glass groove with the soap solution. Position the glass
Use a fiber wedge to unlock weatherstrip then slide at the lower outside corners, as shown in Figure 25.
tool up completely opening the locking lip, as shown in Work the lip of the weatherstrip over the glass along
Figure 24. the lower edge.
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BODY 413
5. REAR QUARTER WINDOW GLASS

(SPORT COUPE AND CONVERTIBLE)
REMOVAL
Remove the rear seat cushion from the car. Then re-
move garnish moulding, regulator handle and trim
aft
panel. Roll the quarter window glass to the half raised
position. Remove the front channel attaching screws, as
shown in Figure 28.
NOTE
If the car is equipped with electric window lifts,

disconnect the negative or positive cable on the
battery.
Figure 27-Locking Rear Window Glass
in Weatherstrip
Remove the quarter window down stop. Raise the
After the glass is entered along the top and the lower quarter glass to the fully raised position, and disengage
corners, work the lip of the weatherstrip over the lower the glass from the regulator and rear channel and
edge of the glass, as shown in Figure 26. remove the glass.
Make sure the glass is properly seated by tapping the
glass with palm of hand. Do not use a rubber mallet INSTALLATION
when installing rear window glass.
Install the quarter glass in the regulator and rear
Lay a bead of sealer in the glass groove all around channel. Install the front channel and adjusting screws
the rear window. Brush the soap solution on the locking and the down stop. After installation of the glass is
strip. completed, test the operation of the glass and make
Starting at the center of the upper edge, lock the top the necessary adjustments.
edge and the sides. Lock the lower edge last! See Figure
27.
ADJUSTMENTS
Lubricate the upper groove in weatherstrip with the
soap solution and install the upper moulding. Install The front channel can be moved up and down by
the side mouldings. When installing the two lower loosening the adjusting screws located at the top and
mouldings, start at the front and place the front edge at the bottom of the channel. The rear channel has fore
of the mouldings under the side mouldings first. Install and aft adjusting screws at the top and at the bottom of
the cover and tighten the lower moulding attaching nuts. the channel.
FRONT CHANNEL
ATTACHING SCREWS
NOTE
To remove the window regulator it will be neces-

UP -STOP sary to remove the rear glass.
REGULATOR
ATTACHING QUARTER WINDOW
SCREWS
(CLUB AND FOUR DOOR SEDAN)
REMOVAL-Remove the garnish moulding. Push in

on the window and remove the window, as shown in
J:
Figure 29.
Ai REAR CHANNEL
ATTACHING SCREWS
INSTALLATION
l57P154
If a new glass is installed, use sealer between the
Figure 28-Rear Quarter Glass Adjusting glass and the weatherstrip to prevent water leaks. In-
and Attaching Screws stall garnish mouldings.
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414 BODY
57P155 1,57P156
Figure 29-Rear Quarter Window, Club and

Four Door Sedan Figure 30-Removing Front Quarter Sliding Glass
(Suburban)
6. SLIDING AND STATIONARY GLASS

(SUBURBAN)
REMOVAL-Remove the upper and lower garnish
mouldings. It will also be necessary to remove the end
garnish mouldings. Remove the attaching screws from
the upper glass run channel. Carefully pull the glass
and the upper portion of the glass run channel out of
the body opening and remove the sliding glass. See
Figure 30.
If the stationary glass is to be removed it will be
necessary to remove the sliding glass and channel, the
rear upper and lower garnish mouldings. Exert pressure
inward on the glass and carefully push the weatherstrip
and glass from the body opening. Work the weather-
strip off the glass and remove the old sealer from the 55P I 190
weatherstrip groove.
Figure 31-Tightening Body Bolts With
INSTALLATION-Apply a suitable sealing compound Torque Wrench
in the groove in the weatherstrip. Starting at the corner
work the weatherstrip over the stationary glass. Apply
sealing compound under the outer lip of the weather-
strip. Carefully place the assembly in the body opening.
With the use of a fiber wedge carefully work the outer
lip of the weatherstrip over the edge of the body open- 12
'11111111
ing. Wipe off excess cement around the edge of the
glass and weatherstrip. Install the sliding glass and
42° vti
channel. Install the channel retaining screws. Make HANDLE
certain the heads of the screws are below the felt to
prevent interference with the edge of the sliding glass.
Test the sliding action of the glass. Then install the gar-
nish mouldings.
7. BODY MOUNTING BOLTS

An important factor in the alignment of the hood, 57P201
fenders, doors and deck lid is the mounting of the body

to the frame. Unequal torquing of the body bolts will Figure 32--Body Adjusting Tools
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BODY 415
57P158
Figure 33-Top Rear Edge of Fender Lower Figure 34-Installing U-Shaped Rubber Shim
Than Front Door
result in enough body distortion to cause misalignment

of the doors. Before any attempt is made to correct mis-
alignment, the body mounting bolts should be checked
for proper torque. Body mounting bolts should be
tightened to a torque of 18 foot-pounds, as shown in
Figure 31.
8. FENDER ALIGNMENT
Before adjusting fender make sure door is properly
aligned. The rear edge of the fender must be even with
contour of the front door. Following are corrections for
some of the common causes for fender misalignment.
NOTE 159
The following tools will be very useful when mak-

ing fender and deck lid adjustments. Front Fender Figure 35-Moving Top of Fender Away from Cowl
Adjusting Tool-Bumper Jack with Extension-To
make this tool braze a piece of 3/t inch pipe 12 inches
long to the end of the bumper jack, as shown in
Figure 32.
TOP REAR EDGE OF FENDER TOO CLOSE TO COWL

-Figure 33-Raise the hood and loosen the top fender
bolt. Pry up the front end of the fender bracket with a
screw driver and install a U-shaped rubber shim, as
shown in Figure 34. Remove the screw driver and tighten
fender bolt.
TOP REAR EDGE OF FENDER TOO CLOSE TO COWL
-Loosen fender top bolts. Pry rear edge of fender away
from cowl with a screw driver, as shown in Figure 35.
Retighten fender bolts.
BOTTOM REAR EDGE OF FENDER LOWER THAN 57P197
SILL PANEL-Install the bumper jack with extension

between the radiator support and the fire wall, as shown Figure 36-Jack With Extension Installed in Position
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416 BODY
57P160
57P163
Figure 37-Floor Jack in Position to Raise Fender Figure 40-Fender Too Far Forward At Upper
Door Opening
in Figure 36. Use only enough pressure to maintain the

fore and aft position of the fender.
Loosen the fender-to-cowl attaching bolts. Then roll a
floor jack into position under the bottom rear edge of the
fender. Protect the fender edge with a cloth pad, as
shown in Figure 37. Raise the jack until the bottom edge
of the fender is in line with the bottom edge of the sill
panel. Retighten the fender attaching bolts and remove
jack.
REAR EDGE OF FENDER EXTENDS TOO FAR STRIK-
ING DOOR AND FRONT EDGE OF FENDER SHORT OF
HOOD-Figure 38. Install the bumper jack with the ex-
tension between the radiator support and the fire wall,
57P161 as shown in Figure 36.
Figure 38-Rear Edge of Fender Extends Too Far Loosen the fender-to-cowl attaching bolts then jack the
Striking Door fender forward until correct alignment of the fender is
obtained, retighten the fender-to-cowl attaching bolts
and remove the jack.
GAP BETWEEN REAR EDGE OF FENDER AND SILL
PANEL SPACING CORRECT AT UPPER SECTION-
Loosen the bottom fender to cowl attaching bolts. Place
a 2 x 4 board between the tire and the fender, as shown
in Figure 39. Protect the edge of the fender with a cloth
pad. Pry the fender back to close the gap then retighten
the attaching bolts.
FENDER TOO FAR FORWARD AT UPPER DOOR
OPENING-Figure 40. Loosen the fender-to-cowl attach-
ing bolts. Apply pressure to the forward section of the
fender until correct alignment is obtained. Then tighten
the fender-to-cowl attaching bolts.
9. HOOD ALIGNMENT
58P21
To align hood, start with alignment of the rear hood

Figure 39-Closing Gap Between Fender edge at the cowl. Spacing should be close and uniform
and Sill Panel all the way across the cowl. There should be equal
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BODY 417
.7P164 58P17
Figure 41-Rear Corner of Hood Too High At Cowl Figure 44-Inserting Shim Between Fender
and Radiator Support
57P165
57P168
Figure 42-Hood Too High At Center of Cowl Figure 45-Rear Corner of Hood Too Close to Cowl
spacing between the sides of the hood and fenders and

the front of the hood should be even with the front
fenders. Before any adjustment is made, scribe lines
around the hood hinge so that hinge movement can be
checked.
REAR CORNER OF HOOD TOO HIGH AT COWL-
Figure 41. Loosen the two hood hinge-to-bracket rear
stud nuts. These can be reached underneath the instru-
ment panel. Loosen the hood hinge-to-bracket front stud
and the rear of the hinge drops down. Then retighten
all the stud nuts.
HOOD HIGH AT CENTER OF COWL-Figure 42. Ad-
just the hood hinges so that the contour of the hood will
match the contour of the cowl.
58P
FRONT OF HOOD TOO CLOSE AT FENDER, SPAC-
ING CORRECT AT COWL-Figure 43. Loosen the upper
Figure 43-Front of Hood Too Close at Fender fender-to-radiator support bolt. With the use of a heavy
Spacing Correct at Cowl screwdriver, pry the fender away from the radiator sup-
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418 BODY
57P169
P21
Figure 46-Moving Hood Forward to Obtain Figure 49-Front of Hood Too High to Line Up
Clearance at Hood and Cowl With Front Fender Moulding
57P173
Figure 47-Rear Corner of Hood Binds on Fender Figure 50-Adjusting Hood Striker
port, as shown in Figure 44. Then insert a metal shim

between the fender and the support to obtain the neces-
sary clearance between the fender and hood. Retighten
the fender-to-radiator support bolt.
REAR CORNER OF HOOD TOO CLOSE TO COWL-
Figure 45. Scribe a line on the hood flange so that the
hood movement can be checked. Loosen the hood-to-
hinge stud nuts and pull the hood forward until the
proper spacing between the hood and cowl is obtained.
e
See Figure 46. Then retighten the hinge-to-hood nuts.
REAR CORNER OF HOOD BINDS ON FENDER-Fig-
ure 47. Loosen the hood flange-to-hinge bolts and push
the hood inward until the desired clearance between the
hood side and fender is obtained. See Figure 48. Then
57P171 retighten the attaching bolts.
Figure 48-Repositioning Hood to Obtain FRONT OF HOOD TOO HIGH TO LINE UP WITH
Clearance at Fender FRONT FENDER-Figure 49. Shorten the hood striker, as
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BODY 419
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58P3
57P175
Figure 51-Front of Hood Binds at Fender On One Figure 52-Moving Fenders and Grille Assembly
Side, Excessive Clearance at Opposite Side to Equalize Spacing Between Fenders and Hood
shown in Figure 50, to draw the front of the hood down )

so that it will line up with the fender mouldings.
FRONT OF HOOD BINDS AT FENDER ON ONE SIDE,
EXCESSIVE CLEARANCE AT OPPOSITE SIDE-Figure
51-Loosen the radiator support-to-frame mounting bolt.
This can be reached underneath the car. Loosen the
fender-to-bumper attaching bolts on both sides. Then,
using a suitable pry bar, move the fenders and grille
assembly to one side to equalize the spacing between
the hood and fenders. See Figure 52. Retighten the
mounting bolt. Tighten the fender-to-bumper attaching
bolts.
10. DOOR ALIGNMENT 571'176
Door spacing and adjustment should always start at Figure 53-Gap Between Rear Edge of Fender and
the parting line between the forward edge of the front Leading Edge of Door
flange and the line formed by the rear edge of the
fender and cowl. After the front door is correctly posi-
tioned, align the rear door with the rear edge of the
center-pillar post. Before loosening the door hinge 7 :7
screws, scribe a line around the hinge so that the amount
of movement can be checked.
GAP BETWEEN REAR EDGE OF DOOR AND LEAD-
ING EDGE OF DOOR-Figure 53. Remove the inside
door hardware and trim panel. Loosen the upper hinge
screws Figure 54. Place a floor jack under the rear corner
of the door. Protect the door edge with a cloth pad. Care-
fully raise the jack to move the top of the door forward.
Then tighten the upper hinge screws and remove the
jack. Loosen the lower hinge screws and pull down on
the upper rear corner of the door in order to move the
lower half of the door forward. See Figure 55. Tighten
57P177
the hinge screws and install the trim panel and door
hardware. Figure 54-Moving Top of Door Forward
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420 BODY
A58P9I
Figure 55-Moving Bottom of Door Forward Figure 58-Lower Half of Door in Too Close to Body
57P179 57P182
Figure 56-Front Edge of Upper Half of Door light Figure 59-Upper Half of Door Out Too Far
at Hinge Pillar Gap at Bottom of Front Edge From Body
FRONT EDGE OF UPPER HALF OF DOOR TIGHT AT

HINGE PILLAR-GAP AT BOTTOM OF FRONT EDGE
-Figure 56. Remove the inside door hardware and trim
panel. Loosen the upper hinge screws and pull down on
the upper rear corner of the door to move the upper half
of the door away from the pillar. See Figure 57. Then re-
tighten the hinge screws. Loosen the lower hinge screws
and pull down on the upper rear corner of the door to
move the lower half of the door in toward the hinge
pillar. Tighten the lower hinge screws and install the
trim panel and inside door hardware.
With the door in the new position it will be necessary
to readjust the striker plate. After the adjustment is
made, test the weatherstrip compression by closing the
door on a shipping tag. The weatherstrip should offer
Figure 57-Moving Upper Half of Door a reasonable amount of resistance when the tag is
Away from Pillar pulled out to insure a good seal.
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BODY 421
58P 57P186 I
Figure 60-Moving Upper Half of Door In Figure 63-Rear Door Too Low in Opening
Toward Pillar
LOWER HALF OF DOOR IN TOO CLOSE TO BODY

-UPPER HALF OF DOOR OUT TOO FAR FROM BODY
-Figures 58 and 59-Loosen the upper hinge screws at
the pillar. Roll a floor jack under the rear bottom corner
of the door. Protect the door edge with a cloth pad. See
Figure 60. Raise the jack to move the upper half of the
door in towards the pillar and retighten the hinge screws.
Loosen the lower hinge screws at the pillar and raise
the jack to move the lower half of the door out from the
body. Then retighten the lower hinge screws and remove
the jack.
LEADING EDGE OF UPPER HALF OF DOOR FLANGE
RUBS ON PILLAR WHEN CLOSING-Figure 61. Loosen
57P 184 the upper hinge screws at the pillar and move the door
outward, away from the body, see Figure 62. Then re-
Figure 61-Leading Edge of Upper Half of Door tighten the hinge screws.
Flange Rubs on Pillar
REAR DOOR TOO LOW IN OPENING-Figure 63.
Place a floor jack under the center of the door. Protect
the bottom edge of the door with a cloth pad. Loosen the
upper and lower hinge screws at the door just enough
to permit movement of the door, as shown in Figure 64.
Raise the jack carefully to move the door upward until
it is properly centered in the opening. Then retighten the
hinge screws and remove jack.
LEADING EDGE OF LOWER HALF OF REAR DOOR
IN TOO CLOSE TO BODY-Figure 65-Loosen the lower
hinge screws at the door. Place a floor jack under the
bottom rear corner of the door. Protect the door edge
with a cloth pad. Raise the jack to move the bottom of
the door outward from the body. Then retighten the
hinge screws and remove the jack. Loosen the striker
-Pq°1;;;i1D 57P1 85 plate and adjust it to the new door position.
Figure 62-Moving Upper Half of Door REAR DOOR BINDS AT LOWER REAR CORNER-
Away From Body Figure 66. Remove the pillar trim. Place a floor jack
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422 BODY
57P187 58P10
Figure 64-Moving Door Up Figure 66-Rear Corner Binds at Lower Rear Corner
45x2228
57P188 MATERIAL: STEEL
Figure 65-Leading Edge of Lower Half of Rear Figure 67-Torsion Bar Tool Dimensions
Door In Too Close to Body
The torsion bar tension can be adjusted by placing
under the bottom rear corner of the door. Loosen the the end of the bar in one of the three slots in the mount-
upper pillar hinge screws and raise the jack to move ing bracket. The upward travel of the deck lid is limited
the door forward. Retighten the hinge screws, install by a stop on the bracket which contacts the hinge arms.
pillar trim and remove the jack. The torsion bar ends are lubricated at the factory and
should not require lubrication; however, if the torsion
If this procedure does not entirely correct the condi- bar is replaced or should squeak, the inside roller at the
tion it will be necessary to loosen the number four body torsion bar end should be coated with lubricant.
bolts and remove the shim from between the body and
frame. This will give additional clearance at the lower REMOVAL AND INSTALLATION
rear corner of the door. Retighten the body bolts to 18 Support rear deck lid with a prop, then disengage
ft. lbs. torque. torsion bars from the adjusting slot in bracket, as shown
in Figure 68.
11. REAR DECK LID
The torsion bar hinge mechanism applies lifting force CAUTION
to the hinge arms. Moving the torsion bar to the rear Use extreme care when removing torsion bars.
holes increases the force applied and provides greater Due to the tension required to make the bars effect-
assistance in lifting of deck lid. A tool to perform this ive, the bars will unwind.
operation can be made as shown in Figure 67.
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BODY 423
PRY BAR OUT

OF SLOT P
HOLDING TOOL
SCREW DRIVER 57P189 57P191
Figure 68-Removing or Installing Torsion Bars Figure 70-Loosen Deck Lid-to-Hinge

Attaching Screws
. 57P190
57P192
Figure 69-Upper Corner of Deck Lid
Binding At Deck Lid Opening Figure 71-Upper Corner of Deck Lid Too Low
Remove bars from center support bracket, slide bar in ing screws, as shown in Figure 70. Shift the deck lid
opposite direction to disengage cam roller from hinge. toward the rear to obtain the necessary clearance.
Remove bars by unwinding from support bracket. UPPER CORNER OF DECK LID TOO LOW-Figure
To install, engage cam roller on the back surface of 71. Loosen the deck lid hinge-to-bracket mounting bolts.
the hinge. Install torsion bars in center support bracket, Pull the deck lid up until correct height is obtained and
wind bars and install bars in adjusting slots. Make sure retighten bolts, as shown in Figure 72.
bars engage adjusting slots by tapping with a hammer.
CONTOUR OF DECK LID TOO HIGH-Figure 73.
DECK LID ALIGNMENT Connect the deck lid adjusting tool at the deck lid
All deck lid adjustments should be started at the part- strainer and at the quarter panel under the drain ledge.
ing line between the deck lid opening upper panel and See Figure 74. Lift the corner of the deck lid to correct
the upper flange of the deck lid. Spacing should be close the contour. Check the weatherstrip seal with a shipping
and uniform at this line. The contour of the deck lid tag.
should conform with the contour of the deck lid opening GAP BETWEEN DECK LID AND REAR OF QUARTER
upper panel. Following are some common causes of PANEL-Figure 75. It will be necessary to adjust the
deck lid misalignment. deck lid to the opening. It may be necessary to remove
UPPER CORNER OF DECK LID BINDING AT UPPER the deck lid and elongate the holes at the deck lid to
PANEL-Figure 69. Loosen the hinge-to-deck lid attach- hinge attaching holes.
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424 BODY
57P193 58P4 -.........-
Figure 72-Raising Deck Lid Hinge Figure 75-Gap Between Deck Lid and
Rear Quarter Panel
55P1 5
57P194
Figure 76-Removing Headlining At Rear
Figure 73-Contour of Deck Lid Too High Window Opening
If rear quarter panel has been damaged, it may be

necessary to shim body bolts at quarter panel.
12. HEADLINING
REMOVAL
On Club Sedan and Four Door Sedan it will be neces-
sary to remove the rear window. Remove the dome light
assembly and rear seat cushion assembly as well as the
sun visor and upper windshield garnish moulding. On
Club Sedan models it will be necessary to remove
quarter window garnish mouldings.
After rear glass has been removed pull rear window
weatherstrip out at the top and down the sides of the
rear window opening, as shown in Figure 76.
57P195 Pull the headlining from under the rear package
shelf and away from the rear quarter panel and wheel
Figure 74-Deck Lid Adjusting Tool Installed housing. With a screwdriver pry the headlining retainer
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BODY 425
55P1021
55P101S)
Figure 77-Using Stiff Wire to Remove Headlining Figure 79-Bending Locking Tab Up To Remove
From Retainer Clip From Bow End
strip away from the roof rail above the doors. Insert a to permit removal of the bow from the listing. Bend the
piece of stiff wire, about eight inches long, between the clip locking tab up and remove the clip.
retainer strip and headlining to lift the headlining off
the retaining barbs, as shown in Figure 77. Pull the Starting at the rear of the headlining, remove each
headlining off the barbs at the windshield header bar. bow from the old listing and install it in position in the
new headlining. This procedure assures correct installa-
The rear headlining bow on all models using a cloth tion of the bows. Before installing the bows in the new
headlining are held in position at the center by a retain- headlining, trim the excess listing even with the edges
ing clip. Bend the clip to free the bow, spring the bow of the headlining, as shown in Figure 80.
and remove the end from the clip hole in the roof rail.
Two holes are provided in the roof rails. As the bows INSTALLATION
are removed, mark the clip hole that is used, as shown
in Figure 78. When installing the headlining, begin at the rear of
the car. Install the rear bow in the holes previously
After the headlining and bows are removed from the marked in the roof rail. Cut a small hole in the middle
car, inspect the roof pad silencer, if loose, cement as of the listing for the rear headlining-bow-support-clip,
necessary. as shown in Figure 82. This will prevent the headlining
If a new headlining is to be installed, the clips must from wrinkling. Bend the retainer clip around the rear
be removed from the bow ends, as shown in Figure 79, bow.
A 55P1020 55P1022
Figure 78-Mark Clip Hole When Removing Figure 80-Trimming Excess Listing Even With
Bow From Roof Rail Edges of Headlining
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426 BODY
V-SHAPED CUT
55P1025
Figure 81-Marking Center Of Each End With Figure 83-Trimming Excess Material At Wind Cord
Small V-Shaped Cuts
55P1026
55P1207
Figure 84-Tucking Headlining Between Retainer
Figure 82-Cutting Hole In Listing For Support Clip and Roof Rail
Install the remaining bows, making sure to stretch headlining so that only 1/2 to 1 inch of material hangs
the headlining evenly so that approximately the same down below the door windcord. See Figure 83.
amount of material hangs down both sides. Use a dull putty knife to tuck the first and second seam
Apply cement to the windshield header bar. Wait un- between the roof side rail and retainer, as shown in
til it becomes tacky. Then stretch the headlining forward Figure 84. Tuck the remaining material in place.
and over the cemented area, and onto the barbs on the When one man is performing the installation, alter-
windshield header. Make sure the first seam of the nate from one side to the other completing one section at
headlining is straight. a time; make certain the seams are straight. As the work
Cut holes in the headlining for the visor retaining progresses, the material should be kept free of wrinkles
screws and pivot. Install visors before tucking in the until all of the headlining is tucked in place between the
corners of the headlining at the top of the windshield roof rail and the retainer.
posts to prevent tearing the headlining when tightening
the screws. Install garnish mouldings. CAUTION
In most cases the listing is longer than necessary. Cut Use care to prevent cutting the listing too far up
the material at the ends to prevent wrinkling at the the bow and ruining the fit of the headlining.
seams when it is tucked or cemented in place. Cut the
listing from the end up to the clip. CLUB SEDAN-Apply headlining cement to the under
After listings are cut, start at the front and trim the side of the roof rails from the door openings to the rear
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BODY 427
PLASTIC
MOULDING
fL
5-51'1029 57P203
Figure 85-Applying Cement to Rear Window Figure 87-Removing Plastic Moulding From Retainer
Opening
MOULDING
-- RETAINERS
REAR WINDOW
WEATHERSTRIP 57P204
55R13Zgi
Figure 88-Plastic Mouldings Removed From Retainers
Figure 86-Pressing Material to Cemented Surface
of the quarter window. When the cement is tacky, press

Install the remaining portion of the headlining at the
the material in place on the cemented surface. rear window. Work out any wrinkles which may form,
and tuck in the remaining portion at the forward edge
To properly install the headlining at the rear window, of the quarter panel.
apply a light coat of cement to the surface of the open- Locate the center of the dome lamp bracket. Cut a
ing. Use cement sparingly. While the cement is allowed small hole in the headlining at this point and pull the
to become tacky, apply cement at the quarter panel wires through the opening. Install wires in housing,
where the material is to be cemented, as shown in apply a small amount of cement to the inner edge of
Figure 85. dome light bracket and install dome light. Install the
Measure the amount of material required around the rear window, rear seats and coat hanger hooks.
rear opening and turn any excess. Cut a series of short SPORT SEDAN AND SPORT COUPE MODELS-If
slits in the headlining to prevent wrinkling when the either of the outer sections are to be replaced it is only
material is pressed into place. necessary to remove one plastic moulding, see Figure
Starting at the center, press the headlining onto the 87. If the center section is to be replaced it will be neces-
cemented surface, as shown in Figure 86. sary to remove both plastic mouldings from the re-
Install the material across the top and to a point about tainers, as shown in Figure 88.
six inches from the lower corners of the windows. Press Remove the front and rear window garnish mouldings.
the material in place at the quarter panel where it is to Starting at either end, pry the plastic moulding off of
be cemented. retainer, using a screwdriver. Pull down on the mould-
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428 BODY
-.-
REGULATOR
ATTACHING SCREWS - 4
I ,4
58P5
57P205
Figure 89-Removing Window Lift Switch Figure 90-Window Regulator Attaching Screws
ing to release it from the retainer. Remove the damaged the attaching nuts that hold the motor to the gear box,
section by pulling downward on the damaged section pull motor down and away from drive shaft.
to release it from the retainer.
INSTALLATION -Place motor in position and push
To remove the headlining at the side pull towards the motor up onto shaft and install attaching nuts. Connect
center of the car and this will release the headlining wires to the motor, check motor for proper operation be-
from the small spring type clips at the outer edges. fore installing trim panel.
To install the side pieces of the headlining push the
WINDOW LIFT REGULATOR
headlining onto the small retainers at the sides of the
car. Push the headlining up at the center and properly REMOVAL-Lower the window, disconnect battery,
center the moulding and snap it into place. remove trim panel and arm rest. Remove window con-
If the center section is to be installed push it into place
trol switch. Disconnect the wires at terminal block, re-
move clips from window lift guide pins. Remove leather
on the retainers and snap the mouldings onto the re- washer from behind the clips and slip the window pivot
tainers and install the garnish mouldings.
pins out of the glass channel. Raise window manually
SUBURBAN MODELS-The headlining removal is the and prop glass. Turn the gear box drive coupling man-
same except the headlining runs from side-to-side and ually until the window lift is in the half raised position.
it is only necessary to remove the garnish mouldings
when the front or rear section of the headlining is being
Remove the four regulator attaching screws, shown
replaced. in Figure 90. Work the window lift mechanism towards
the rear of the door until it releases from the pivot guide
track, remove the motor and regulator assembly.
13. POWER OPERATED WINDOWS
WINDOW LIFT SWITCHES CAUTION
The chrome bezel of each switch is held in place by Should the window lift mechanism be removed
spring type retainers. To release the bezel, depress for replacement or inspection of the gear box, re-
springs through notches on the side of the switch with move the counter balance spring before removing.
a pointed tool, as shown in Figure 89. Use a large pair of pliers to remove the counter
Work with care when connecting the wire terminals balance spring.
to the switch; make sure they are positioned away from
each other. This precaution will avoid incorrect opera-
tion of windows. INSTALLATION
WINDOW LIFT MOTOR

Place the motor and regulator assembly through
opening in door. Insert window lift pivot into guide
REMOVAL-Remove the door handle, arm rest and track. Install the four regulator attaching screws finger
trim panel. Disconnect the wires from motor. Remove tight. Remove window prop, lower glass and insert con-
RIGHT REAR DOOR
PINK OR QUARTER
WINDOW LIFT SWITCH
RIGHT FRONT
DOWN DOOR MOTOR
VIOLET
RIGHT FRONT
DOOR SWITCH
RIGHT REAR DOOR

OR QUARTER
WINDOW LIFT
MOTOR
WINDOW LIFT
CIRCUIT BREAKER
20 AMP.
TO BATTERY POST OF
STARTER SOLENOID
OR RELAY LEFT REAR DOOR
LEFT FRONT
-BLACK DOOR MOTOR OR QUARTER
- WHITE WINDOW LIFT SWITCH
-TAN UP
0--- ORANGE UP
R.R. .R. RF L.F.
-0 -0 OUP
4OWN RED DOWN

DOWN
4
0 0-0
LEFT FRONT DOOR
MASTER SWITCH LJ
LEFT REAR DOOR
DK. GREEN
OR QUARTER
GRAY
WINDOW LIFT
WHITE
MOTOR
RED
ORANGE
BLACK 57P206
Figure 91-Electric Window Wiring Diagram

All Models
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430 BODY
trol arms into glass channel, with leather washers on

guide pin and secure with clip. Control arms can be in-
serted into glass channel only when the glass is in the
MOTOR PUMP RESERVOIR:
lowered position. Install trim panel, connect wires and
install switch and door handle.
CAUTION
Make sure the window lift pivot is in guide track.
If the pivot is not in place, extensive damage can
FILLER
result. SCREW
CYLINDER
WINDOW LIFT WIRING

The windows equipped with electric lifts can be oper- 55PI211
ated from a master switch located on left front door or
through the individual switches located on each door. Figure 92-Electric Hydraulic Top Folding Mechanism
Wiring diagram, shown in Figure 91. Check out of the
system for shorts or open circuits should be carried out TOP LIFT SWITCH
in the same manner as checking out any electrical 25 AMP.CKT. BREAKER
DK. GREEN
system with a test lamp or voltmeter and ammeter. (CONY. ONLY) BLACK
TERMINAL
14. CONVERTIBLE COUPE TOP LIFT MOTOR BLOCK
(TOP OPERATING MECHANISM) (CONY. ONLY)
The electric-hydraulic top folding mechanism, Figure
92, consists of two cylinders, a piping system, an elec-
tric motor, a pump and reservoir assembly and a
double-throw rotary switch. The wiring and motor are
protected by a separate circuit breaker. See Figure 93. BLACK
The electric motor is the reversible type. The pump is a TO
DK. GREEN
two-direction, reversing motor type and is connected BATTERY
STARTER
with the cylinders by flexible lines. A valve and port BLK
SOLENOID
assembly in the reservoir directs the flow of the fluid 57P208
in the system. Figure 93-Wiring Diagram Electric Hydraulic Top
The motor, pump and reservoir assembly can be re-
placed as a unit or an electric motor can be replaced
separately. The cylinders are sealed units which must If difficulty is encountered in raising or lowering the
be replaced as assemblies. top with the motor running, and sufficient fluid in the
FLUID LEVEL-Insufficient fluid, or air in the system, reservoir, and the pivot points are not binding, the cause
may cause the top to raise slowly or the pump and is probably due to improper linkage alignment and ad-
motor may be noisy during the operation. Check the justment. See Figure 95.
fluid level in the reservoir. If low, check for a leak due
to a broken line or loose connection. If either condition CARE OF TOP
exists, replace the line or tighten the connection. Then WATER-PROOFING THE TOP-Worn fabric top ma-
fill reservoir until fluid runs out of filler hole. Use only terial can be waterproofed with the use of windshield
Heavy Duty Brake Fluid.
Rubber Sealer.
Before applying the sealer, clean the top thoroughly.
IMPORTANT Remove any spots with an art-gum eraser and brush
After filling the reservoir, raise and lower the top off any dust and road dirt with a whisk broom. Use a
several times to force out air that may be trapped in sponge or brush, and wash the top thoroughly with
the system. Always check the fluid level when top lukewarm water and mild soap. Scrub the top with soap
is lowered. suds, starting in the center, and gradually work toward
the edges.
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BODY 431
the attachment of the body to the frame of the car. Un-

even tightening of body bolts, the use of too many or
not enough shims, or overtightening of body bolts may
result in distortion of the body sill and cause misalign-
ment of the doors and top fit at the header.
Therefore, before any adjustments are performed to
correct door or top misalignment, be sure that all body
bolts are tightened to a torque of 18 foot-pounds. In
some cases it may be advisable to loosen the body bolts
and drive the car a short distance to permit the body
to settle evenly on the frame. Then tighten the bolts
SHIM BODY BOLT HERE to the specified torque. If body shimming is necessary
TO CORRECT THIS HT
to obtain proper door alignment, this should be done
before attempting to make adjustments of the top fabric.
57P209
Figure 94, illustrates how to correct a door fit which
Figure 94-Body and Door Opening Adjustment is tight at the top and open at the bottom. If the door fit
were open at the top and close at the bottom, it would
be necessary to add shims at the body mounting near
When the top is scrubbed clean, wipe off the excess the front and rear of the door. In some instances, it might
suds with a clean wet cloth. Allow the top to dry and be necessary to add shims at the body brackets on the
apply the sealer evenly with a brush. right side of the car and remove them on the left side
or vice versa. However, the important thing to keep in
TOP AND REAR WINDOW PANEL mind is that shimming of the body as illustrated changes
CARE OF THE TOP FABRIC-The top fabric should the fitting of the top header panel at the top of the wind-
be brushed occasionally to remove dust and road dirt. shield frame.
An art-gum eraser will help in the removal of certain
spots and stains. The top material can be washed with POWER LINK ADJUSTMENT-With the top and all
a sponge or brush. Use lukewarm water and mild soap door and quarter glasses in the raised position, care-
suds. fully inspect both door glasses and quarter glasses for
proper fit to the top side rail seals and vertical seals.
Adjustments for proper sealing of the quarter glass to
CAUTION the roof rail weatherstrip is made at the power link
adjustment bracket with the top in the partially raised
Before top is lowered, make sure the top fabric position. See (E) in the inset of Figure 95.
is completely dry after cleaning. Dampness may
cause formation of mildew and damage the closely- To decrease clearance between the quarter glass and
folded fabric. roof rail weatherstrip, move the bracket forward. The
adjustment should be the same on both sides.
CARE OF REAR WINDOW PANEL-To clean the ROOF SIDE RAIL ALIGNMENT - PROP LINK AD-
panel, flush it with plenty of cool water to rinse off JUSTMENT-The adjustment for proper sealing of the
abrasive dust. "Dry washing" with a wet or dry cloth roof side rail seals above the door glass and of the
is not recommended. Lather surface of panel with mild header panel to the windshield locking dowels is main-
soap suds, using the palm of hand. Thoroughly rinse off ly controlled by the vertical prop links which are
all traces of soap and allow panel to air dry. fastened in the quarter panel pockets. See (E) in inset of
Figure 95.
CAUTION Two additional adjustments also affect the folding top
This panel is made of flexible vinyl plastic. It side rail seals at the top of the door glass. They are the
should never be cleaned with commercial solvents front side rail hinge stop screws and the rear side rail
such as gasoline, naphtha, or carbon tetrachloride. hinge stop screws. See insets (C) and (D) of Figure 95.
If the front side rail hinge joints above the door glass
are jackknifed open when the top is in the raised posi-
15. CONVERTIBLE TOP ADJUSTMENTS tion, correct leveling of the side rails can be effected
BODY ALIGNMENT - An important factor in the by lowering the prop link bracket. However, when ad-
proper alignment of the doors and convertible top is justing one vertical prop link, the same or practically
I
VERTICAL
PROP
LINK
fiA
FRONT SIDE RAIL PIVOT FRONT SIDE RAIL HINGE REAR SIDE RAIL HINGE VERTICAL PROP LINK
Small movement forward Stop screw can be adjusted Stop screw provides adjust- Can be adjusted up or down
or backward for smooth to bring side rails into ment of side rails to fit to obtain proper leveling
top raising or lowering proper alignment. quarter window. and centering of the top.
adjustment and fit on
header bar. POWER LINK
Can be adjusted toward
front or rear to control for-
ward travel of the top.
LOCKING TOGGLES
The locking toggles lock
the top header bar, top
and windshield header ACTUATED BY
moulding. HYDRAULIC PISTONS
57P210
Figure 95-Top Alignment and Linkage Adjustment

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BODY 433
the same adjustment should be made to the opposite cap screws at the lower end of the run channel. Then
vertical prop link. This is necessary in order to maintain hold the rear corner of the door glass tight against the
parallelism between the header panel and windshield side rail weatherstrip and tighten the cap screw. This
frame, and in addition to maintain lateral alignment of adjustment should be made whenever the front run
the header panel stops with relation to the windshield channel position is changed. See Figure 96.
plunger. Before making this adjustment loosen the top
header at the windshield to remove tension from the REAR QUARTER WINDOW ADJUSTMENT-Remove
linkage. the rear seat cushion and seat back. Remove the garnish
moulding, regulator handle and trim panel. The front
If the front side rail hinge joint is jackknifed closed, channel can be moved up and down by loosening the
turn the front side rail adjustment screws clockwise until mounting bolts located at the top and the bottom of the
satisfactory alignment is obtained. See inset (C) of front channel. See Figure 96. The rear channel can be
Figure 95. moved forward or backward by loosening the mounting
If there is a necessity to adjust the side rail screws bolts at the top and the bottom of the rear channel.
to obtain side rail alignment, turn both the front and The glass can be tilted in or out by adjusting the
rear screws sufficiently tight to remove any slack in mounting bolts on the center support channel support
the linkage. Then tighten the locking nut. bracket. See Figure 96. The down stop is located on the
TOP HEADER PANEL ADJUSTMENT-After the pre-
center support bracket.
vious adjustments have been performed and the header The upward and forward travel can be adjusted to
panel does not close easily on the header dowels, control the forward travel of the window by means of
further adjustment is provided to move the header panel a stop. See Figure 96.
forward or backward. Loosen the heaFler panel to side
rail screws and shift the header pianel forward or
backward as required. See inset (B) of Figure 95.
16. BODY SEALING PROCEDURES
If further adjustment is required, it will be necessary
to add or remove shims at number 1 and 2 body mount-
ings. Adding shims at the number 1 body mountings and
When sealing the exterior of the body, use a non-
removing shims at the number 2 body mountings will bleeding type of sealer. The newly sealed portion
tilt the windshield forward. After shimming the body should be painted the same color as the section that has
adjust doors if necessary. been sealed. At points where weatherstripping is used,
it may be necessary to refit, shim and cement the
If there is seepage across the header between the weatherstrip.
top and tacking strip, seal the cloth to the tacking strip.
Do not use an oil base sealer, as it may stain the top. DRAIN TROUGH
VENT WING ADJUSTMENT-The vent wing and door A water leak at the drip rail will show up on the
glass can be adjusted in several directions. Remove headlining, around the body pillar, on the floor or pos-
the door garnish moulding and door trim. The vent wing sibly in the luggage compartment. The drain trough is
can be tipped forward or backward by adjusting the sealed on the top of the roof panel, on the underside at
lock nuts at the vent wing brace. See Figure 96. the roof rail and at the inner edge of the roof rail, see
Figure 97. Inspect the entire length of the trough for pos-
To tip the vent wing forward, loosen the upper lock sible openings, especially at the circled areas shown in
nut and tighten the lower lock nut. To tip the vent back-
Figure 97. Using a thin wooden paddle, or a nozzle type
ward, loosen the lower lock nut and tighten the upper gun, seal any openings with Body Seam Sealer. Touch-
one. The vent wing can be tipped in or out by adjusting
up the newly sealed points.
the front door glass run channel. The lower end of this
channel is held in place by cap screws. Loosen the cap
screws to shift the channel in the elongated hole in the COACH JOINTS
attaching bracket.
The coach joints should be sealed with a hand type
DOOR GLASS ADJUSTMENT-When the vent is ad- sealer that can be painted over to match the body.
justed to fit tight against the side-rail weatherstrip, the
upper front corner of the door glass will also fit tight WINDSHIELD
against the weatherstrip. The upper rear corner of the
door glass can be made to fit against the weatherstrip Water leakage at the windshield can occur at two
by adjusting the rear run channel. To do this, loosen the places; between the weatherstrip and the fence and
Et
1. VENT WING BRACE. Adjust 2. DOOR GLASS UPPER STOPS. 3. CHANNEL BRACKET ATTACH- 4. FRONT CHANNEL ATTACHING
lock nuts to tip vent wing toward Adjust to limit travel of glass ING SCREWS. Adjust attaching SCREWS. Adjust attaching screws
or away from windshield post. in raised position. screws to obtain proper align- to move channel up or down.
ment of door glass and channels.
5. QUARTER WINDOW UPPER

STOP. Adjust screw to limit
forward travel of glass.
6. CENTER CHANNEL SUPPORT

BRACKET. Adjust attaching
screws to tilt quarter window
in or out.
Figure 96-Convertible Coupe Window Adjustment

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MyMopar.com
BODY 435
ROOF PANEL
DRIP
-MOULDING
SEALER
ROOF RAIL B-POST

WELDS
44.a. J.:
SEP20
57P214
Figure 97-Sealing Drip Mouldings and Figure 99-Apply Sealer Between Weatherstrip
Pillar Post Welds and Windshield
between the weatherstrip and the glass. To locate the FRESH AIR INTAKE
source of leak perform the following test:
Start at one lower corner and work across the bottom Openings in the seals or seams in the fresh air intake
to the other side. Another service man inside the car chamber will allow the water that normally passes
can mark the points of leakage with chalk. Continue through the vent to enter the front compartment.
from the lower corner up the side, and across the top To seal the vent chamber, carefully remove the intake
to the center, see Figure 98. Complete the test by start- grille. Seal both end seams and seam at the rear of the
ing at the other lower corner and working up the side intake, see Figure 100. Use rope type sealer or semi-
and across the top to the center. fluid sealer. Seal the support struts that the grille snaps
If the leak is between the weatherstrip and glass, pry onto. The struts should be sealed at the rear from the
weatherstrip away and apply sealer in between the underside.
glass and weatherstrip, as shown in Figure 99.
COWL AREA
WINDSHIELD WIPER PIVOTS All welded seams should be sealed with a heavy
If a water test indicates leakage around the wind- caulking compound. In addition all pad fastening open-
shield wiper pivots, check the attaching nuts as they ings, attaching bolt openings and grommet openings
may be loose. If the nuts are tight it may be necessary should be sealed to prevent water and dust leakage.
to replace the gaskets. See points 1, 12, 13, 14 and 15 in Figure 101.
AIR INTAKE PANEL
BODY
SEALER
DASH PANELS
BODY
COWL TOP SEALER 4111,.
PANEL
BODY
57P213 SEALER
58P53
Figure 98-Checking Windshield for Water Leaks Figure 100-Sealing Fresh Air Intake Seams
7. FLOOR PAN
TO FLOOR PAN
9. FRONT TO REAR
DASH PANEL EXTENSION
FLOOR PAN
FLANGE 10. BODY POST TO
FLOOR PAN AT
LOWER RADIUS
17. DASH PANEL TO (ALL)
COWL SIDES
12. SEAL SEAMS INSIDE

FRESH AIR INTAKE
5. WHEEL HOUSE 8. BODY PANEL
TO FLOOR PAN TO FILLER
BOTH SIDES
NECK TUBE
4. FLOOR PAN TO
WHEEL HOUSE
3. BODY SILL TO
WHEEL HOUSE
. SEAL OPENINGS 1. BODY SILL JOINT- 2. COACH JOINTS-

IN COWL PANEL BOTH SIDES UPPER ABOVE DOOR
(GROMMETS, AS WELL AS
ATTACHING BOLTS, 14. BOTTOM OF LOWER IN SILL
JOINTS, ETC.) "A" POST
15. DASH PANEL

TO FLOOR PAN
ROOF PANEL 6. SEALER
13. HINGE POCKETS-

ABOVE AND BELOW SEALER
HINGE IN PARTICULAR
"A" POST TO
BODY SILL DRIP MOULDING
FLOOR PAN
SEALER
ROOF RAIL QUARTER

RUBBER CORD PANEL
16. NOTE-SEAL ENTIRE
LENGTH OF DRIP RAIL
ABOVE AND BELOW
57P215
Figure 101-Body, Cowl and Floor Pan Sealing Chart

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MyMopar.com
BODY 437
HOOD SEAL
Make sure that the hood seal is properly installed in
its retainer so that it will seal properly.
4:-
HOOD HINGE BRACKET HOOD HINGE
BRACKET STUDS
Seal the hood hinge bracket to cowl panel stud holes
with a heavy caulking compound. Also, apply a ribbon
of sealer around the top and the sides of the hinge
bracket, as shown in Figure 102.
DOOR GLASS
A door glass that is too loose in the glass run channel
may allow water to enter around the glass. To correct
this condition, install strips of body elastic tape behind 57P 16
the glass run channel, as shown in Figure 103. To do

this it will be necessary to remove the garnish mould- Figure 102-Sealing Hood Hinge Bracket to Cowl Studs
ing and loosen the glass run at the top.
DOORS
Before checking doors and door glass for leakage

make certain that all doors and windows are adjusted
properly. If the doors fit properly and do not provide a
good seal after a water test is made, use a bulb filled
with powder pumped around the door weatherstrip with
the door in the closed position.
When the door is opened any gaps in the weather-
strip will allow traces of the powder to enter inside the
door opening. The weatherstrip can also be tested with
a shipping tag. If the seal is poor at only one point the
weatherstrip can be shimmed outward by putting a
strip of body elastic tape on the door and using weather-
strip cement. To replace the entire weatherstrip, free
the old weatherstrip from the door with solvent and
clean the door thoroughly of old cement. Coat the door Figure 103-Shimming Door Glass Run Channel
and weatherstrip with cement and let dry at least
twenty minutes before applying the weatherstrip to the
door. After pressing weatherstrip into place leave the
door open for at least two hours before closing. Closing
the door too soon after applying the weatherstrip will
pull the weatherstrip out of place before the cement has
completely dried.
DOOR VENT WING

Water leaks around, or through, the front vent wings
may be due to improperly adjusted wing assemblies,
resulting in distortion of the weatherstrip. If excessive
clearance is found between the vent wing and the
weatherstrip, or between the glass and window open-
ing, the garnish moulding should be removed and the
vent adjusted to the opening. On Club Sedan and Four
Door Sedans the vent wings can be shimmed inward at Figure 104-Cementing Water Shield Over
the upper pivot to provide a better seal. Door Openings
MyMopar.com
438 BODY
WATER SHIELD
The water shield over the door openings should be

cemented in place and free of wrinkles, see Figure 104.
Inspect the drain holes at the bottom of the door frame
to be sure they are not plugged, see Figure 105.
REAR WINDOW
If water enters the luggage compartment under the

package shelf. Remove the rear window lower trim
moulding and clean out the old sealer from the trough
below the weatherstrip. Apply semi-fluid sealer or rope
type sealer along the entire length of the trough. Seal
the trough at both lower corners of the window, as
Figure 105-Clean all Drain Holes in Door Frame To aid in the installation of the moulding, mark the
clip holes by placing balls of sealer to the rear of each
moulding hole. This helps align the trim moulding re-
taining studs with the holes and avoids the possibility of
moving the sealer or damaging the paint. Remove balls
of sealer when moulding is installed.
REAR DECK LID
Before water testing the deck lid make certain that

the deck lid is properly fitted. Start the water test at the
bottom and work slowly toward the top of each side.
Then work across the top of the lid. Check the two upper
SEAL THOROUGHLY
(BOTH CORNERS) and lower welded joints for proper sealing, see Fig-
ure 107.
If leakage occurs at the seam between the weather-
MARK CLIP HOLES strip trough and the deck upper panel and quarter
441 WITH SEALER
panel, fill any openings with rope type sealer and paint
Figure 106-Sealing Rear Window Trough sealer body color if necessary.
CHECK WELD JOINTS

UPPER AND LOWER CORNERS
TROUGH
57P219
Figure 107-Sealing Deck Lid Weatherstrip Trough Figure 108-Sealing Tail Light Assembly
MyMopar.com
BODY 439
SEAL BETWEEN
WEATHERSTRIP
AND BODY
SEAL ENT RE LENGTH

SEAL BETWEEN OF ROOF SEAM AND
WEATHERSTRIP WELD JOINTS
LIP AND BODY,. _
58
Figure 109-Sealing Suburban Stationary Glass Figure 110-Sealing Tail Gate Area
TAIL LAMPS the weatherstrip and the body, as shown in Figure 109.
Water test the tail lamp area for possible leakage into Remove excess sealer.
the luggage compartment. Water will enter the trunk The tail gate weatherstrip around the lower half of
area between the tail lamp housing and quarter panel the tail gate should be checked to make sure it is prop-
openings, see Figure 108. To secure a good seal use a erly cemented to the body to prevent water or dust
hand type caulking compound and seal the opening leaks.
from inside the luggage compartment.
SUBURBAN TAIL GATE
SUBURBAN QUARTER WINDOW
Check the seal between the roof panel and the roof
Water leaking between the glass and the weather- rail above the tail gate. See Figure 110. Use rope type
strip or between the weatherstrip and the body will wet or semi-fluid sealer and touch-up as necessary. Water
the floor mats below the quarter windows. These areas entering at this location passes over the inside garnish
can be sealed by applying semi-fluid sealer between mouldings and down the trim panels.
MyMopar.com
440 BODY
1957 EXTERIOR COLORS
Acme Ditzler
Color Name Fleet-X Pro-Flex Quick Set Automotive
Enamel Lacquer Enamel Lacquer
Jet Black 206 1724-L DQE-9000 DAL-9000
Satin Grey (Light) 22-7972* 7972 DQE-31324* DAL-31324
Canary Yellow 22-8015* 8015 DQE -80787 * DAL-80787
Marine Blue (Dark Met.) 22-8296 8296 DQE-11533 DAL-11533
Sky Blue (Light) 22-8297 8297 DQE-11513 DAL-11513
Jade Green (Dark Met.) 22-8298 8298 DQE-42009 DAL-42009
Meadow Green (Light) 22-8299 8299 DQE-41964 DAL-41964
Silver Charcoal (Met.) 22-8300* 8300 DQE-31226* DAL-31226
Sand Dune White 22-8301 8301 DQE-80624 DAL-80624
Ginger 22-8302 8302 DQE-21340 DAL-21340
Carnival Red 22-8304 8304 DQE-70699 DAL-70699
Dusty Coral 22-8305 8305 DQE-60244 DAL-60244
Burgundy (Met.) 22-8306 8306 DQE-50446 DAL-50446
Desert Gold (Met.) 22-8307 8307 DQE-21321 DAL-21321
*On Los Angeles built cars the following colors will be substituted
Satin Grey 22-8269 8269 DQE-31390 DAL-31390
Canary Yellow 22-8292 8292 DQE-80905 DAL-80905
Silver Charcoal 22-8270 8270 DQE-31387 DAL-31387
INTERIOR COLORS
Seat Frames Steering Column

Berry Bros. Ditzler Ditzler
Color Name Number Number Color Name Number
Jet Black 224-D-83 DL-9000 Marine Blue DAL-11626
Bingo Blue 224-B -63 DL-11609 Desert Gold DAL-21365
Desert Gold 224-N-97 DL-21321 Jade Green DAL-42065
Bali Brown 224-N-96 DL-21362
Howe Green 224-G-81 DL-42063
Clear Topcoat 118-C-18 DX-1550
Garnish Mouldings and Instrument Panels Center Pillar

Berry Bros. Ditzler Ditzler
Color Name Number Number Color Name Number
Jet Black 179-D-14 DL-9000 Jet Black DAL-9000
Marine Blue 179-B -30 DL-11533 Bailey Blue DAL-11542
Desert Gold 179-N-219A DL-21321 Toffee Tan DAL-21286
Ginger 179-N-220 DL-21340 Alton Beige DAL-21298
Jade Green 179-G-49 DL-42009 Meadow Green DAL-41964
Clear Topcoat 181-C-19 DX-1550 Wheatstone Yellow DAL-80064
Sand Dune White DAL-80624
MyMopar.com
BODY 441
1958 EXTERIOR COLORS
Acme Ditzler
Color Name Plymouth Fleet-X Pro-Flex Super Fleet Quick Set Automotive
Code Enamel Lacquer -X Enamel Enamel Lacquer
Jet Black AAA 206 1724-L DQE-9000 DAL-9000
Bluebonnet Blue (Light) BBB 22-8460 8460 11-8460 DQE-11684 DAL-11684
Stardust Blue (Med. Met.) CCC 22-8473 8473 11-8473 DQE-11596 DAL-11596
Midnight Blue (Dark) DDD 22-8459 8459 11-8459 DQE-11679 DAL-11679
Misty Green (Light) EEE 22-8461 8461 11-8461 DQE-42176 DAL-42176
Ivy Green (Med. Met.) FFF 22-8463 8463 11-8463 DQE-42128 DAL-42128
Arctic Turquoise (Met.) JJJ 22-8478 8478 11-8478 DQE-42099 DAL-42099
Metallic Suede (Med. Met.) LLL 22-8474 8474 11-8474 DQE-31437 DAL-31437
Buckskin Beige MMM 22-8480 8480 11-8480 DQE-21501 DAL-21501
Copper Glow (Met.) NNN 22-8479 8479 11-8479 DQE-21446 DAL-21446
Toreador Red (Light) 000 22-8477 8477 11-8477 DQE-70773 DAL-70773
Royal Red (Dark) PPP 22-8462 8462 11-8462 DQE-70791 DAL-70791
Metallic Coral SSS 22-8476 8476 11-8476 DQE-21435 DAL-21435
Sunflower Yellow UUU 22-8475 8475 11-8475 DQE-80951 DAL-80951
Iceberg White XXX 22-8291 8291 11-8291 DQE-8131 DAL-8131
Canyon Gold ZZZ 22-8642 8642 11-8642 DQE-21549 DAL-21549
INTERIOR COLORS
Garnish Mouldings and Center Pillars Instrument Panel Scotch Grain

Ditzler Ditzler
Number Number
Shamrock Green DL-42183 Shamrock Green DUL-42212

Jet Black DL-9000 Comet Blue DUL-11473
Comet Blue DL-11596 Reef Coral DUL-21510
Reef Coral DL-21506 Jet Black DUL-9000
Fury Brown DL-21493 Fury Brown DUL-21509
MyMopar.com
442 BODY
ANT CAPAUTT
40 WE SERIES
40140 SHUNT
evle FRO
vl
12E4.6 22 IF= 262.5 KC V3
'I 261.6 n.pEATusrlan.
VA
I2AET AUDIO
RF AMPL CONVERTER IF AMPL AUDIO DRIVER OUTPUT
J; C5 AVC ry
13 Sr 132V 13.2v TV 12V UM/
III.5v EUV 9E0E1LSI
6 12.2v
-sv
RIO
L__
I RH
,I C13 12°"
1,004 I Meg_
(00 NOT GROUND) C6
HEAT RADIATOR
TO RF swi STUD
2ND IF PAINTER PA DD ER
-a-- 2 2
D4CP/0---0113-0 24*
I2AE6 IC21:11 FUSE
ARS o I DAMP
ISTEATWO
0'
WINO
OUT AMWL
12AD6 C2
NT
OAVC CONY PAADDER
o2AET
DRIVER
i,
IDLE ST IF 128L6
R ARS BOTTOM
AMPL VI AMPL ANT COLLECTOR
SOCKET
DOTTER-YELLOW IV
JI COLUECTOR
BASE-SLACK WIRE
TUNER
COLLECTOR-RED W
EMITTER
r,..,.A.. MirTUSAI TRAPISISTOR DUKE.
DC IIESISTAMCEB
1:11111=1 11111111
NOTES
I. ALL RESISTANCE VALUES ARE IN OHMS *10%, 1/2 WATT,
UNLESS OTHERWISE INDICATED.
2. ALL CASK:IT/ACE VALUES Of 1.0 AND ABOVE ARE IN NUT
*20%; AND AU. VALUES BELOW 1.0 ARE IN MF *20%,
VOLTAGE MEASUREMENTS WERE MADE WITH SET OPERATING PROM
140 -vOLT, 0-C IMPLY; TURD CONTROL SET AT LOW -FREQUENCY
END Of SAND; NO SIGNAL INPUT. ALL MEASUREMENTS ARE FROM
POINT INDICATED TO CHASSIS UNLESS OTHERWISE SPECIFIED.
El
'..E ti. :
x om
LI,
1
111 ICZN
1
E IMIN LEI= al a=cm [0:=3

NIIEEMEI=1
177111 I1 NMI 13:=11

1=1
N ADJUST FOR 500 MA COLLECTOR CURRENT OR I.25V DC

DROP ACROSS OUTPUT TRANSFORMER PRIMARY NO
SIGNAL I4V INPUT). 00 NOT USE A VACUUM TUBE VOLTMETER
OSCILLATOR GRID VOLTAM WAS MEASURED WITH AN ELECTRONIC
VOLTMETER HAVING A ONE-WOODS PROSE ISOLATING RESISTOR.
ALL OTHER MEASUREMENTS WERE TAKEN WITH A 50,000-0ND
PER-VOLT METER.
BIM ELI=
11::EM E 111 Cali.
Ini:_..i I I J. ,
a, LI
1
FOR DNS MEASUREMENT.

57P224
Figure 1 -Radio Circuit Diagram Model 848
MEAT
ANT CAPACITY RADIATOR
4OUUF SERIES
40uUE SHUNT 2ND
6
2EMIN
OET AO AMP
A06
TRIGGER \\\\\
AGC DETECTOR 1205 AR6
AUDIO DRIVER AUDIO
12816 12 AD 6
IF= 262 5 KC 1261.6
LAY TRIGGER OUTP T
RE AMPL CONVERTER IF AMPL
FRONT
SPEAKER
-/ POO
1.047 MAGNETIC
CLUTCH
12A06
12 K5fm
CD
-
@-a
PAPSIfE
RF DIMING
RELN A--) PAINTER WITCH
Ti AMP
a e int40 ANTENNA
NOTES
UTP/ PADDEN
ARK I. ALL RESISTANCE VALUES APE IN CMOS 320%, I/2 WATT,
ANTENNA
(17:11 TUNER SOCKET 2 ALL CAPACITANCE VALUES OF 1.0 AGO ABOVE ARE IN MMF 220%.
AND ALL VALUES BELOW 10 ARE 114 ME 120%, UNLESS
OTHERWISE INDICATED.
PNONO
*Doom& SOCKET
VOLUME HG
CONTROL FT
57P226
Figure 2-Radio Circuit Diagram Model 917
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443
PART THREE BODY

SECTION II ACCESSORIES
Page
1. Radio 443
2. Heater 446
3. Directional Signal 448
1. RADIO have all been eliminated by the use of the transistor.

There is only one transistor in each receiver, the balance
The custom built Model 850, Figure 3, is engineered to of the circuit functions being performed by tubes operat-
operate in conjunction with the electrical system. This ing directly from the car battery.
radio has seven tubes, a rectifier tube and push button
The transistor is able to deliver comparatively large
tuning.
amounts of power to the speaker with only the 12 volts
Models 848, 854, and Search Tune Models 917 and 925 of the battery applied to its circuit. The service life of
are transistor powered radios. The output tubes, rectifier the radio is materially improved by the use of the
tube, the vibrator and the power supply transformer transistor. The transistor itself, when properly protected,
ANT RECEPTACLE ANT COMPENSATOR SPEAKER LEADS SPEAKER MTG SHEET

ADJ AT 1400KC METAL SCREW
SPEAKER GRILLE
SPEAKER GRILLE
MTG. SCREW, RADIO ANT LEAD-IN MOUNTING NUT
TO INSTRUMENT
PANEL, UPPER (2)
SPEAKER
RADIO ASSEMBLY
CAGE NUT, RADIO
MTG. UPPER
FUSE HOLDER
MTG SCREW, RADIO

TO INSTRUMENT
PANEL, LOWER (2)
RADIO MTG STUD CAGE NUT, RADIO

(ON BOTTOM OF RADIO) BRACKET RADIO MTG, LOWER (2)
MOUNTING INSTRUMENT PANEL
"A" LEAD SCREW, BRACKET LOCK NUT, RADIO
(CONNECT TO "BLADE" MOUNTING (2) LOCK NUT BRACKET TO MTG BRACKET
TERMINAL ON TEMP GAUGE). 57P223
MTG (2)
Figure 3-Radio Removal and Installation
MyMopar.com
444 BODY
electrically and thermally has an almost indefinite RADIO ADJUSTMENTS

service life. ANTENNA COMPENSATOR ADJUSTMENT - Turn
When testing these radios in the car or on the bench, the radio ON and with the dial set at approximately
the proper polarity must always be observed with the 1400 kilocycles, the volume at full and the antenna fully
negative being at ground potential. In the event that extended, adjust the antenna trimmer for the maximum
the polarity is reversed and the radio is left connected volume of a weak station, or background noise between
for a long period of time, it is possible for the transistor stations.
to be destroyed. In the Search Tune receiver, model
917, if the polarity is reversed the receiver will search SETTING PUSH BUTTONS-Push buttons should be
to the end of the dial scale and stop. It will be unable set up in the daytime, since weak stations are stronger
to reverse its direction of searching unless the proper at night and there is a possibility of setting a push
polarity is observed. button on a distant station carrying the same program
as the desired station.
INSTALLATION OF RADIO AND ANTENNA Turn radio on and allow it to warm up for 20 minutes.
Antenna should be fully extended and the tone control
Detailed instructions for installation are furnished should be in the high position.
with each radio and antenna package. For best radio
reception, be sure the antenna rod is clean. When in- Pull out on button (push button cap cannot be re-
stalling the antenna, route the lead in wire as far away moved), turn the manual control knob to the desired
as possible from the instrument panel wiring. After the station. Push the button in. The station is now set for
antenna and receiver have been installed the radio automatic tuning. Follow the same procedure for the
should be adjusted. remaining buttons.
SPEAKER
1221A6 125E6
IF= 262 5 KC 1PBA4 12AVG 12AGS
RF AMPL CONVERTER 1ST AUDIO 2I0 GET OUTPUT
22
VOLUTE
CONTROL
2MEG
+14V
A+ T V21
PILOT
LAMP
THIS SIbE
OF SATTER',
GROUNDED TO CASE 27 12X4
KET (FRAME OF CAR) RECTIFIER
NOTES
ALL RESISTOR VALUES IN OHMS AND ALL
CAPACITOR VALUES ARE IN }ULF, UNLESS
OTHERWISE MARKED. 2
VOLUME
1W
OFF-ON TUNING SHAFT
57P225,
Figure 4-Radio Circuit Diagram Model 850
MyMopar.com
ACCESSORIES 445
Tx 17X 50x 200 2 DOLTS AT GRID OF 120111 AT VO CYCLES
ION KC ION KC WOO KC T0202.5 KC 2025 KC TO AOC RUES FOR I WATT OUT
Cu
RA TE
1. If ,
CAC
120-210 J4, 977,11,K T01*5(57 *COON
120116 UNA 12016 TRIES

IN AMP IF AMP NT-AVC -Al AMP PEN AMP
ROWS
CAPACITORS DAWN Palm MAO. Ali altwys
NYE union DINIreise weeNst
DOLIANS kleaurel ham NMI WHARF. ...six
CAUTION
NM KYNM DAWN. I. INF Na RAND NAN.
If 6lL5 KC.
LEAD MUST It CONACTED TO POSITIVE 16 SIDE Cf
TURING RANCE SW SC 10 1610 KC.
POTTER SUPPLy.RADIO WILL NOT OPERATE AND DAMAGE
Rotbtsnus weaufell in Nor RADIAN. MTh
TO COMPODENS WILL KNEE IF COTHECTED OTHERWISE.
trAnskibr roswet
DIAL LIGHT LEAD
13.2V IC +
58P33
Figure 5-Radio Circuit Diagram-Model 854
ANT CAPACITY I F = 262 5KC

401.12F SERIES
AR9121
40141F SHUNT Ina POSH-PILL
TRIGGER I/O 1201.8 OUTPUT
128L6 12AD6 12C06 DETECTOR 1STKuDIO DRIVER
RF AMPL 33 CONVERTER IF AMPL 1/2120L8
DETECTOR
100 TI
FRONT
SPEAKER
r
2 RELAY
HOLDING
11?4 TON E 100 F.' COIL
MEG A 200 1.2 MEG. TUNER
IMEG DRIVE
MOTOR
I 2MEG
PILOT UTE
MOTOR
REVERSING
SWITCH
12AD6 FILAMENTS AY STARTING COL
OSC FODDER
AR9 0 RF FODDER 13 .2 V 0-1$i10--0
AUDIO
0
012U7I2CX6 i2ETTL60 ANTENNA
AMP
SOO+
TAF TOA
FODDER
OUTPUT LOCAL DISTANT
AR9 SEARCH
SEARCH
TUNER
NOTES
ANTENNA I. ALL RESISTANCE VALUES ARE IN OHMS ± 20%, 1/2 WATT
SOCKET UNLESS OTHERWISE INDICATED
41] 2. ALL CAPACITANCE LUES OF 1.0 AND ABOVE UNLESS MMF

AND ALL VALUES BELOW 1.0 ARE IN Mr-20%, UNLESS
OTHERWISE INDICATED.
20%,
TUNING SHAFT 58P43
Figure 6-Radio Circuit Diagram-Model 925
MyMopar.com
446 BODY
to operating position, with radio at full volume and

NOTE tuned off station.
The numbers on the dial scale indicate the frequency If tire static noise is encountered, inject Tire Static
range of the receiver. Before setting the push button, Suppression Powder, Package and black-top pavements,
tune carefully until you are exactly on the station; at both low and high car speeds, with antenna extended
turning to either side of it will result in poor tone to operating position, with radio at full volume and
quality and excessive noise. When setting automatic tuned off station.
tuning, it is preferred that the left-hand buttons
tune in the higher KC stations. If tire static noise is encountered, inject Tire Static
Suppression Powder into tires with Injector and follow
instructions on package.
REMOVAL OF RADIO CHASSIS
Disconnect radio antenna lead in wire at radio and 2. HEATER
disconnect the battery lead wire at the fuse holder, dis-
connect the pilot light head, disconnect the speaker The permanently open cowl vent type heater draws
wires from radio. Remove the four mounting screws air through the cowl vent for heating, ventilating, or
from front of radio panel. See Figure 3. Loosen the radio defrosting. An increase in air flow while driving is made
bracket mounting screw located under radio. Pull the possible by the location of the air inlet, making it
chassis out of the instrument panel. unnecessary to use the heater blower, except at low
car speeds.
TIRE STATIC
For winter operation the vent permits air to flow
After completion of radio installation, road test car through the plenum chamber into the heating core,
for static on dry concrete and black-top pavements, at through the heater housing, blower and distribution
both low and high car speeds, with antenna extended duct and into the passenger compartment.
LOUVER
BEZEL
DAMPER CONTRO
FAN SWITCH AND
DEFROSTER CONTROL
TEMPERATURE AND DOOR CONTROL
*, CONNECTO
DEFROSTER CONTROL KNOB-----.4 't
FAN SWITCH KNOB 76NUT
1 14 DEFROSTER DUCT
KNOB , SCREW
SET SCREW
BEZEL S SCREW
TEMPERATURE
BRACKET--- I
I vob...
CONNECTOR
I
CONTROL CABLE
die CLAMP \ SPACER
SCREW - -40
SEAL
DISTRIBUTION DUCT
DAMPER CONTROL CABLE tr
SCREW
CLAMP
VALVE
HOLE PLUG
57P227 CAPILLARY TUBE
Figure 7-Heater Installation Passenger Side of Car
MyMopar.com
ACCESSORIES 447
Passenger compartment temperatures are automati-

cally controlled by means of a modulating water valve
HEATER
adjusted by moving the temperature control to the MOTOR
desired point. For summer operation a ventilator door FUEL GAUGE
is provided in the fire wall to direct fresh air from the BLACK - I,
cowl vent opening into the driver compartment. This WHITE
STRIPE
door can be easily opened or closed by a convenient
foot pedal.
HEATER
Toggle action hinge assures positive clamping of the oc SWITCH
door to prevent possibility of air, dust or water leakage. ea
Air enters the cowl vent opening and by-passes the

heating system and enters through the ventilation door.
Heated or unheated air is distributed to the windshield 57P220
through two circular louvered grilles mounted on the
top surface of the instrument panel, as shown in Figure Figure 9-Heater Wiring Diagram
7. The defrosting air from the grilles covers the entire
windshield. A damper in the distribution duct diverts BLOWER MOTOR
the air to the windshield for defrosting. Disconnect the wires to the blower motor. Remove
the blower mounting studs and remove the blower
motor as shown in Figure 8.
INSTALLATION OF HEATERS
HEATER CORE
Instructions for installation of heater and adjustment REPLACEMENT-Drain the cooling system. Discon-
of controls are furnished with each heater package. nect the heater hoses at the heater core. Disconnect the
HEATER CORE
HOUSING AND CORE ASSY.
GROMMET
CORE GASKET
OUTLET HOSE
(HEATER TO WATER PUMP) ,4
NUT AND
WASHER
* STUDO
HOUSING
'`.-"SEAL
BLOWER
HOUSING BLOWER HOUSING
GASKET NUT
CONNECTOR
INLET
INLET HOSE TO HOSE
UPPER (CURVED)
/0"--CLAMP
PIPE OF VALVE
ELBOW
A
/ HOSE
CLAMP BLOWER
SPACER WHEEL
HOSE-ENGINE TO UPPER WATER NUT
/
VALVE/ NIPPLE
(CURVED) PIPE OF VALVE
HOSE
PUMP
OUTLET HOSE
LOCKWASHER
FLAT WASHER
CLAMP
GASKET/t CYL. HEAD
."-*--MOTOR MTG. PLATE
NIPPLE
RETAINER
BLOWER AND "- filliOF\SCREW
SCREW
HOUSING MOTOR
No ASSEMBLY
VALVE TO
HEATER HOSE MOTOR COOLING TUBE
MOTOR COOLING TUBE BLOWER ATTACHING SCREW WATER PUMP 57P228
Figure 8-Heater Installation Engine Side of Car
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448 BODY
ALL SIX WIRES SHOULD BE CONNECTED 57P221

TO CORRESPONDING COLOR AT SWITCH
TAN RED BROWN

TAN
TAN & WHITE DK. GREEN
T. GREEN T. GREEN
WHITE
LT. GREEN
(:/v) FLASHER
SOCKET
DIRECTIONA STOP
BLACK ACC LAMP
SIGNAL
INDICATOR GN. SWITCH
LAMP ST.
YELLOW
STARTER & IGN.
RIGHT LE E RIGHT
AM SWITCH
FRONT DIRECTIONAL REAR DIRECTIONAL

SIGNAL LAMPS SIGNAL LAMPS
Figure 10-Six Wire Directional Signal Circuit
blower motor wires. Remove attaching screws from 1. EXTERNAL INTERFERENCE-This type is due to
heater housing. Remove heater housing and remove street cars, neon lights, power lines, buses, other auto-
heater core from housing. mobiles, high tension lines, etc. This interference can
After installing heater core, housing, wires, as shown be readily identified by driving into another locality and
in Figure 9, and hoses, fill cooling system and make sure checking the radio for a change in the intensity of the
all hose connections are tight. Check for leaks. interference at various locations.
2. IGNITION SYSTEM OR GENERATOR INTERFER-
3. DIRECTIONAL SIGNAL ENCE-This type of interference appears in the form of
The directional signal lever is located on the left side discharge, or a hum or whine from the generator. To
of the steering column and returns automatically to the identify this interference, shut off the engine with the
neutral position when the turn is completed. Green radio turned on but not tuned in on a station. If the noise
indicator above and to the left of the speedometer disappears, the interference is coming from the ignition
flashes simultaneously with bulbs in tail and parking system or the generator.
lights until turn is completed.
3. BACKGROUND NOISE INTERFERENCE-This in-
The directional signals operate by turning the key terference may result when the radio is tuned in on a
either to the left or right, thereby offering a safety distant station which has a very weak signal. It is
flashing light when parked at night. introduced when using the full volume of the set under
The turn indicator switch prevents the stop light from certain conditions. In most cases, the interference may
operating on the side where the directional signal is be due to atmospheric conditions or to a certain amount
flashing. The flasher is so constructed that even though of inherent noises from tubes and radio set.
the indicator lamp is burned out, the directional signal 4. SUPPRESSING INTERFERENCE-Antenna or re-
lights will operate. ceiver interference may be picked up by the antenna or
Detailed installation instructions are furnished in the the receiver. To determine which unit is picking up the
Directional Signal Package. See Figure 10 for wiring disturbance, disconnect the antenna lead at the receiver
diagram. and plug it into another antenna. If the interference
disappears the disturbance is being picked up by the
4. DIAGNOSIS PROCEDURES antenna. If the antenna is picking up engine interfer-
ence, make sure the antenna lead is properly shielded
RADIO INTERFERENCE and connected to the receiver. Make sure the lead is
Four types of interference may be encountered, each properly grounded. Check all high tension wires that
must be identified before an attempt is made to elimi- connect with the distributor cap and ignition coil for
nate the interference. good contact with the terminal inserts. Push these wires
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ACCESSORIES 449
in their receptacles as far as possible to insure good MOUNT UNDER GROUND

contacts. GENERATOR NOISE LEAD SCREW
SUPPRESSION CONDENSER
If antenna lead-in is not properly routed, interference
DO NOT CONNECT
may occur. The antenna lead-in should extend through TO FIELD TERMINAL
the grommet, over and away from all other wires to the
antenna socket on the radio.
If the interference continues after these steps are
taken, part of the disturbance may be picked up by the
receiver, the battery or the pilot light lead. If such is
the case, make certain all ground connections are clean
and tight.
ELECTRICAL SYSTEM-Sometimes, interference may
be caused by loose wires in the electrical system. Check CONNECT TO "A"
57P229 ARMATURE TERMINAL
connections to all lights, horn buttons, cigar lighter, etc.
Make sure contacts are clean and tight. Figure 12-Suppressing Generator Noises With
Condenser
IGNITION SYSTEM-A good precaution to follow in
preventing interference from this possible source is to
keep the ignition system in good condition.
NOTE
Make sure spark plugs are clean and properly In some cases, electrical disturbances from nearly
gapped. Also, check for burned or improperly adjusted all power lines or other electrical equipment may be
distributor points. confused with ignition interference. Such disturb-
COIL -A condenser which filters out noise from the ances may be heard whether or not the engine is
coil comes with each radio; for proper installation, see running. Check radio for ignition interference in a
Figure 11. locality that is free from other sources that might
produce like noises.
GENERATOR-A condenser which filters out noise
from the coil comes with each radio set. When installing
RADIO DOES NOT OPERATE
the condenser be sure not to connect it with the field
terminal, otherwise, damage to the voltage regulator Check the fuse. If the fuse is good, check for the fol-
may result. For proper installation, see Figure 12. lowing conditions. Break in the cable wire, defective
contact in fuse socket or defects in receiver wiring.
VOLTAGE REGULATOR-A condenser which filters
out noise from the Voltage Regulator comes with each If voltage is available at receiver, listen closely to
radio; for proper installation, see Figure 13. determine if the "B" power supply on the vibrator is
COIL MOUNTING
BRACKET CLAMP
BOLT
PRIMARY POST
55P1331
Figure 13-Suppressing Voltage Regulator

Figure 11-Suppressing Coil Noises With Condenser Noises with Condenser
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450 BODY
3. AIR BOUND-If an air bound or air lock condition

CAUTION exists in the heater, heat output will be affected. This
Do not use a fuse of higher amperage as It may
means that air has entered the system and may have
become trapped, limiting the circulation of the hot water.
cause damage to the radio transformer.
To correct condition by forcing out the trapped air,
loosen heater outlet hose with the engine running. Be
operating. A humming sound will be heard if the sure the temperature control valve works freely. Make
vibrator is working. If a vibrator is defective, it should sure the fan and motor are operating properly.
be replaced. 4. THERMOSTAT-Insufficient heat sometimes can
be corrected by the installation of a high temperature
Vibrator points which are stuck together can some-
thermostat which starts to open at 180 degrees F., and
times be jolted loose by momentarily touching the two
is fully open at 200 degrees F. Never use a high tempera-
fuse leads together. Do not hold leads together for more
ture thermostat if an alcohol base anti-freeze is used
than a second as a direct short is created if the vibrator
does not start to function.
in the cooling system. Alcohol has a boiling point of
less than 200 degrees F., and the coolant will boil off
If the vibrator is working but the set will not operate, when a high temperature thermostat is used. Use only
remove the radio for checking of the tubes or necessary a permanent type anti-freeze with a high temperature
repairs. thermostat.
HEATER LEAKAGE DIRECTIONAL SIGNAL LAMP WILL NOT LIGHT

HEATER HOSES-Coolant may leak out of the system If directional signal lamp bulb is burned out, turn
at heater hose connections, at water outlet elbow and indicator lamp will not light when the circuit to the
heater core. Tighten connections as necessary. Install burned out bulb is energized. If bulb is in satisfactory
new hoses if needed. Check hoses for proper installation. condition and all connections are tight, the cause may
be: A defective flasher, or switch; frayed or worn insu-
HEATER CORE-If the defroster is working satisfac-
lation; a break in feed wire from ignition coil to flasher,
torily, yet moisture or fog is not removed from the wind-
or in the feed wire from flasher to switch.
shield, inspect heater core and connections for a small
leak. If such is the case, the leaking coolant may vapor-
ize and fog the windshield and windows. Make sure TURN INDICATOR LIGHT WILL NOT LIGHT
heater drain tubes allow water or moisture which might WHEN TURN IS MADE
enter through the cowl ventilator to pass out heater TURN INDICATOR LIGHT WILL NOT LIGHT WHEN
housing. TURN IS MADE IN ONE DIRECTION-If such a con-
dition occurs, check for a burned out signal light bulb,
INSUFFICIENT HEAT a loose connection, or a poor ground in the circuit.
1. VENTILATOR DOOR-Check ventilator door for
TURN INDICATOR LAMP WILL NOT LIGHT WHEN
proper sealing. If ventilator door is not fully closed, cold
TURN IS MADE IN EITHER DIRECTION-If the turn
air will enter directly into the passenger compartment.
indicator lamp does not light when a right or left turn
2. TEMPERATURE CONTROL VALVE-If the tem- is made, but the signal lights operate, either the indica-
perature control valve is not operating properly, make tor bulb is burned out or the flasher is at fault and needs
sure it fully opens and closes. to be replaced.
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451
PART THREE-BODY
SECTION II AIR CONDITIONING
Page Page
1. Air Conditioning 451 14. Precautions to Observe in Handling Tubing . 464
2. Inspection and Testing of Complete Air 15. Measuring Compressor Oil Level 464
Conditioning System 455 16. Removal and Installation of Air
3. Precautions to Observe in Handling the Conditioning Unit 464
Refrigerant 457 17. Removal of Heater Core (with Evaporator
458 Housing Removed) 465
4. Installing Gauge Set Manifold
18. Receiver Strainer-Drier 465
5. Testing for Leaks with Leak Detector 458
19. Replacement of Receiver Strainer-Drier
6. Checking Refrigerant by Sight Glass
Fusible Plug 465
Method 458
20. Removal of Expansion Valve 465
7. Discharging the System 458
21. Testing Expansion Valve 465
8. Evacuating and Sweeping System 459 22. Removal and Installation of Compressor ..466
9. Moisture in Air Conditioning 459 23. Removing Compressor Cylinder Head 466
10. Charging the System (Using Moisture 24. Servicing the Magnetic Clutch 468
Detecting Eye with Drier Cartridge) 461 25. Test Procedure 469
11. Testing Thermal Switch 462 26. Thermal Switch Operation Test 472
12. Testing for Proper Super Heat 462 27. Overall Performance Test 472
13. Testing Electrical Switches and Control 28. Checking Evaporator Housing for Air Leak . .474
Circuit 463 29. Service Diagnosis 475
1. AIR CONDITIONING The controls are so arranged that the recirculating

feature is only employed when maximum cooling is
A new combined Heater and Air Conditioning Unit, required.
as shown in Figure 2, has been developed for the
Plymouth cars. The unit is located under the dash area DEFROSTER OR COOLING OUTLET GRILLES
and provides temperature control for all-weather driving. OUTSIDE COWL
EVAPORATOR COIL VENT INTAKE
Temperature control is obtained through a reheating
process. For summer operation, the air is dehumidified HEATER CORE
and cooled as it passes through the evaporator coil and
RECIRCULATING
then reheated, by the heater core, to a temperature that DOOR
is selected by the driver. The amount of heat added to POWER PISTON
the air as it passes through the heater core is controlled
by the flow of hot water through the core and is regu-
lated by a modulating valve. This reheat type of tem- 1 WATER FLOW
perature control gives maximum dehumidification with CONTROL'
any cooling. ;-"VALVE
During the heating cycle, outside air is introduced

into the system through a permanently open vent in
the top of the cowl section, as shown in Figure 1. Fresh \AIR CONDITIONING
air is drawn through both the cooling and heating coils HEATER SWITCH
by the centrifugal blower, as shown in Figure 3. The CONTROL LEVER
air heated by the heating coil, is then forced into the PLENUM BLOWER \
CHAMBER PANEL AND FLOOR DUCT
duct for distribution.
DISTRIBUTION DUCT \ DAMPER CONTROL 57x589A
The cooling cycle is similar except that the air may be
brought from the outside or it may be recirculated Figure 1-Heater-Air Conditioning Passenger
through the recirculating door, as shown in Figure 4. Compartment Installation
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452 BODY
OUTSIDE AIR COWL

VENT INTAKE
TO ENGINE
BLOCK
HEATING CORE
EVAPORATOR COIL
TO DISTRIBUTION
DUCTS ONE -PIECE MOLDED
PLASTIC HOUSING
, ..--- BLOWER
WATER FLOW ....
..... ".....
CONTROL VALVE
.....
..... . EXPANSION VALVE

COMPRESSOR LINES
11')'
FROM ENGINE
BLOCK 57X 587A
Figure 2-Heater-Air Conditioning Engine
Compartment Installation
OPERATING CONTROLS the water temperature valve through a control cable;

the fresh air and recirculating door (through two electric
The controls for the heater-air conditioner are par- switches), solenoid valve, and power piston assembly,
tially power actuated. The main control lever operates as shown in Figure 5.
WARMER-, COOLING HEATING
WARMER -flA COOLING HEATING
OFF
OFF
COLD
COLD
COWL VENT DOOR OPEN COWL VENT DOOR (CLOSED
RECIRCULATING
DOOR (OPEN)
DAMPER DOOR
NOZZLE
BLOWER
57x597 A 57x596 A
Figure 3-Blower Motor and Vent Door Figure 4-Blower Motor and Vent Door
Operation Door Open Operation Door Closed
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AIR CONDITIONING 453
RECIRCULATING
DOOR
0 0
DRAIN AUXILIARY DRAIN
PISTON
TUBE TUBE FOR AIR AND
ASSEMBLY
OIL LEAKAGE PAST
TWO WAY PISTON
TWO WAY SOLENOID
VALVE
SOLENOID
VALVE
CHECK
VALVE CHECK VALVE
TO PREVENT
TO POWER LOSS OF OIL ROM HIGH y 7.--TO LOW PRESSURE
ENGINE PISTON PRESSURE PRESSURE k./ POINT IN ENGINE
OIL PAN DURING ENGINE POINT IN ENGINE OIL SYSTEM
IDLE OIL SYSTEM
HIGH PRESSURE ENGINE OIL 57x590

OIL CIRCUIT WHEN ACTUATION IS REQUIRED
Figure 5-Power Piston and Recirculating (RECIRCULATING DOOR OPEN 1
Door Operation
OIL CIRCUIT WHEN PRESSURE IS NOT REQUIRED
COOLING HEATING
(RECIRCULATING DOOR CLOSED) 57 X 499
WARMER
Figure 7-Power Piston Hydraulic Circuit
OFF COLD
FRESH AIR DOOR (CLOSED) DISCHARGE SUCTION TO TEMPERATURE

LINE LINE CONTROL SWITCH
4141191%, COMPRESSOR
)11
THERMAL
SWITCH
TO
RECIRCULATING
DOOR (OPEN)
DAMPER
))- COMPRESSOR
CLUTCH
6-- CONDENSER
EVAPORATOR-4'
NOZZLE DISTRIBUTOR
58P31
Figure 6-Recirculating and Fresh Air

Door Operation LIQUID EXPANSION
RECEIVER-STRAINER-DRIER LINE VALVE 57x593
When the solenoid valve is energized, it permits Figure 8-Heater-Air Conditioning (Schematic)
engine oil pressure to act on the power piston, closing
the cowl vent fresh air door and opening the recirculat- The toggle switch, with positions marked "Cooling"
ing door. Figure 6, shows fresh air and recirculating and "Heating," permits the energizing of the compressor
doors. Figure 7, shows schematic diagram of hydraulic clutch circuit and the resistance coil of the water tem-
circuit for operating the power piston. perature control valve. This action occurs when the
Two separate control knobs are located on the in- toggle switch is in the "Cooling" position. When the
strument panel. The knob marked "B" is used to control switch is in the "Heating" position, it insures that these
the blower motor speed. Three speeds are available circuits will not be energized. The main control lever
through the selection of wire taps in the motor fields. must be in some position other than "Off" to permit the
The first position of the knob is "off," the second posi- closing of the clutch and coil circuits by the toggle
tion is "low," the third position is "medium" and the last switch. The position of the toggle switch effects the
position is "high." Positions are obtained by turning the operation of recirculating door.
knob in a clockwise direction.
The knob marked "D" controls the positioning of the
POSITIONING CONTROL LEVER
distribution duct damper, and is used to proportion the
air distribution between the instrument panel grilles Moving the main control lever from "Off" to "Cold"
and the distributor duct nozzle. (No. 2 position), with the toggle switch in "Cooling"
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454 BODY
CONTROL ACTIONS
WITH ENGINE FRESH AIR DOOR CLOSED
COMPRSSOR CLUTCH
RECIRCULATING DOOR OPEN 18 BLUE
OPERATING
NO. 1 SWITCH OPEN
NO. 2 SWITCH CLOSED
FRESH AIR DOOR OPEN- THERMAL SWITCH
NO. 1 SWITCH CLOSED
r - RECIRCULATING DOOR CLOSED- "FOOLER" ELEMENT RHEOSTAT
HEATING NO. 2 SWITCH CLOSED WATER VALVE / (RESISTANCE DECREASES AS
FRESH AIR DOOR OPEN- WATER VALVE IS OPENED)
NO. 1 SWITCH CLOSED
r- 8 WHITE - 18 WHITE
RECIRCULATING DOOR CLOSED-
OFF NO. 2 SWITCH OPEN
8 RED
4111111111 SWITCH NO. 2 SWITCH NO. 1

WARMER...O COOLY HEAT
COLD
CLUTCH CIRCUIT CLOSED NORMALLY OPEN
FOOLER CIRCUIT CLOSED Y OPEN NORMALLY CLOSED
FRESH AIR DOOR OPEN FRESH AIR AND 18
NORMALLY
COOLING RECIRCULATING DOOR CLOSED RECIRCULATING RED
CLOSED
NO. 1 SWITCH CLOSED DOOR SOLENOID
NO. 2 SWITCH OPEN (ENERGIZING OF
SOLENOID CIRCUIT 18 YELLOW 18 WHITE
CLUTCH CIRCUIT CLOSED 18
CLOSES FRESH AIR
FOOLER CIRCUIT CLOSED BLACK AND OPENS
FRESH AIR DOOR CLOSED RECIRCULATING
RECIRCULATING DOOR OPEN DOOR) COOL HEAT
NO. 1 SWITCH CLOSED
NO. 2 SWITCH CLOSED SELECTOR SWITCH
CLUTCH CIRCUIT OPEN
FOOLER CIRCUIT OPEN
-0--18 RED IGNITION SWITCH
0 INDICATES FRESH AIR DOOR CLOSED CAR COOLING
POSITION OF RECIRCULATING DOOR OPEN BLOWER SWITCH TEMPERATURE
NO. 1 SWITCH OPEN BATTERY
MAIN LEVER GAUGE
ARM NO. 2 SWITCH CLOSED
j
!
16 DARK GREEN-
WHITE STRIPE
HIGH IIIIIIII
CAR COOLING AND HEATER
16 TAN-WHITE STRIPE 14
BLOWER MOTOR
BLACK
1 6 BROWN-WHITE STRIPE 16 BLACK
16 BLACK-WHITE STRIPE 57x508
Figure 9-Heater-Air Conditioning Wiring Diagram
position, results in the following sequence of operations. As the main control lever is moved from the "Cold"
1. Compressor clutch and water valve heating ele- position to the No. 3 position, with the toggle switch in
ment is energized. See Figures 8 and 9. "Heating" position the lever mechanism picks up the
2. Fresh air door closed and recirculating door open cable controlling the water temperature control valve
resulting in 100% fresh air. and prepares to open valve.
3. Moving the main control lever to the right from Moving the main control lever from position No. 3
the "Cold" (No. 2 position) with toggle switch on "Cool- through "Warmer" to position No. 4 opens the water
ing" position, the following operational sequence will temperature control valve. At the warmest point in the
occur: "Heating" position, the water valve allows the tempera-
1. The fresh air door opens and recirculating door ture of the discharge air to reach approximately 130°F.
closes due to de-energization of the solenoid valve. The fresh air door will always open and the recircu-
2. Full fresh air cooling obtained. lating door will always close when the car engine is
3. Lever mechanism picks up the cable controlling stopped. This puts the system in a "safe" position for
the water temperature control valve and prepares to car washing or parking during a rainstorm.
open the valve.
Moving the main control lever from position No. 3 AIR DISCHARGE AND DISTRIBUTION
through "Warmer" to position No. 4 opens the water
temperature control valve. At the warmest point in the Cooled or heated air can be distributed to either the
"Cooling" position, the water valve will allow the upper or lower level of the car and it can be propor-
heater core to reheat the cooled air to approximately tioned between the upper and lower level.
75°F. Conditioned air is forced into the car by the blower.
Moving the main control lever from "Off" to "Cold" The air enters a distribution duct and can be discharged
(No. 2 position) (with toggle switch in "Heating" posi- toward the floor of the car through the nozzle, as shown
tion) de-energizes the solenoid valve, allowing the rein Figure 10, or it can be forced through two discharge
circulating door to close and the fresh air door to open, grilles in the top of the instrument panel by means of
resulting in fresh air ventilation. a damper. In general, the air will be discharged to the
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MOVABLE LOUVERS
CONTROL CABLE
CONTROL SENSOR TUBE
CABLE OPENING
BRACKET CAPILLARY TUBE
NOZZLE IN BLOWER
CLIP
DU T OUTLET DUCT
WATER VALVE RESISTANCE COIL

FOOLER
ELEMENT CONTROL
SWITCH
REINFORCEMENT CAPILLARY WIRE
TUBE
58P98
57x595
Figure 10-Lower Distribution Duct and Nozzle Figure 11-Capillary Tube and Water Valve
lower level for heating, the upper grilles for defrosting then tend to close, thus reducing heating of the air and
and a combination of the openings used for air con- shifting the temperature to the desired level.
ditioning.
The discharge grilles, in the top of the instrument
panel can be rotated 360°. Also, the grilles have de- 2. INSPECTION AND TESTING OF
flectors which can be used to direct air as desired by AIR CONDITIONING SYSTEM
the occupants.
PREPARATION FOR TESTS
TEMPERATURE CONTROL Move car into a well ventilated area and shut off
engine. Then connect exhaust suction system to tail
For summer operation, the air is dehumidified and pipe.
cooled as it passes through the evaporator coil and
then reheated, by the heater core, to the desired Inspect condenser and radiator for bugs, etc. Remove
temperature. all obstructions by blowing with compressed air.
A thermostatic switch is used to prevent the evapo- RADIATOR
rator coil from frosting-over and is installed in the
evaporator to sense the fin temperature of the coil. As Check radiator pressure cap. A 14 pound pressure
the temperature of the evaporator fins decreases to a cap and a 180°F. thermostat is used in all models.
point where frost-over might occur, the thermal switch Check cooling system and add water or anti-freeze
will break the compressor clutch circuit, stopping re- to maintain proper level. The cooling system must be
frigeration until the fin temperature increases to a point protected to a temperature of 20° above zero for
above the freezing point of water. summer.
The same modulating water valve is used for tem- COMPRESSOR BELT
perature control for both heating and cooling. The Check compressor belt tension with a 5 pound pull
temperature range of the valve is changed by an elec- scale in center of longest belt span. Compressor belt
tric resistance heating coil when cooling is selected by deflection (each belt) should be 6 inch for a new belt
the operator. For the heating cycle, this temperature and 3/46 inch for used belts. A belt having a minimum
range will be from about 75°F. to 130°F. The discharge of 1/2 hour engine run is considered a used belt. Always
range for Air Conditioning, at summer operation, will replace both belts. Never run a new belt with an old
be approximately 40°F. This shift in the temperature belt.
range is accomplished by the heating of the valve's
BLOWER MOTOR
temperature sensitive secondary capillary tube with a
resistance heating coil wound around the second Check for loose or poor electrical connections, see
capillary tube. Heating the secondary tube, in effect, Figure 9. Check blower switch. Make a blower circu-
"tricks" the primary capillary tube, Figure 11 (located lation check by operating the blower on each of its
in the distribution duct), by making it appear warmer three operating positions: "low," "medium" and "high."
than the discharge air flowing over it. The valve will Check for change in operation speeds and circulation.
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456 BODY
HEATER BLOWER OPENING With compound gauge reading 20 to 25 inches of

vacuum rotate valve stem of discharge service valve
clockwise until valve is completely front-seated. Open
the right hand shut-off valve counter clockwise on the
gauge manifold set. This will allow the small amount
of gas trapped between compressor and discharge
valve to vent down to zero reading through gauge mani-
fold set center connection hose.
Open left hand shut-off valve on manifold, remove
hose from center connection of gauge set. Attach capac-
ity test cap, Tool SP-2922, to center connection of gauge
4/ 4,
set manifold.
PLENUM CHAMBER DRA N OPENINGS . Disconnect manifold hose from suction service valve
PLENUM CHAMBER A, `lk ' 6% leaving service port open. Test cap must be absolutely
WATER VALVE 58P47 clean before installation on gauge set connection. Wash
with solvent and blow dry. Test cap is meter drilled and
Figure 12-Plenum Chamber and Drain Openings wire or similiar instrument should never be used to
open the vented orifice. If this is done a doubtful gauge
reading may result.
DRAINS
Close left hand shut-off valve on manifold while
Check plenum chamber and air conditioner housing noting the pressure rise reading on high pressure
drains, Figure 12, for being clear. gauge.
Operating engine at exactly 500 r.p.m. the pressure
COMPRESSOR CAPACITY TEST reading on high gauge should read 165 to 185 psi. To
To make a compressor capacity test, the system must make sure reading on gauge is correct, open and close
be isolated from the compressor. In isolating the com- the left hand shut-off valve (on gauge) set several
pressor from the system, a .020" test cap, Tool SP-2922, times. If pressure readings rise on gauge and corre-
must be used to measure the amount of air pressure spond to specified specifications, the compressor is
the compressor delivers at a given engine speed. functioning up to specifications. If pressure reading is
To make a compressor capacity test with a test cap, below specifications and tachometer and gauge is read-
proceed as follows: Start engine and operate at 1200 ing accurately, stop engine and check compressor oil
r.p.m. Then, turn blower switch to "High" and tempera- level since low oil level will cause a low capacity test
ture control lever to "Cold" position. Open car windows. reading.
Allow engine to operate until engine and compressor Add oil to compressor (if necessary) and recheck the
are up to normal operating temperature. Stop engine compressor for capacity test readings. If compressor
and remove the valve stem protective caps from suction pressure is below the prescribed specifications the com-
and discharge valves. Use rachet wrench, Tool C-3361A, pressor valve plate assembly should be replaced.
and back-seat both suction and discharge service After replacing valve plate on compressor (if neces-
valves by turning valves counter clockwise all the way. sary) make a capacity test to again determine com-
Remove service port caps from suction discharge pressor pressure capacity. If compressor (with oil level
service valve and attach hoses from gauge set mani- corrected, and valve plates replaced) does not come up
fold, Tool C-3627. to specified pressure, remove suction service valve from
Attach hose from compound gauge, on left of gauge compressor.
assembly, to the suction service port. Attach hose from Inspect suction screen (located in opening under
right gauge to discharge service port. valve) and see that it is clean, and that gasket is prop-
Close both right and left hand shut-off valves clock- erly seated. If screen is clean and gasket is not damaged,
wise on the gauge set manifold. Start engine and with and compression test does not come up to specifications,
compressor operating, adjust engine speed to exactly the compressor should be replaced. When replacing
500 r.p.m. compressor, an adjustment must be made to compen-
With rachet wrench, Tool C-3361A, rotate valve stem sate for oil remaining in system. Check and correct oil
of suction service valve clockwise until valve is com- level in compressor (2" to 21/2" dipstick measurement),
pletely front-seated. Front seating the valves will cause 1/2" drill rod should be satisfactory.
suction pressure to drop to zero, and from a zero read- Start engine and run for approximately 15 minutes
ing to a vacuum reading "pumping down" all of the and check oil level again. Add or subtract to maintain
refrigerant out of the compressor. specified limit. Remove compressor test vent cap from
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NOTE
On early 1957 production a tecumseh compressor
was used and the oil level should be 3/4" to 1".
manifold and wrap cap in clean cloth to protect orifice MOISTURE

DETECTING
from dirt and grit. EYE
Open right hand shut-off valve on manifold gauge
set. Close left hand shutoff valve. Connect suction hose
to service port of suction service port. MOISTURE DETECTING
With engine running at 500 r.p.m. and compressor EYE DRIER CARTRIDGE
engaged, "pump down" the compressor by bleeding the
air out of compressor through manifold gauge center
connection. When 25 to 28 reading is indicated on
vacuum gauge, turn suction service valve a fraction of
a turn counter clockwise for a few seconds and then
front-seat the valve. This will allow small amount of
gas accumulated in suction line to flow into compressor
and crankcase, mixing with and to be absorbed by the
oil. This operation will also cause the gas to flow
through the compressor's cylinder and out through the
manifold gauge center connection.
Probe the gauge center connection with tip of finger.
If probing with finger at connection indicates no more
gas is flowing, close right hand valve on manifold
gauge set.
Stop engine and turn both suction and discharge
service valves counter clockwise until they are com-
pletely back-seated. After back-seating each valve, turn
(each valve) one turn clockwise to operating test
position.
After completion of test, turn both suction and dis- 57X 502
charge service valves counter clockwise until they are Figure 13-Refrigerant Tank Detecting Eye and
fully back-seated. Open both hand shut-off valves on Drier Cartridge
manifold to release pressure on manifold gauge hoses.
Disconnect and remove hoses from both service valves,
then replace valve stem and service port caps and both CAUTION
service valves. Adjust fan belt and check both cylinder
head to compressor attaching bolts for tightness. Do not expose eyes to liquid. Do not rub eyes if
splash of refrigerant hits them. Apply cold water
immediately to area of eye to gradually raise the
3. PRECAUTIONS TO OBSERVE IN temperature above freezing point. The use of anti-
HANDLING THE REFRIGERANT septic oil is helpful since oil forms a protective
When properly used, refrigerant is harmless. A few film over eye ball until medical aid can be obtained.
simple precautions, however, should be observed to Warning: Safety Goggles, C-3355, should be worn
guard against injuries or sickness that might occur when to protect the eyes.
refrigerant is improperly handled. Use care to prevent moisture entering system. It
CAUTION is imperative (when sweeping or charging the
Do not discharge refrigerant in area where an system) that the refrigerant be passed through a
open flame is present. The refrigerant normally is Drier and Dry-Eye assembly before the refrigerant
non-poisonous. A concentration of gas in a live enters the Air Conditioning System. (See Figure 13
flame, however, will produce a poisonous gas. for methods of attaching Dry-Eye and Drier to tank
Splashing refrigerant on bright metal or chrome assembly.) To avoid moisture and free water en-
should also be avoided because the gas will tar- tering the system, use only sealed and unopened
nish bright metal. charging refrigerant tanks.
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458 BODY
4. INSTALLING GAUGE SET MANIFOLD Follow the steps in "Installing Gauge Set Manifold"
and "Charging System" but eliminate those steps
Remove valve stem protective caps from compressor involving scale.
discharge and suction service valves. Using Tool Start engine and operate at 1200 r.p.m. Turn blower
C-3361A, make sure both valves are completely back- control switch to "high" position and temperature
seated (counter clockwise). The normal operating posi- switch to "Cold." Now rotate both suction and discharge
tion is when valve is rotated in a counter clockwise service valves one turn (clockwise). Where discharge
direction. This position also isolates service valve ports gauge hand fluctuates (when engine is running), close
from stem pressure. discharge valve slowly (counter clockwise) until gauge
Remove protective cap from both discharge and suc- hand steadies. Charge through drier.
tion service port fittings. Install a test hose from 600 Install drier, as shown in Figure 13. Open tank valve
pound gauge fitting on Tool C-3627 to discharge service
one turn. Open suction valve on gauge manifold
valve port fitting. Install a test hose from 30 pound slightly (counter clockwise). Control refrigerant enter-
compound gauge fitting on Tool C-3627 to suction serv-
ing system with this valve. Do not allow suction pres-
ice valve port fitting.
sure to exceed 60 psi.
Turn both valve handles of gauge set Tool C-3627,
clockwise as far as they will go. This will completely Carefully watch sight glass. Close gauge manifold
seat valves and isolate gauge set manifold center outlet valve (clockwise) the moment sight glass is clear of
from test hoses. To admit pressure to gauges, rotate bubbles. Stopping flow of refrigerant into system as
valve stems of both suction and discharge service soon as sight glass is clear, free of bubbles, is impor-
valves one turn, clockwise. tant. Too much refrigerant in system can cause damage.
Operate system for five minutes and again observe
sight glass for presence of bubbles. If there is still
5. TESTING FOR LEAKS WITH LEAK evidence of bubbles, continue to carefully charge until
DETECTOR sight glass is clear, and repeat five minutes run. Where
When system is found to be low in refrigerant (or no bubbles are present after five minutes of operation,
following repairs on system that necessitated opening charge system with an additional charge of refrigerant
of connection) it is necessary to test for leaks and for 19 seconds.
tighten connections, or to make repairs as they are re- Close tank valve and loosen hose connection at tank
quired before system is charged and put in operation. to gradually release gas from hose. Disconnect hose
If system has been charged, for making repairs, or to after gas has escaped. Back seat suction and discharge
eliminate moisture, system must be evacuated before service valves (counter clockwise). Now remove gauge
partially charging to test for a leak. manifold and install service valve and service port
Partially charge system with refrigerant and proceed protective caps.
as follows: This is necessary only where supply in
system is very low, or when system has been evacu- 7. DISCHARGING THE SYSTEM
ated. Tool C-3569 (Test Torch) uses petroleum gas and
does not require generating to light. Just turn valve on, Install gauge set manifold, Tool C-3627. Using Tool
light it, and adjust to small flame. C-3361A, be sure both discharge and suction valves
Move leak detector sniffer tube over all connections. are fully back-seated (counter clockwise). Connect an
When leak is found flame in burner will turn bright eight foot test hose to gauge set manifold center fitting.
green. Move detector tube around connection to deter- Insert the free end of an eight foot hose into exhaust
mine magnitude of leak. If larger leak is found, color suction system and turn exhaust system blower on.
of flame will turn from bright green to bright purple. If Expelling the gas into the exhaust system is recom-
leak is found at flared connection, try tightening con- mended safety precaution. Open discharge and suc-
nection, using two wrenches. If leak cannot be elimi- tion service valves one turn.
nated by tightening, system must be discharged, con- Turn manifold gauge set discharge hand valve a
nection or flare reseated or replaced, system evacuated fraction of a turn counter clockwise to allow gas to
and again partially charged, and re-tested. If no leaks escape. Opening manifold discharge hand valve too
are found, add to partial charge until system is properly much in order to more quickly discharge system will
charged. draw compressor lubricant off with the gas. As pressure
on manifold discharge gauge drops near zero, open
manifold suction valve. If brazing or some similar
6. CHECKING REFRIGERANT BY SIGHT repair is to be made on system, leave system open to
GLASS METHOD atmospheric pressure. After service work has been com-
In some cases, it may be necessary to add refrigerant pleted, system must be evacuated, partially charged,
(without weighing refrigerant) to the system. and leak tested before final charge.
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8. EVACUATING AND SWEEPING In order to be certain the moisture content of "Re-

SYSTEM frigerant 12" is kept out of the freeze-up range, acid
producing and corrosion range, the moisture content
Whenever system has been open to atmosphere, it should not exceed 10 PPM. The progressive result of
is absolutely essential that system be evacuated and moisture in excess of 10 PPM in "Refrigerant 12" is as
swept with refrigerant to remove all air and moisture. follows:
To evacuate and sweep the system, proceed as follows: "Refrigerant 12" plus excess moisture equals freeze-
Connect gauge set manifold, Tool C-3627, to com- ups at expansion valve. "Refrigerant 12" plus excess
pressor and condenser service valves. Discharge sys- moisture equals acid (Hydrochloric and Hydrofluoric).
tem (if not previously discharged). Be sure the pressure Acid plus metals and refrigerant oil equals corrosive
has dropped to zero before attaching hose to vacuum sludge.
pump. Corrosive sludge plus expansion valves equals sticky
Connect an eight foot test hose to center fitting of or stuck valves. Corrosive sludge plus screen and
gauge set manifold and to connection on vacuum pump, strainers equal plugged screens and strainers. Cor-
Tool C-3652. Open both discharge and suction service rosive sludge plus compressor reed equals corroded
valves about one turn, rotating both valve stems clock- and leaky valves.
wise.
REMOVING MOISTURE FROM TANK
Open both gauge set manifold hand valves (turn
counter clockwise). Start vacuum pump and observe Refrigerants such as "Refrigerant 12" are known as
compound gauge. Operate pump until gauge registers auto-driers. In a closed container, moisture tends to
26 to 28 inches of vacuum. Continue evacuating at 26 leave the liquid and concentrate in the vapor. A full
to 28 inches for five minutes. Failure to obtain 26 to 28 tank of "Refrigerant 12" when received from the manu-
inches of vacuum indicates a leak in the system. Close facturer, is as "dry" of moisture as the manufacturer
both gauge set manifold hand valves (clockwise). Turn can produce it. Yet it will still contain from 6 to 10 PPM
off vacuum pump and remove long hose from pump. moisture in the liquid phase. At room temperature,
"Refrigerant 12" in the vapor phase (refrigerant gas
Charge system with refrigerant gas.
above the liquid in a tank) can hold as much as seven
Start engine and adjust speed to 1200 r.p.m. Turn times the amount of moisture as it does in the liquid
Blower control to "High" and temperature control to phase.
"Cold." Operate in this manner for five minutes and This means that starting with a full tank of "Re-
test for leaks. Discharge system to sweep out any refrigerant 12" containing 6 to 10 PPM moisture in the
maining moisture, and again with 23/1 pounds of liquid phase, the vapor above the liquid can contain
refrigerant. 42 to 70 PPM. As this vapor leaves the tank and is
charged into the Air Conditioning System, the moisture
9. MOISTURE IN AIR CONDITIONING enters the system with the vapor. As more and more
SYSTEM refrigerant vapor leaves the tank, more and more liquid
refrigerant boils into a vapor and the vapor can extract
Moisture is directly or indirectly the cause of many a 7 to 1 ratio of moisture from the liquid remaining in
failures in air conditioning systems. Moisture can be the tank. By the time this full tank of "Refrigerant 12"
classified as visible and invisible. Visible moisture, is down to above half full of liquid, the remaining half
such as rain, clouds, steam, etc., can be seen. Invisible tank of the refrigerant, liquid and vapor will be very
moisture is water vapor which cannot be seen with the dry, as all of the moisture originally contained in the
eye. It is in all solids, liquids and gases. It is in the air, full tank of liquid has been extracted by the vapor and
and the varying amount is expressed in terms of rela- charged into the Air Conditioning System.
tive humidity. Withdrawal of refrigerant from a system
that is experiencing freeze-ups at the expansion valve,
CAUTION
does not ordinarily reveal visible liquid water in the
refrigerant, it is there, however, in quantities sufficient Always insist on delivery of refrigerant in un-
to stop refrigeration. opened tanks. Do not accept tanks refilled by
Moisture may enter the air conditioning system in the anyone other than the manufacturer, because of
the possibility of the tank containing free water.
following manner: System left open during repair. Con-
densation in tubing, leaky seal caps, wet driers, un-
sealed charging hose or manifolds. Use of wet oil or For these reasons it is imperative (when charging a
refrigerant from improper handling. Charging system system) to pass the refrigerant vapor through an effi-
without drier. cient drier before it enters the Air Conditioning System.
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460 BODY
Fill the container with cold water to allow for sub-

mersion of coil in water, as shown in Figure 14. Turn
valve stem of discharge service valve two turns, clock-
wise. Purge air from tubing by slowly loosening up the
tubing nut at suction service valve. After all the air has
SUCTION SERVICE VALVE
ON COMPRESSOR been bled from tubing, retighten nut. Test all connec-
tions for leaks. Start engine and adjust engine speed at
1200 r.p.m. Open car windows and move the Air Condi-
tioning operating level to "Cold" position, and blower
MOISTURE switch to "High."
DISCHARGE SERVICE VALVE
AT CONDENSER
DETECTING Slowly turn the valve stem of the suction service
EYE CAPPED
WITHOUT DRIER valve two full turns, and check sight glass, for flow of
CARTRIDGE refrigerant liquid through glass. After approximately
15 to 20 minutes of engine operation (with liquid flowing
SIGHT GLASS
through the moisture detecting eye) if the dot of the
eye still shows pink, excessive moisture is present in
system.
If system is "Dry" or contains a minimum of moisture,
the dot of eye will slowly change to light blue indicat-
CONTAINER WITH ing the system contains 10 to 20 PPM of moisture. When
COLD WATER
dry eye shows a dark blue the same color as corre-
57 X 501 sponds to the dot on eye, it is indicative that system
Figure 14-Moisture Detecting Eye
contains less than 5 PPM of moisture and is now ready
for safe, satisfactory Air Conditioning operation. If
moisture detecting eye shows pink, excessive moisture
is present. Light blue will indicate the system is border
If this precaution is not taken, as much moisture may line, and moisture content should be lowered.
be induced back into the system as was removed To remove the moisture detecting eye and tubing
during evacuation and sweeping. See Figure 13 for
method of attaching Drier and Dry-Eye to tank assem-
assembly, proceed as follows: With air conditioning
system operating, back-seat first the discharge service
bly. Refer to "Charging System," for use of Drier and
valve, and then suction service valve counter clockwise
Dry-Eye equipment to eliminate moisture from system.
and stop engine. Remove tubing coil, sight glass, mois-
Drier cartridges are available in 8, 12, 20 and 30 cubic
inches. A 12 cubic inch cartridge is recommended for ture detecting eye and cap assembly from suction and
use with refrigerant tank. Make sure cartridge is sealed
discharge service valves. Install protective flare plugs
with white plastic seal cap when received. This cap is in end of tubing fitting to keep moisture and other
foreign matter from entering tubing.
used to seal moisture from drier cartridge.
Used drier cartridges can be re-activated when satu-
rated with moisture, provided refrigerant oil has not CORRECTING A WET AIR CONDITIONING SYSTEM
flowed through the drier, by unsealing the cartridge (WITHOUT DISCHARGING SYSTEM)
and placing it in a heated oven for a given number of With tubing, 30 cubic inch drier cartridge and detect-
hours. For example, if the cartridge is placed in a 300 ing eye made up into an assembly, see Figure 15, pro-
degree oven, it should remain there for 2 hours, 11/2 ceed as follows:
hours in a 400 degree oven, or 1 hour in a 500 degree Remove valve stem caps from section and discharge
oven, etc. After heating, allow the cartridge to cool, service valves and fully back-seat (counter clockwise)
reseal with plastic cap and gasket, store in a dry area both valves. Remove caps from valve service ports.
(at room temperature). Now remove flare plugs from tubing and drier cartridge
assembly and attach flare nuts or tubing to service nuts
CHECKING SYSTEM FOR MOISTURE of tubing to service valves, see Figure 15. Elevate drier
With tubing coil, sight glass, moisture detecting eye and cartridge assembly above compressor height to
and cap made up into an assembly, as shown in Figure facilitate absorption.
15, remove valve stem caps from suction and discharge Turn valve stem of discharge service valve two turns
service valves, back-seat and fully open (counter clock- clockwise, and slowly loosen tubing nut at suction
wise) both valves. Remove caps from valve service service port. Purge air from tubing and drier. Retighten
ports and attach tubing and flare fitting assembly to tubing nut after purging air. Test all connections for
the valve service ports. leaks and correct if needed.
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MOISTURE
DETECTING EYE
WITH DRIER
CARTRIDGE
SUCTION SERVICE VALVE
ON COMPRESSOR
rs-DISCHARGE SERVICE VALVE

AT CONDENSER 57 X 503 57x629
Figure 15-Moisture Detecting Eye and Drier Figure 16-Charging the System
Cartridge Installation
Turn valve stem of suction service valve two turns shut-off valve for a few seconds. Install 1/4 inch cap on
clockwise. With the vehicle located in an area where outer end of valve and tighten cap securely. Test all
the air conditioning system can maintain room tem- connections with a leak detector torch to make sure all
perature, allow vehicle to set for approximately 24 connections are tight.
hours, or for sufficient time to allow the drier to absorb Open refrigerant tank valve and allow moisture de-
sufficient moisture. tecting eye and tank assembly to be at rest, permitting
When detecting eye has turned a deep blue, match- the drier to absorb any excessive moisture that may be
ing the comparison color dot on the dry eye unit, the present in refrigerant liquid. Moisture detecting eye
system is now sufficiently dry to permit satisfactory air should change to a deep blue before attempting to
conditioning operation. charge or add refrigerant to the system. Otherwise re-
The chemical action, involving a change from a place drier.
moisture-laden refrigerant is as follows: The drier When Dry-Eye and Drier Cartridge assembly is
absorbs moisture from the refrigerant vapor. The vapor coupled to a refrigerant tank for the absorption of
in turn absorbs moisture from the liquid refrigerant. In moisture the window of the moisture detecting eye
this conversion process, if the drier cartridge is allowed will show a color dot indication, such as pink, if the
to remain in system long enough, it will also partially refrigerant vapor in the charging tank is above 30 PPM
reactivate or dry-out the system's saturated drier. of moisture. As the Drier Cartridge absorbs the ex-
To remove the drier cartridge, dry eye and tubing cessive moisture content of the refrigerant, the moisture
from compressor proceed as follows: Back-seat dis- detecting eye will gradually change to a light blue,
charge and suction service valve stems (counter clock- indicating a lower moisture content (10 to 20 PPM).
wise). Remove tubing, and drier cartridge assembly The eye will change to a deeper blue as the vapor
from suction and discharge service valves. Replace content is reduced. Refrigerant with a 5 PPM moisture
service port caps. content can be considered safe to use in the air con-
Install flare plugs in tubing ends to seal out moisture. ditioning system.
Tighten all connections securely, and check compressor Connect an eight foot test hose to the center fitting of
belts for correct tension.
gauge manifold and to connection of refrigerant tank,
see Figure 16. Be sure both gauge manifold valves are
10. CHARGING THE SYSTEM (USING fully closed (clockwise).
MOISTURE DETECTING EYE WITH Open both discharge and suction service valves one
DRIER CARTRIDGE) turn, clockwise, if not previously done. If discharge
Assemble moisture detecting eye and drier cartridge gauge hand fluctuates when engine is running, close
to refrigerant tank. See Figure 13. Make sure the arrow discharge valve slowly (counter clockwise) until gauge
located on "Dry-Eye" unit points in direction of flow hand steadies. Use "Charge through Drier". See Figure
from tank. 16, and install drier, as indicated.
Close refrigerant shut-off valve and open refrigerant Open valve on tank one turn and loosen the eight
valve. Purge air from drier by opening refrigerant tank foot test hose at gauge manifold. Leave connection
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462 BODY
loose for about a second to purge air from hose. Start thermal switch is defective. Check system for moisture.
engine and operate at 1200 r.p.m. with blower control Perform the Overall Performance Test, before making
set to "High" and temperature control set at "Cold." thermal switch wiring or switch connections.
Set tank upright in pail of warm water. The tempera-
ture of warm water must not exceed 125 degrees F. 12. TESTING FOR PROPER SUPER HEAT
Set pail and tank on scale, Tool C-3429, and weigh
assembly. Make note of combined weight. It is abso- To test expansion valve for super heat, make sure the
lutely essential that accurate scale, such as Tool C-3429, air conditioning system is dry and fully charged with
be used. Both scales are not accurate below 100 pounds. "Refrigerant 12." Use a moisture detecting eye to check
Open suction valve on gauge manifold slightly system for being dry. Make a compressor capacity
(counter clockwise). Control refrigerant entering system check and check all the other components for proper
with this valve. Do not allow suction pressure to exceed working conditions.
60 psi. Be sure both discharge and suction pressure Attach thermometer to suction line at compressor end
service valves are open about one turn, clockwise. of suction line. Install and insulate thermometer from
Carefully water scale and shut tank valve off when engine heat. Start engine and adjust speed to 1200
system has absorbed 23/4 pounds. If partial charge is r.p.m. Turn toggle switch to cooling position. Then,
desired for testing leaks, charge system with refrigerant place control lever in "Cold" position. This will close
gas charge until 100 pounds pressure is reached on fresh air door and open recirculating door.
discharge pressure gauge.
Turn blower switch to high. Open car windows. Feel
Close suction valve on gauge manifold clockwise.
To disconnect tank, loosen eight-foot test hose, allow the heater water valve to make sure no hot water is
refrigerant in hose to escape slowly, and remove hose flowing through heater core.
from tank. After operating engine for 10 minutes to allow system
to normalize, take reading of suction gauge pressure,
and check thermometer temperature. The method used
11. TESTING THERMAL SWITCH to determine whether the proper amount of refrigerant
Move temperature control lever to "Cold" position. is metered into the evaporator coils is to determine the
The fresh air door should close and recirculation door number of degrees of super heat the vapor has
should open. Turn blower switch to "Low" position; absorbed in the coils. The specifications are 8 to 15
car windows and doors closed. Recheck the outlet air degrees super heat. It is calculated for all models as
flow to assure blower is on low position. follows: See Chart for determining super heat.
Observe suction gauge pressure. As evaporator tem-
perature lowers, suction pressure will gradually lower
and fluctuate down to between 20 to 10 psi. The thermal EXAMPLE OF CHART FOR DETERMINING SUPER HEAT
switch contacts should be open and de-energize the
clutch. When this happens, there will be a slight in- A D
crease in the engine speed which can be noted by the Observed Temperature Observed Super
ear or observed on the tachometer. Also, when the Suction Relation of Thermometer Heat
Pressure Suction Temperature
clutch de-energizes, there will be a sharp steady rise at Gauge Pressure at Evaporator
in the suction pressure.
25 lbs. 26° 36° 10°
Allow the system to continue to operate. The evapo-
rator will warm up thereby closing the thermal switch 30 lbs. 32° 42° 10°
35 lbs. 38. 48. 10°
contacts, which in turn, will re-energize the clutch-
and again, when this happens, there will be a slight 40 lbs. 43° 53° 10°
decrease in engine speed which can be noted by the
ear or observed on the tachometer. Also the suction NOTE: Subtracting "B" from "C" will equal super
pressure will again start fluctuating to a lower pressure heat at "D"
and the cycle will be repeated.
Should the suction pressure fluctuate down below 10 Observe suction pressure at gauge and obtain the
psi. and then release clutch, it is indicated the thermal nearest temperature corresponding to this pressure
switch sensing tube is not making a good contact with from Temperature-Pressure Relation Chart. The tem-
evaporator fin and coils. Should suction pressure fluctu- perature difference between the suction pressure tem-
ate down and on into a vacuum without releasing the perature relation and the correct temperature should
clutch, it indicates: The thermal switch wires are not be less than 8 degrees nor more than 15 degrees
shorted together. There is moisture in the system. The super heat.
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TEMPERATURE AND PRESSURE RELATION CHART FOR (REFRIGERANT 12)
Temp Press. of Temp Press. of Temp Press. of Temp Press. of

F. Refrig. F. Refrig. F. Refrig. F. Ref rig.
0 9.1 43 39.7 76 78.3 109 135.1
2 10.1 44 40.7 77 79.2 110 136.0
4 11.2 45 41.7 78 81.1 111 138.0
6 12.3 46 42.6 79 82.5 112 140.1
8 13.4 47 43.6 80 84.0 113 142.1
10 14.6 48 44.6 81 85.5 114 144.2
12 15.8 49 45.6 82 87.0 115 146.3
14 17.1 50 46.6 83 88.5 116 148.4
16 18.3 51 47.8 84 90.1 117 151.2
18 19.7 52 48.7 85 91.7 118 152.7
20 21.0 53 49.8 86 93.2 119 154.9
21 21.7 54 50.9 87 94.8 120 157.1
22 22.4 55 52.0 88 96.4 121 159.3
23 23.1 56 53.1 89 98.0 122 161.5
24 23.8 57 55.4 90 99.6 123 163.8
25 24.6 58 56.6 91 101.3 124 166.1
26 25.3 59 57.1 92 103.0 125 168.4
27 26.1 60 57.7 93 104.6 126 170.7
28 26.8 61 58.9 94 106.3 127 173.1
29 27.6 62 60.0 95 108.1 128 175.4
30 28.4 63 61.3 96 109.8 129 177.8
31 29.2 64 62.5 97 111.5 130 182.2
32 30.0 65 63.7 98 113.3 131 182.6
33 30.9 66 64.9 99 115.1 132 185.1
34 31.7 67 66.2 100 116.9 133 187.6
35 32.5 68 67.5 101 118.8 134 190.1
36 33.4 69 68.8 102 120.6 135 192.6
37 34.3 70 70.1 103 122.4 136 195.2
38 35.1 71 71.4 104 124.3 137 197.8
39 36.0 72 72.8 105 126.2 138 200.0
40 36.9 73 74.2 106 128.1 139 209.2
41 37.9 74 75.5 107 130.0 140 205.5
42 38.8 75 76.9 108 132.1
13. TESTING ELECTRICAL SWITCHES AND Move control lever to "Cold" position (test lamp
CONTROL CIRCUITS
should not be out)-recirculation door closed, fresh air
door open. Move control lever to "Warmer" position
Using test light, Tool C-744, attach one end of lead (test lamp should be out)-recirculation door closed,
to solenoid valve terminal, and the other to ground. fresh air door open. Move control lever back to "Off."
Start engine and adjust engine speed to 1200 r.p.m. Re-locate test light, attaching one lead to water valve
Turn toggle switch to "Cool" position. Move air con- element circuit and the other lead to ground. With
ditioning control lever to "Off" position. With lever toggle switch in "Cold" position and control lever in
located in this position test lamp should light (recircula- "Off" position (test lamp should be off).
tion door open, fresh air door closed). With control lever Move control lever to "Cold" position (test lamp
to "Cold", position test lamp should light (recirculation lights dimly). Move control lever to "Warmer" position
door open, fresh air door closed). (test lamp should increase from dim to bright as
With control lever to "Warmer" position, test lamp resistance is decreased in rheostat.
should not light (recirculation door closed, fresh air Feel the water valve element. Valve element should
door open). Turn toggle switch to "Heat" position and go from warm to hot as control lever is moved to the
move control lever to "Off" position (test lamp should "Warmer" position. Check the three blower motor
light)-recirculation door open, fresh air door closed. connections for being tight in connector.
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464 BODY
14. PRECAUTIONS TO OBSERVE IN valves are seated firmly. The engine should never be
started with the discharge or suction service valve
HANDLING TUBING closed.
CLEANLINESS DURING INSTALLATION
Clean area around the compressor filler plug and
discharge service valve port cap.with solvent and blow
A piece of tubing that has been cut, flared and pre- dry with compressed air.
pared for installation should be clean and dry. Carefully loosen the flare cap fitting of the discharge
service valve one-quarter of a turn and gradually
CUTTING AND FLARING release or purge the gas pressure from the compressor.
When the pressure in the compressor is completely
Use Tool C-3478 to cut, eliminate burrs, and ream purged, loosen (do not remove) the oil filler plug on
tubing. The tube should be double-flared with tool. the side of the compressor just enough to allow the gas
Always inspect flared joint before installation to pressure (if any) in the crankcase to escape.
determine if there are any cracks or blemishes on When the pressure has been released, remove filler
flare that would cause a possible leak. Copper washers
must be used where joint is steel-to-steel, or steel-to-
plug and use a clean dry plunger type dipstick (1 /8
brass. Copper tubing to steel or brass requires no inch round or similar rod) to measure the oil level.
The correct oil level is from 2" to 21/2 ". If necessary,
washer. Use refrigerant oil on flared surface connec-
tions when installing or repairing leaky tube connec-
add MOPAR Air Conditioning compressor oil (300
tions to improve sealing and reduce torque required. Saybolt at 100 degrees F.), as required, or siphon off
excess oil, if necessary.
Never use any sort of sealing compound between tube
flare and male surface. Copper tubing must be attached
to car structure.
NOTE
BRAZING THE JOINTS On early 1957 production a tecumseh compressor

was used and the oil level should be 3/4" to 1".
Discharge system before using a torch to braze
leaking joints. Avoid excessive heat when using an
acetylene flame to solder or braze a joint. The usual After oil level has been checked and corrected,
precautions should be followed before repairing a replace the filler oil plug. To purge air out of the
sweat-type joint, such as cleaning thoroughly, applying compressor cylinder and crankcase, make sure cap
sufficient flux, heating to temperature that will cause on the discharge valve service port is loosened ap-
silver solder to flow freely, and testing joint after proximately one-half turn.
making repairs. Using tool C-3361A, slightly open the suction service
The following component parts of compressor are valve stem counter clockwise. Let the gas drift slowly
available only for service; compressor unit valve plate through the compressor for about 10 seconds. Tighten
assemblies, suction service valve, discharge service cap on the discharge service port. Back-seat both dis-
valve, cylinder head, gaskets, shaft seal and support charge and suction service valves by turning the valve
brackets. The compressor refrigerant oil may be re- stems counter clockwise. Replace protective caps on
placed or corrected to proper level. Any damage to the discharge and suction service valves and tighten
pistons, cylinders, crankshaft or connecting rods, re- securely.
quires replacement of complete compressor assembly.
16. REMOVAL AND INSTALLATION OF
15. MEASURING COMPRESSOR OIL LEVEL AIR CONDITIONING UNIT
If the oil level is checked immediately after a long
REMOVAL
fast trip, the oil level will be lower than normal. Place
the air condition operating lever on "Cold", blower Should it become necessary to remove the air con-
"High", toggle switch "Cool", car windows open. Start ditioning unit for servicing, proceed as follows: Drain
engine and operate at 1200 r.p.m. for about 10 to 15 anti-freeze from radiator. Remove air cleaner. Remove
minutes to return excessive oil in system to compressor ignition distributor cap and base assembly.
crankcase. Disconnect upper and lower hot water heater hose
Stop engine and remove protective caps from dis- from evaporator cover outlet. Disconnect blower motor
charge and suction service valves. Close both valves by wires. Remove blower to dash attaching screws, then
turning valve stems clockwise with Tool C-3361A until remove blower and assembly.
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Remove evaporator drain connector and hose. Re- 19. REPLACEMENT OF RECEIVER
move air conditioner evaporator cover to dash attaching
STRAINER-DRIER FUSIBLE PLUG
bolts, and remove cover assembly. Remove Thermal
switch leads. Discharge air conditioning system, as (WITHOUT REMOVAL FROM CAR)
outlined. Disconnect suction and liquid line and seal Replacement of damaged fusible plug can be made
fittings. without removal of unit from bracket assembly. Dis-
Remove the remaining evaporator housing flange to charge the system and remove the fusible plug. Apply
dash screws and remove evaporator by depressing refrigerant oil to threads of new plug, and install plug
fresh air door with screwdriver as evaporator is rolled in receiver. Tighten to 20 foot-pounds torque. Never
out of dash pocket. Whenever the air conditioning unit replace a damaged fusible plug with a pipe plug.
is removed from car, cooling coil fins should be cleaned Evacuate system then charge system with 2% pounds
and the water outlet drains should be checked for being of refrigerant.
open before reinstalling.
INSTALLATION
20. REMOVAL OF EXPANSION VALVE
Evacuate, sweep and charge the system as outlined. REMOVAL
Check system for leaks. Install blower. Install heater Disconnect the % inch and 1/2 inch line flare fittings.
hoses and check fan belt for proper tension and make Use two flare wrenches to loosen or tighten fittings.
certain radiator contains sufficient coolant. Remove the valve control bulb. Cap or plug open lines
to prevent moisture from entering system.
17. REMOVAL OF HEATER CORE (WITH
INSTALLATION
EVAPORATOR HOUSING REMOVED)
Reinstall expansion valve, control bulb, and equalizer
Remove heater core to evaporator housing attaching
lines in the reverse order of removal. Tighten all con-
screws. Carefully slide core assembly to left and re- nections securely, and sweep and charge system.
move core.
18. RECEIVER STRAINER-DRIER

21. TESTING EXPANSION VALVE
EQUIPMENT REQUIRED
Where the receiver strainer-drier unit is found to be
clogged when tested, or where metal particles are found 1. Source of dry air 90 to 250 psi.
in this system, it is necessary to replace the receiver 2. Moisture detecting eye with drier cartridge (save
strainer-drier assembly. white plastic cap).
3. Air Conditioning gauge set manifold.
CAUTION
4. Transmission throttle pressure gauge.
5. Compressor capacity test cap with .020 inch bleed
Protect eyes with goggles or glasses when dis- hole.
connecting receiver flare connections to prevent 6. Container with ice and water to hold temperature
any drops of liquid refrigerant from dropping into at 32 degrees F. '/4 inch copper tubing and fittings.
the eyes when connections are broken.
TEST PROCEDURE
REMOVAL Direct source of dry air, 90 to 250 psi. through

moisture detecting eye with drier cartridge attached
Discharge system, raise car on hoist. Disconnect to insure against any moist vapors or particles of dirt
flared connections at both ends of receiver. Remove entering the valve, see Figure 17.
attaching bolt nuts and remove receiver. With the left hand shut-off valve on gauge set mani-
fold closed and the right valve open, the right hand
INSTALLATION gauge will indicate the pressure of the air supplied.
Position receiver in place, install bolts and nuts and Slowly open the left shut-off valve (counter clockwise)
tighten securely. Remove caps and connect flared con- until the left gauge indicates 70 psi.
nector nuts and tighten securely. Charge system with Immerse the expansion valve sensing bulb into the
partial charge and test for leaks. Correct any leaks and water and ice bath (32 degrees F.). With the expansion
evacuate system. Then, charge with 23/4 pounds of valve inlet pressure gauge (left hand gauge) reading
"Refrigerant 12." 70 psi., the sensing bulb completely submerged in the
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466 BODY
AIR CONDITIONING
GAUGE SET MANIFOLD
rTRANSMISSION
THROTTLE
PRESSURE
TURN COUNTER-CLOCKWISE GAUGE
WIDE OPEN
ADJUST TO AND
MAINTAIN 70 P.S.I.
MOISTURE
DETECTING
EYE
COMPRESSOR
EQUALIZER CAPACITY TEST
EXPANSION CONNECTION
VALVE ON TEST ORIFICE CAP
MOISTURE DETECTING (.020" BLEED HOLE)
EYE DRIER CARTRIDGE
TO SOURCE OF
DRY AIR SUPPLY CONTAINER WITH SENSING BULB
90 TO 250 P.S.I. 57 X 500 ICE et WATER
Figure 17-Testing Expansion Valve
(Unit Removed from Car)
32 degree F. water bath, and the compressor test cap

bleeding off pressure, the outlet pressure gauge should CAUTION
read between 23 and 26 psi. Plug or cap all lines as soon as they are dis-
Remove sensing bulb from water bath and warm bulb connected to keep moisture out of the system.
in hand. With expansion valve inlet pressure still read-
ing 70 psi. (adjust if necessary), the outlet pressure
should rise to a pressure of not less than 53 psi. Disconnect magnetic clutch to control unit wire. Re-
If the expansion valve sucessfully passes these tests, move compressor pulley belts. Remove compressor to
it may be considered to have proper super-heat setting, bracket attaching bolts and remove compressor.
a proper pressure limit valve, the rated capacity and
that it has not lost its thermal charge. The valve should,
therefore, give satisfactory performance. If the expan- NOTE
sion valve fails to pass the test procedure, it should be When replacing the compressor, it is imperative
replaced. that the oil in the compressor be checked to the
proper level. For measuring procedures, see page
464.
NOTE
Be sure the expansion valve thermal bulb is
tight in wells, otherwise, the expansion valve will Replace compressor in the reverse order of removal
open and a flooding condition will result. and adjust fan belt.
23. REMOVING COMPRESSOR CYLINDER

22. REMOVAL AND INSTALLATION OF HEAD
COMPRESSOR With gauge set installed rotate discharge and suction
Discharge the system and remove the suction and service valve stems clockwise until both valves are
discharge line. fully front-seated. Slowly open the discharge gauge
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VALVE PLATE AND CYLINDER HEAD

HEAD REMOVING
LIP
CYLINDER
HEAD
GASKET
VALVE PLATE ASSEMBLY
CYLINDER HEAD
PILOT STUDS
(TOOL)
VALVE
PLATE
GASKET
VALVE PLATE
ASSEMBLY
57x682 57x683
Figure 18-Removing Compressor Head Figure 19-Replacing Head Gasket
hand valve slightly to relieve compressor pressure not damaged, clean the surfaces of cylinder block,
through the center outlet hose and into an exhaust suc- valve plate and head thoroughly. Use care to remove
tion system. When pressure drops to zero on discharge all shreds of old gasket from plate, block and head
gauge, open suction pressure gauge hand valve. surfaces, clean attaching stud holes in block. Dip new
Remove compressor cylinder head bolts and tap the gaskets in clean refrigerant oil. Handle new gaskets
head off with a brass drift or plastic hammer. carefully.
NOTE NOTE
Use tab (Figure 181 located at side of cylinder Both head and valve plate gasket can only be
head to tap off head. assembled in one position. See Figure 19 for
method of correct assembly.
If when lifting the cylinder head the valve plate

does not separate from head, separate head from plate Install cylinder head gasket, valve plate and valve
by using a brass drift to tap against head and plate. plate gasket and cylinder head. Place assembly on
cylinder block and align the assembly to cylinder.
Install attaching bolts, tighten each bolt alternately and
CAUTION evenly to 26 foot-pounds torque.
To avoid damaging the finished surfaces, do not Purge air from compressor by opening the suction
tap the plate near the edge of plate or head. service valve (counter clockwise) slowly and loosening
the discharge service port cap for a few turns for about
10 seconds. This will allow the gas to drift through the
After removal of head, plate, and gaskets, examine compressor and bleed air from the system. Rotate both
valves; if valves are broken and damage extends to discharge and suction service valves (counter clock-
cylinder bores, replace compressor. If compressor is wise) until they are fully back-seated. Start engine and
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468 BODY
DRIVE PLATE AND FACING ASSEMBLY against hub and remove drive plate by tapping against
sleeve with a soft hammer.
ELECTROMAGNET Inspect springs for loss of tension and (or) cracks,
and inspect liner on face of plate. Replace drive plate
BEARING SNAP RINGS if liner is worn, springs are weak or broken, or if drive
plate is warped. (A sintered iron liner impregnated
with fibrous material is bonded to the drive plate).
Start drive plate hub squarely into inner bearing
race. Place a brass drift against the drive plate inner
hub and tap plate hub into bearing by tapping on brass
BELT GROOVES drift with a hammer while supporting the inside race.
BEARING Install snap ring on drive plate hub. Use a long feeler
that will reach into gap at hub and measure air gap
DRIVE PLATE SNAP RING
between drive plate and electro-magnet. Air gap should
57x588
measure .025 to .035 inch. Adjust air gap by turning the
three screws on the front face of the drive plate. Adjust
Figure 20-Magnetic Clutch (Disassembled View) all three screws to obtain an evenly spaced air gap.
REMOVING CLUTCH BEARING
locate control lever on "Cold". Operate engine for five
minutes, stop engine, and test for leaks. If there are Remove drive plate, remove snap ring and grease
no leaks and the system is operating satisfactorily, slinger (at outer race of bearing) from pulley assembly.
remove gauge set and replace valve caps. Tap bearing from pulley assembly. Install bearing and
snap ring and drive plate.
24. SERVICING THE MAGNETIC CLUTCH INSTALLING CLUTCH ASSEMBLY ON COMPRESSOR
Servicing the magnetic clutch assembly is limited to
the drive plate, pulley and electromagnet assembly, Align key and keyway and push assembly over
snap rings, bearing and brush holder assembly. shaft and key. Install self-locking bolt and washer.
Install upper right shroud section. Purge air from the
compressor, back-seat both service valves, and tighten
CAUTION oil filler plug.
Do not attempt to remove the electromagnet
coil from the pulley assembly. The coil is held in MAGNETIC CLUTCH CAPACITY TEST
place by a special adhesive material. Once this Install gauge manifold to discharge service valve of
bond is broken the coil cannot be re-attached. compressor in order to read discharge or head pressure.
Paint a wide white or yellow mark across the shoe and
TESTING ELECTRO-MAGNET CURRENT DRAW
magnetic field of the clutch assembly. Disconnect feed
wire from thermal switch to clutch and connect a
To test the coil for a short or open circuit, connect an jumper wire from the clutch wire directly to the battery.
ammeter (0-10 Ampere Scale) in series with a fully Start the engine and idle at 500 rpm with the air condi-
charged 12-volt battery and the insulated brush lead. tioning blower on "High." Place a cover over the con-
The current draw at 12 volts should be 1.5 to 2 amperes. denser to raise compressor discharge pressure to 300
REMOVING CLUTCH ASSEMBLY FROM COMPRESSOR psi. Connect an ignition timing light to the ignition coil.
At 300 psi. compressor head pressure and with engine
Loosen and remove the belts. Remove the upper right idling at 500 rpm, observe the paint marks. If there is
shroud section. Remove special locking bolt and washer any relative motion between the marks on the clutch
from compressor crankshaft at front center of clutch. shoe and magnetic field, it indicates that the clutch
Do not damage brushes when removing or installing is slipping and should be replaced.
clutch.
While supporting clutch assembly with one hand re-
move the pulley with 5/8 inch cap screw, screwed into
NOTE
end of clutch shaft.
Paint marks will become separated when engine
REMOVING AND INSTALLING DRIVE PLATE is started so only check for relative motion between
Remove drive plate retaining snap ring hub, see marks while timing light is in use.
Figure 20, with Tool C-3301. Place suitable sleeve
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"HOT CIRCUITS" ENGINE RUNNING-TEMPERATURE CONTROL "OFF"
SWITCH NO. 1-OPEN SWITCH NO. 2 - CLOSED

FRESH AIR DOOR CLOSED
TO RECIRCULATING DOOR OPEN
SOLENOID CLUTCH CIRCUIT OPEN
VALVE
"FOOLER" CIRCUIT OPEN
BLACK
RED
RED
I
RED
FROM
TEMP.
GAUGE
SOLENOID VALVE CIRCUIT CLOSED
OFF WAR ER COOLING HEATING
COLD
TEMPERATURE CONTROL
58x735
Figure 21-Checking Fresh Air Door Circuit
25. TEST PROCEDURE

CAUTION
The following test procedures is an overall operation
and performance test of the Air Conditioning, Heating Do not allow solenoid valve hot wire to ground,
and Cooling System. The test brings into operation all even momentarily will cause a burn out of No. 2
the mechanical, electrical and chemical components micro-switch if circuit is energized. Check hydraulic
involved in the system and should be performed in the circuit for proper connections at solenoid valve.
following sequence: Check power piston and linkage.
Install gauge manifold set. When gauge set is in-
stalled, suction and discharge service valves opened
two turns, and no pressure is indicated on gauges, the CAUTION
system is empty and has a leak. Evacuate, charge with
sweep test charge, located and correct leak. Evacuate Do not allow fooler element hot wire to ground,
and charge with 2% pounds refrigerant 12. even momentarily will cause a burn out of No. 1
Set temperature control lever to "Off" position and micro-switch if circuit is energized.
selector switch to "Cooling" position. The temperature
control lever is a multiple function lever. Any malfunc-
tion will be evident in later test.
Start engine, adjust to 1200 rpm. Check clutch (should
be de-energized). If clutch is energized and solenoid
valve circuit is open (see wiring diagram), black wire
on switch No. 2 and white wire on switch No. 1 are
reverse connected at control switch connections.
Check fresh air door. It should be closed and the
recirculation door open, see Figure 21. If clutch is
energized and solenoid valve circuit is open (see wiring
diagram, Figure 9), black wire on switch No. 2 and
white wire on switch No. 1 are reverse connected at
control switch connections.
Check circuit to solenoid valve with test light. Check
water valve fooler circuit with test light, see Figure 22. 58x736
Circuit should be open. Attach test light across the
"Fooler" element circuit. Circuit should be open and Figure 22-Checking Water Valve Fooler
light out. Check fooler element ground connection. Element Circuit
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470 BODY
Check clutch circuit at clutch (white wire) connector,

see Figure 24. If hot, open circuit in thermal switch
circuit as indicated. If cold, reach No. 1 micro-switch
by hand (switch nearest "Off" position). With the con-
trol lever in the "Cold" position, move with fingers,
I ' the micro-switch actuating bar toward switch and re-
lease several times. A clicking sound should be heard
as switch opens and closes contacts. If no clicking
should take place, it indicates switch is burned out and
must be replaced. If clicking sound takes place, trace
circuit through selector switch to the opening in the
wiring circuit.
Check fresh air door. It should be closed and the
recirculating door open. Check circuit to solenoid valve
with test light.
58P48
Figure 23-Checking Water Valve Lever
CAUTION
Check water valve lever, see Figure 23. It should be Do not allow solenoid valve hot wire to ground,
in the "Closed" position, to direct the air up and toward even momentarily will cause a burn out of No. 2
the rear of the car. Check boden cable clip holding micro-switch, if circuit is energized.
cable housing at water valve. Valve lever should be
against its stop towards the spring, spring loose. Valve
body should remain cold with no water flowing through. Check hydraulic circuit for proper connections at
Check flow of water through water valve by momen- solenoid valve. Check piston and linkage.
tarily disconnecting heater outlet hose at upper left side Check water valve fooler circuit. It should be ener-
of heater-evaporator housing. gized but test light will be dim. If test light remains out,
trace open circuit back to rheostat connections on con-
trol. Check ground connection (see wiring diagram).
CAUTION Check water valve lever. It should still be in the
Remove the radiator cap to relieve pressure closed position and no water flowing through the valve.
before removing heater hose. Check boden cable clip holding cable housing at water
valve. Valve lever should be against its stop towards
the spring, spring loose.
Open instrument panel outlet grille doors to full open Valve body should remain cold with no water flowing
position, to direct the air up and toward the rear of through. Check flow of water through water valve by
the car. monentarily disconnecting heater outlet hose at upper
Adjust the defroster control to direct all of the air up left side of heater-evaporator housing.
through the outlet grilles. Check boden cable clips Move the temperature control lever about % of an
(both ends) holding cable housing. inch to the right, see Figure 25, of the "Cold" position-
Operate the blower for the three speeds: "High," just enough to actuate the No. 2 micro-switch, but not
"Medium" and "Low." Leave on "High" position. Check enough to move water valve lever.
circuit with test light if proper operation is not present, Check fresh air door. It should be open and recircula-
(see wiring diagram). tion door closed. If recirculation door does not go com-
Move the temperature control lever to the "Cold" pletely closed, adjust bellcrank to door linkage.
position. Check clutch. It should be energized. Check Check water valve lever. It should still be in the
clutch circuit at clutch with the test light. closed position, cold and no water flowing through the
valve. Check boden cable clip holding cable housing
at water valve. Valve lever should be against its stop
CAUTION towards the spring, spring loose.
Do not allow clutch hot wire to ground, even Valve body should remain cold with no water flowing
momentarily will cause a burn out of No. 1 micro- through. Check flow of water through water valve by
switch if circuit is energized. momentarily disconnecting heater outlet hose at upper
left side of heater-evaporator housing.
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"HOT CIRCUITS"-ENGINE RUNNING TEMPERATURE CONTROL "COLD"

HIGH
RESISTANCE WHITE--l TO "FOOLER" ELEMENT
SWITCH NO. 1-CLOSED FRESH AIR DOOR CLOSED

SWITCH NO. 2-CLOSED RECIRCULATING DOOR OPEN
TO CLUTCH CIRCUIT CLOSED
SOLENOID
"FOOLER" CIRCUIT CLOSED
VALVE
SOLENOID VALVE CIRCUIT CLOSED
FROM
TEMP.
WHITE GAUGE
iBLACK RED
RED
OFF WAR FR COOLING HEATING
AO-WHITE RED
I-
COLD
TO THERMAL SWITCH
AND CLUTCH TEMPERATURE CONTROL
58x738
Figure 24-Checking Clutch Circuit
CAUTION CAUTION
Remove the radiator cap to relieve pressure be- Do not allow clutch hot wire to ground, even
fore removing heater hose. momentarily will cause a burn out of No. I micro-
switch if circuit is energized.
Check water valve fooler circuit. It should be ener-

gized but test light will be dim. If light remains out, Check clutch at clutch (white wire) connection. If
trace open circuit back to rheostat connections on con- hot, open circuit in thermal switch circuit as indicated.
trol. Check ground connection (see wiring diagram). If cold, reach No. 1 micro-switch by hand (switch
Check clutch. It should be energized. Check clutch nearest "Off" position). With the control lever in the
circuit at clutch with test light. "Cold" position, move with fingers, the micro-switch
actuating bar towards switch and release several times.
A clicking sound should be heard as switch opens and
closes contact. If no clicking sound takes place, it indi-
cates switch is burned out and must be replaced. If
clicking sound takes place, trace circuit through selector
switch to the opening in the wiring circuit.
Check refrigerant sight glass. It should be clear,
zoo wA
solid and free of gas bubbles after the clutch has been
engaged for about five minutes. Add enough refrigerant
f 12 to completely clear sight glass. Check for leaks after
%" TO RIGHT OF COLD this test is completed and correct.
Recheck engine rpm and adjust to 1200 rpm, if
necessary, to assure engine is off the fast idle cam.
Arrange gauge set manifold hoses and tachometer
wires to the front of the grille so that gauge set and
58P5.5
tachometer may be read with the hood closed but not
locked. This will allow the under hood temperatures
Figure 25-Checking Temperature Control Lever to build up and assure normal operating conditions.
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472 BODY
Close hood to prevent the hot air from the engine

compartment entering the cowl vent opening. These CAUTION
temperatures are far in excess (160-170) of normal
Remove the radiator cap to relieve pressure be-
ambient temperatures.
fore removing heater hose.
26. THERMAL SWITCH OPERATION TEST

Check water valve fooler circuit. It should be ener-
Move temperature control lever to "Cold" position. gized but test light will still be dim. If light remains
The fresh air door should close and recirculation door out, trace open circuit back to rheostat connections on
should open. Turn blower switch to "Low" position; car control. Check ground connection (see wiring diagram).
windows and doors closed. Recheck the outlet air flow
Check recirculating door to be sure it is closed and
to assure blower is on low position.
fresh air door is open. If recirculation door does not
Observe suction gauge pressure. As evaporator tem- go completely closed, adjust bellcrank to door linkage.
perature lowers, suction pressure will gradually lower All doors and windows must be closed to assimilate
and fluctuate down to between 20 to 10 psi. The thermal the operation of the air conditioning system with 100%
switch contacts should be open and de-energize the fresh air, while being driven at 25 miles per hour.
clutch. When this happens, there will be a slight in-
crease in the engine speed which can be noted by the Place one thermometer on the cowl vent opening
ear or observed on the tachometer. Also, when the near the center. Do not allow the lower end (bulb end)
of the thermometer to rest on the metal grille. Place a
clutch de-energizes, there will be a sharp steady rise in
the suction pressure. small piece of wood, such as a pencil, under the body
of the thermometer to hold the bulb end suspended in
Allow the system to continue to operate. The evapo- the air stream into the cowl vent. Place a second ther-
rator will warm up thereby closing the thermal switch mometer in the right hand discharge outlet grille in
contacts, which in turn, will re-energize the clutch-and such a position that thermometer reading can be
again, when this happens, there will be a slight de- observed from outside the car. In order to eliminate
crease in engine speed which can be noted by the ear fictitious reading, make sure the bulb end of the ther-
or observed on the tachometer. Also the suction pres- mometer does not touch the metal grille of the inlet.
sure will again start fluctuating to a lower pressure and Operate air conditioning system until an equilibrium
the cycle will be repeated. condition on the gauges and thermostats has been
Should the suction pressure fluctuate down below 10 established. One of the most important factors in mak-
psi. and then release clutch, it is indicated the thermal ing the overall performance test is that the engine must
switch sensing tube is not making a good contact with be operated at 1200 rpm. with hood down for a sufficient
evaporator fin and coils. Should suction pressure fluctu- time to build up to operating temperatures and allow all
ate down and on into a vacuum without releasing the operating temperatures for a time period.
clutch, it indicates; The thermal switch wires are shorted Read discharge pressure on gauge set. This test
together. There is moisture in the system. The thermal should be performed with the discharge pressure of
switch is defective. Check system for moisture. Perform from 190 to 210 psi. Take the necessary steps to bring
the Overall Performance Test, before making thermal the discharge pressure within these limits. To increase
switch wiring or switch corrections. the pressure, restrict the air flow across the condenser
by blocking the air flow with cardboard, paper, etc.
27. OVERALL PERFORMANCE TEST 190 to 210 pressure are for test purposes only. These
pressures change according to ambient temperatures
Move control lever about % of an inch to the right of and efficiency of the entire system. If the 190-210
the "Cold" position just enough to close No. 2 micro- pressures cannot be obtained, refer to Pressure Chart
switch but not enough to move the water valve control for necessary corrections.
lever. Turn blower switch to "High" position. Read the ambient wet bulb temperature. A wet bulb
Check water valve control lever to be sure it is temperature reading can be produced by taking a dry
still in the "Off" position and the valve is cold. Check bulb thermometer; wrap six layers of gauze bandage
boden cable clip holding cable housing at water valve. or clean, soft cotton cloth to the thermometer with a
Valve lever should still be against its stop towards the piece of string. Attach an 18" to 24" length of twine to
spring, spring loose. the upper end of the thermometer. Dip the wrapped
Valve body should remain cold with no water flowing end of the thermometer into ambient temperature water,
through. Check flow of water through the water valve soaking the wrapping. Using the 18" to 24" of twine,
by momentarily disconnecting heater outlet hose at swing the thermometer in a circle for several minutes
upper left side of heater-evaporator housing. until the thermometer reaches its lowest reading with
DRY
BULB WET BULB INLET AIR
INLET
AIR 52 53 54 55 56 57 58 59 60 6 62 63 64 65 66 67 68 69 70 7 72 73 74 75 76 77 78 79 80 8 82 83 84 85 86 87 88 89 90
70 40 40 41 41 41 41 42 43 44 45 46 47 48 49 50 51 52 53 X
71 41 41 41 41 41 41 42 43 44 45 46 47 48 49 50 51 52 53 54 X
A 72 41 41 41 41 41 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 X
M 73 41 41 41 41 41 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 55 X
B 74 41 41 42 42 42 42 42 43 44 45 46 47 48 49 50 51 52 53 54 55 55 56 X
I 75 41 42 42 42 42 42 42 43 44 45 46 47 48 49 50 51 52 53 54 55 55 56 57 X
E 76 42 42 42 42 42 42 43 44 45 45 46 47 48 49 50 51 52 53 54 55 55 56 57 58 X
N 77 42 42 42 42 42 42 43 44 45 45 46 4748 49 50 51 52 53 54 55 55 56 57 58 59 X
T 78 42 42 42 42 42 42 43 44 45 45 46 4748 49 50 51 52 53 54 55 56 56 57 58 59 60 X
79 42 42 42 42 42 42 43 44 45 45 46 4748 49 50 51 52 53 4 55 56 56 57 58 59 60 61 X
I 80 42 42 42 42 42 42 43 44 45 45 46 4748 49 50 51 52 53 54 55 56 56 57 58 59 60 61 62 X
N 81 43 43 43 43 43 43 43 44 45 45 46 4748 49 50 51 52 53 54 55 56 56 57 58 59 60 61 62 63 X
L 82 43 43 43 43 43 43 43 44 45 45 46 4748 49 50 51 52 53 54 55 56 56 57 58 59 60 61 62 63 64 X
E 83 43 43 43 44 44 44 44 45 45 45 46 4748 49 50 51 52 53 54 55 56 56 57 58 59 60 61 62 63 64 65 X
T 84 44 44 44 44 44 44 44 45 46 46 47 4748 49 50 51 52 53 54 55 56 56 57 58 59 60 61 62 63 64 65 66 X
85 44 45 45 45 45 45 45 46 46 46 47 4848 49 50 51 52 53 54 55 56 56 57 58 59 60 61 62 63 64 65 66 67 X
A 86 45 45 45 45 45 45 46 46 47 47 48 4849 50 50 51 52 53 54 55 56 56 57 58 59 60 61 62 63 64 65 66 67 68 X
I 87 45 46 46 46 46 46 46 47 47 47 48 4849 50 50 51 52 53 54 55 56 56 57 58 59 60 61 62 63 64 65 66 67 68 69 X
R 88 46 47 47 47 47 47 47 47 48 48 49 4949 50 50 51 52 53 54 55 56 56 57 58 59 60 61 62 63 64 65 66 67 68 69 71 X
89 46 47 47 47 47 47 47 48 48 48 49 4949 5051 51 52 53 54 55 56 56 57 58 59 60 61 62 63 64 65 66 68 69 70 71 72 X
D 90 X 47 47 47 48 48 48 49 49 49 50 5050 5051 51 52 53 54 55 56 56 57 58 59 60 61 62 63 64 65 67 68 69 70 71 72 73 X
R 91 X 47 47 48 48 48 49 49 49 50 5050 5051 51 52 53 54 55 56 56 57 58 59 60 61 62 63 64 66 67 68 69 70 71 72 73 74
Y 92 X 47 48 48 48 49 49 49 50 50 5050 51 52 52 52 53 54 55 56 56 57 58 59 60 61 62 63 65 66 67 68 69 70 71 72 73 74
93 X 47 48 49 49 49 50 50 50 50 50 51 51 52 52 52 53 54 55 56 56 57 58 59 60 61 62 64 65 66 67 68 69 70 71 72 73 74
B 94 X 49 49 49 49 50 50 50 50 51 51 51 52 52 53 53 54 55 56 56 57 58 59 60 61 63 64 65 66 67 68 69 70 71 72 73 74
U 95 X 49 49 49 49 50 50 51
50 51 51 52 52 53 53 53 54 55 56 56 57 58 59 60 61 63 64 65 66 67 68 69 70 71 72 73 74 0
L 96 X 49 50 51 51 51 51 51 52 52 52 53 53 54 54 55 56 56 56 57 58 59 60 61 63 64 65 66 67 68 69 70 71 72 73 74
B 97 X 49 50 51 51 52 52 52 52 52 52 53 53 54 54 55 56 56 56 57 58 59 60 61 63 64 65 66 67 68 69 70 71 72 73 74
98 X 51 52 52 52 52 52 52 52 53 53 54 54 54 55 56 56 57 58 58 59 60 61 63 64 65 66 67 68 69 70 71 72 73 74
T 99 X 51 52 52 53 53 53 53 53 53 54 54 54 54 55 56 56 57 58 58 59 60 61 63 64 65 66 67 68 69 70 71 72 73 74
E 100 X 53 53 53 54 54 54 54 54 54 54 54 55 55 56 56 57 58 58 59 60 61 63 64 65 66 67 68 69 70 71 72 73 74
M 101 X 53 53 53 54 54 54 54 54 54 54 54 55 55 56 56 57 58 58 59 60 61 63 64 65 66 67 68 69 70 71 72 73 74
P 102 X 53 54 54 54 54 54 54 55 55 55 55 56 56 56 57 58 58 59 60 61 63 64 65 66 67 68 69 70 71 72 73 74
E 103 X 54 54 54 54 54 55 55 55 55 55 56 56 56 57 57 58 58 59 60 61 63 64 65 66 67 68 69 70 71 72 73 74
104 X 54 54 55 55 55 55 55 55 56 56 56 56 57 57 57 58 58 59 60 61 63 64 65 66 67 68 69 70 71 72 73 74
A 105 X 55 55 55 55 55 55 56 56 56 56 57 57 57 57 58 58 59 60 61 63 64 65 66 67 68 69 70 71 72 73 74
T 106 X 55 55 55 55 56 56 56 56 56 57 57 57 57 58 58 58 59 60 61 63 64 65 66 67 68 69 70 71 72 73 74
U 107 X 55 56 56 56 56 56 56 56 57 57 57 57 57 58 58 58 59 60 61 63 64 65 66 67 68 69 70 71 72 73 74
108 X 56 56 56 56 56 56 57 57 57 57 57 58 58 58 58 59 60 61 63 64 65 66 67 68 69 70 71 72 73 74
E 109 X 56 56 56 56 56 56 57 57 57 57 58 58 58 58 58 59 60 61 63 64 65 66 67 68 69 70 71 72 73 74
110 X 56 56 56 56 56 57 57 57 58 58 58 58 58 58 59 60 61 63 64 65 66 67 68 69 70 71 72 73 74
EXAMPLE: AMBIENT WET BULB TEMPERATURE = 62°F

AMBIENT DRY BULB TEMPERATURE = 80°F A
MAXIMUM DISCHARGE AIR TEMPERATURE = 46°F
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474 BODY
the wrapping still wet. It may be necessary to wet and tween 25 and 40 psi. Normal discharge pressure at 1200
swing the thermometer the second or third time to engine rpm as indicated below:
assure its reading reaching its lowest point. With the
wrapping still wet, observe and note this reading. Ambient Temperature Discharge Pressure
Observe and note the cowl vent inlet air temperature. 60° F. 100-150 psi
Observe and note the instrument panel outlet grille 80° F. 140-190 psi
discharge air temperature.
100° F. 190-240 psi
From the performance temperature chart, determine
the maximum allowable discharge air temperature for 110° F. 230-280 psi
the prevailing wet and dry bulb temperatures. If the
car's discharge air temperature is at or below the PRESSURE DIAGNOSIS
temperature given on the chart, the cooling system may
be deemed to be delivering its rated cooling capacity. 1. HIGH DISCHARGE PRESSURE
If the discharge air temperature is above the maxi- (a) Too much refrigerant
mum allowable on the chart, a heat penetration into the (b) Air in system
cooling system through air leaks and/or insulation is (c) Dirty condenser
indicated. (d) High ambient temperature
Move the control lever to the right to about the
midway point. Check the water valve fooler circuit. It 2. LOW DISCHARGE PRESSURE
should be energized and the test light will become (a) Not enough refrigerant
brighter. Check the water valve control lever. It should (b) Moisture in system (Expansion valve stuck closed)
have increased still higher. Move the control lever to (c) Bad compressor reed valves
the "Off" position. Check the recirculation door. It (d) Expansion valve thermal bult lost charge
should be open and fresh air door should be closed.
If recirculation door remains closed, attach the yellow (e) Too much oil
wire to the selector switch, (see wiring diagram).
3. HIGH SUCTION PRESSURE
(a) Moisture in system (Expansion valve stuck open)
28. CHECKING EVAPORATOR HOUSING (b) Bad compressor read valves
FOR AIR LEAK (c) Expansion valve equalizer tube plugged
Remove the blower housing and pour approximately (d) Expansion valve thermal bulb loose in coil
'/2 pint of water into the evaporator housing. From in- (e) Not enough oil
side of car check to see if there is any water leakage.
If necessary, seal the evaporator housing (on the 4. LOW SUCTION PRESSURE
inside of housing) at the point of leakage. After sealing (a) Not enough refrigerant
the housing recheck for leaks. (b) Moisture in system (Expansion valve stuck closed)
NOTE: Discharge and suction pressures will vary with (c) Expansion valve thermal bulb lost charge
the ambient temperature and the heat load applied to (d) Restriction in liquid line
the evaporator. Normal suction pressure will vary be- (e) Too much oil
V-2 COMPRESSOR (1958)

Location Right Cylinder
Type 2 cyl. "V" Type
Bore 2% 6 inch
Stroke 11/2 inch
Displacement 9.45 cubic inches
Type Valve Reed Type
Speed (Depends on axle ratio and tire size) Approx. 1250 r.p.m. at 25 m.p.h.
Oil Capacity (Refrigerant Oil; 300 Saybolt) 12 ounces
Clutch Rotating Coil
Muffler In Compressor Discharge Line
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C-3644 C-3623
Special Tools
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477
PART THREE BODY

SECTION V INSTRUMENTS, GAUGES, HORNS,
AND WINDSHIELD WIPERS
Page
1. Instruments and Gauges 477
2. Horns 480
3. Electric Windshield Wiper 481
. INSTRUMENTS AND GAUGES TESTING PANEL AND TANK UNIT FOR GROUND-
Both units must have a good ground to operate properly.
GENERATOR INDICATOR LAMP Turn ignition to accessory position. Use a jumper wire to
temporarily ground each unit at the case. If the gauge
A generator indicator lamp is connected between the
unit changes when the temporary ground is made, see
armature terminal of the voltage regulator and the igni-
that the case of the unit under test is properly grounded.
tion terminal of the starter and ignition switch. The in-
Clean and tighten the mounting screws on the panel
dicator lamp indicates that generator output voltage is
unit. Clean the contacting surface of the tank unit and
normal when the lamp goes out. This occurs just above
make sure the retainer is tight.
normal engine idle speed. See electrical diagrams in
back pages of manual. TESTING WIRE BETWEEN PANEL UNIT AND TANK
UNIT-Disconnect the wire at both ends. Turn on igni-
ELECTRO-MAGNETIC FUEL GAUGE tion switch. Connect a test lamp to the accessory termi-
The fuel gauge consists of a panel unit and tank unit nal of the starter-ignition switch and to one end of the
connected by a single wire. The panel unit has two mag- wire. If the lamp lights, the wire is grounded and must
netic circuits, each with a coil to produce a magnetic be repaired or replaced. If the lamp does not light,
field. The constant field coil is grounded internally and ground the opposite end of the wire. The lamp should
exerts a constant pull on the pointer toward the empty light. If it does not, the wire is broken and must be
mark when the ignition is turned on. The variable field replaced.
coil is grounded through the tank unit and exerts a pull
on the pointer toward the full mark. The tank unit con- VARIABLE FIELD CONSTANT FIELD
(FULL POSITION) (EMPTY POSITION)
tains a resistor and a contact finger which moves as the
float moves. A strong magnetic field is induced in the TANK UNIT
variable field coil when the tank fuel rises and gradu-
ally weakens as the level is reduced. See Figure 1.
The tank unit is locked in position by a retainer plate DASH UNIT
and rubber seal. The retainer can be removed by using
a special Tool C-3582 when it is necessary to service the POLE
SHOES
FULL
/
tank unit. See Figure 2 and 3. EMPTY
TESTING ELECTRO-MAGNETIC GAUGE

STARTER-IGNITION SWITCH
TESTING WIRE FROM STARTER-IGNITION (NOTE-FUEL GAUGE
SWITCH TO PANEL UNIT-Turn switch to accessory OPERATES ONLY WHEN
IGNITION SWITCH IS
position. Connect one wire of a test lamp to the sw termi- TURNED ON) 57P303
nal of the panel unit and the other wire to ground. If the
lamp lights, circuit is good. Figure 1-Electromagnetic Fuel Gauge Circuit
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478 BODY
INSTRUMENTS AND GAUGES

MODEL LP1, P-30, LP2, P31
a)
1
4.
cho Type Electro-magnetic
8
Type Sea Shell
Number (1) Plaza, (2) Savoy and Belvedere
Amperage Draw 8.5 amps. at 12.4 volts at each horn terminal
Location Behind Radiator Grille
Electric-Constant Speed (Standard)
'0 o).. Types
15
2 Electric-Variable Speed (Special Equipment)
a. Circuit
ClIC11.1 Constant Speed-Built into Switch
§. Breaker
Location Variable Speed-Attached to Switch
CIRCUIT BREAKER AND FUSE CHART

MODELS LP1, P-30, LP2, P31
Headlamps 20 amp.-C. B. in switch

Radio 71/2 amp.-Fuse
Clock 2 amp.-Fuse
W. S. Wiper Motor
C. B.-in switch
(constant speed)
W. S. Wiper Motor
C. B.-8 amp.
(variable speed)
RETAINER
TANK UNIT
C
SEAL RING
TOOL C-3582
57P77 57P76
Figure 2-Fuel Gauge Tank Unit Figure 3-Removing Retainer with Tool C-3582
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INSTRUMENTS, GAUGES, HORNS, AND ELECTRIC WINDSHIELD WIPER 479
TESTING PANEL AND TANK UNITS-If previous tests Remove the sending unit from the cylinder head and
indicate that the panel unit is receiving current when the ground the unit to the car with a jumper wire. Place the
starter-ignition switch is turned on, that both the panel unit in a container of hot water with a thermometer. Do
and tank units are properly grounded, and that the wire not immerse unit. Make sure that top of sending unit or
between the units is good-then test the panel and tank the terminal does not get wet. The gauge should indicate
units as follows: approximately the same temperature as the thermome
Use a spare tank unit known to be in good condition. ter. Use the temperature chart to determine the degrees
Disconnect the tank unit to panel unit wire at the termi- Fahrenheit. In most cases, if the first four readings cor-
nal of the panel unit. Connect the spare tank unit to the respond to the temperature chart, it can be assumed
terminal on the panel unit and ground the tank unit with that the gauge is accurate for the entire range. If the
a jumper wire. Move the float arm of the tank unit up and entire range is to be checked, it will be necessary to use
down. If the panel unit registers correctly, the tank unit a liquid with a higher boiling point than water.
in the car is faulty and should be replaced. If the panel If gauge readings do not correspond, use a new
unit does not register when the arm of the spare tank engine sending unit known to be accurate, and again
unit is moved up and down-the panel unit is faulty and check the temperature gauge readings.
should be replaced.
Another method, although not as accurate, can be
TESTING TANK UNIT REMOVED-Connect a test
used to test the gauge. Run the engine indoors at a fast
lamp from the battery and connect the ground side of
idle with a cover over the radiator until the thermostat
the bulb to a jumper leading to the tank unit terminal.
is open, and place a thermometer in the top tank of the
Connect a jumper from the tank unit case to the other radiator. The gauge should register approximately the
side of the battery. With the float in the full position, the
same temperature as the thermometer.
bulb should burn almost at full brilliance. When the
float arm is lowered, the light should decrease steadily Degrees Fahrenheit Gauge Indication
in brightness, until it will barely be visible. 100°F. %6 At cold mark
The test will only show if the tank unit is functioning. It 150°F. -±- %4 Start of normal bar
will not indicate exact calibration. It is important to use 225°F. 3/44 End of normal bar
care when installing a tank unit so as not to bend the 250°F. ± 1/16 At hot mark
arm which will cause an error in the panel unit reading.
Always compare the tank units with a new one to make SPEEDOMETER
sure that the rod angle is correct.
The speedometer consists of an indicating head and
TEMPERATURE GAUGE the speedometer drive cable. In addition to speed, the
speedometer records mileage on its odometer. If speed-
The electro-magnetic temperature gauge consists of ometer fails to indicate speed and mileage, inspect for
an engine sending unit and a panel unit connected by a a broken drive cable.
single wire. The panel unit consists of two coils which
produce two magnetic fields. A constant field exerts a SPEEDOMETER CABLE-Most cables are broken due
constant pull on the indicator toward the cold mark to lack of lubrication. In some instances a cable may
when the ignition switch is turned on. The variable field break due to binding mechanism in the indicating head.
exerts a pull toward the hot mark. The magnetic pull A "jumpy" pointer may be due to a kink in the cable.
from the variable field changes as the resistance in the The kinked cable rubs on the housing and winds up
engine sending unit changes. slightly, slowing down the mechanism. It then unwinds
The engine sending unit contains a carbon resistor. and causes the pointer to jump. To check for kinks re-
Its resistance increases as coolant temperatures de- move the cable from the housing and lay it on a flat
crease. As coolant temperatures increase, the resistance surface. Twist one end with the fingers. If the cable
decreases. turns over smoothly, the cable is not kinked. If it "flops"
over as it is twisted, the cable is kinked and should be
TESTING TEMPERATURE GAUGE-Before perform- replaced.
ing tests on the gauge, inspect the wires of the tempera-
ture gauge circuit for worn, frayed, or broken wires. Inspect the housing for evidence of kinks. If a cable
Clean terminals at the panel unit and engine sending sticks or binds as it is inserted in the housing, the hous-
unit. Check the battery voltage. ing is damaged inside and should be replaced.
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480 BODY
The speedometer drive pinion should also be checked. SPEEDOMETER DRIVE PINION OIL SEAL-The seal
If the pinion is dry or teeth are stripped, the speedometer on the speedometer pinion may wear causing transmis-
may not register properly. sion lubricant to be pumped into speedometer cable
housing. When the lubricant is extremely cold, the cable
The transmission main shaft nut must be tight or the
speedometer gear may slip on the main shaft and cause
channels through it and rubs against the housing, caus-
slow speed readings. Proper torque on main shaft nut ing noise. After cable runs a while, lubricant thins out
is 95 to 105 foot-pounds. and the noise should disappear. To correct this, wipe
all transmission lubricant off cable, apply Speedometer
LUBRICATING SPEEDOMETER CABLE-The speed- drive pinion seal before reinserting the cable.
ometer cable should be lubricated with Speedometer
Cable Lubricant every 10,000 miles. Fill the ferrule at the OIL PRESSURE INDICATOR LAMP
upper end of the housing. Insert the cable in the housing, The oil pressure indicator lamp is connected between
starting at the upper end. Turn the cable as it is fed into the oil pressure switch and the ignition terminal of the
the housing. Repeat filling the ferrule except for the last starter and ignition switch. When oil pressure exceeds
six inches of the cable. Too much lubricant at this point 8 to 12 p.s.i. the switch contacts open and the indicator
may cause the lubricant to work into the indicating head. lamp goes out. The light may be on during idle speeds
and will go out at speeds above idle. The switch operat-
LUBRICATING SPEEDOMETER HEAD-The speed-
ometer head should be lubricated every 10,000 miles ing pressure can be checked by connecting a pressure
with Speedometer Lubricating Oil. Remove the oil tube
gauge in the line with the switch. The switch is located
from the housing and put a few drops of oil on the wick at the rear of the block, at the top on V-8 engines and at
in the tube. Reinstall tube. the left side of the cylinder block at the rear on 6 cylinder
engines.
INSTALLING SPEEDOMETER CABLE AND HOUSING
-If a new cable and housing is to be installed, always 2. HORNS
check both for kinks. Use wide, sweeping, gradual The horns are connected through the battery terminal
curves where cable comes out of transmission and con- of the generator regulator and are operated when the
nects to speedometer head to prevent damage to the circuit is grounded at the horn ring. They are located
cable. Care should be exercised when installing the behind the radiator grille. The high note horn is located
assembly to prevent kinking the cable due to rough at the left and the low note on the right.
handling.
If horns do not operate or do not have a clear tone,
Make certain that cable housing is straight as it enters the cover should be removed and inspected for faulty
the speedometer head. An angle at the speedometer wiring, broken insulation, or corroded contact points.
head can cause the cable to wear prematurely and re- Contact points should be carefully dressed down with a
sult in failure. clean fine file.
COVER RETAINING CLIPS
ADJUSTING NUT
COVER RETAINING CLIPS 57P28 CONTACTS

NINIMMINIF 57P29
Figure 4-Removing Horn Cover Figure 5-Adjusting Horn
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CONTACTS or until a clear tone is obtained. Horns must be adjusted

CONTACT SPRINGlik
individually. After adjustments are made, try both
horns for combined tone.
HORN CONTROL
/
RESISTOR
ADJUSTING SCREW
The horns are operated by a horn blowing bar or ring
depending upon the model of the car. To remove the
LOCK NUT horn blowing bar on Plaza and Savoy models, remove
the two recessed cross-head screws accessible under-
"4"-DO NOT DISTURB neath the steering wheel, see Figure 7. To remove the
THIS NUT
horn blowing bar on Belvedere models rotate the center
ornament counter-clockwise until it disengages from the
bar.
---
3. ELECTRIC WINDSHIELD WIPER
ARMATURE SPRING 57P437
The windshield wiper motor is connected through the
fuel gauge to the starter-ignition switch so that the motor
Figure 6-Adjusting Horn will not operate unless the ignition switch key is turned
to the right or left position. See Figures 8 and 9. The con-
stant speed motor is protected by a circuit breaker built
ADJUSTMENTS into the windshield wiper switch. The variable speed
motor is protected by a circuit breaker which is attached
To remove the cover, pry the retaining clips away as to the "B" terminal of the switch. Both motors use the
shown in Figure 4. Loosen the locknut and turn the ad- same wiper blades, arm assembly and pivots. Convert-
justment screw or nut until there is no vibration. See ible and Sport Coupe blades, arms, and pivots differ
Figure 5 or 6. Then turn screw counterclockwise 1/4 turn from other models.
RING
BUSHING
SWITCH
SCREW
RETAINER
57P427
Figure 7-Horn Control-Disassembled
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482 BODY
16 BLACK 16 BLACK
16 BLACK
RED
16 YELLOW
CONSTANT SPEED
WIPER MOTOR
VARIABLE SPEED
WINDSHIELD WIPER
F.
VARIABLE SPEED
WINDSHIELD WIPER WINDSHIELD WIPER
16 MOTOR SWITCH
SWITCH WITH BUILT-
BLACK
IN CIRCUIT BREAKER CIRCUIT BREAKER
16 BLACK
FUEL
GAUGE
57P12 58P15
Figure 8-Windshield Wiper Circuit Diagram Figure 9-Windshield Wiper Circuit Diagram
(Constant speed motor) (Variable Speed Motor)
The variable speed motor has an "off glass parking" When installing the motor on the studs, do not tighten
feature which is accomplished by reversing the motor nuts until the pivot ends of the links are secured. Make
and the use of parking cams at the pivot pins of the inter- sure the nylon pivot insert does not bind on the pivot pin.
mediate crank arm. When the switch is turned to the Lubricate the insert with dripless, heavy type lubricant.
"off" position, the motor reverses direction and at the The nylon insert is not replaceable.
same time the parking cams rotate 180 degrees, length-
ening the linkage slightly to park the blades against the RECONDITIONING WIPER MOTOR
moulding. The linkage shortens when the motor runs
in the wiping direction. CONSTANT SPEED MOTOR-To disassemble the
motor, remove the switch plate first. Then remove motor
WIPER BLADE ADJUSTMENT crank nut, washers and motor crank arm. Lift out nylon
gear. Remove end head through bolts and carefully
To properly position wiper blades, adjust the parking pull off end head. Armature can then be removed.
cam at the motor switch plate so that blades park as low
as possible. Then loosen the blade arms at the pivots. VARIABLE SPEED MOTOR - Remove end head
Position the blades against the windshield moulding on through bolts and pull out end head using care so as not
variable speed motors and tighten pivot attaching nuts. to break the lead wire to the brush holder. Remove
Position blades of constant speed motors one inch from switch plate and cover screws. Rotate armature in re-
the windshield moulding. verse so that tang in switch plate will disengage gear
follower to permit removal of plate assembly. Remove
crank arm nut, washers, crank arm, gear and armature
REMOVAL AND INSTALLATION in that order.
The wiper is mounted to the cowl panel by means of
studs in the panel and a mounting bracket on the motor.
Disconnect the wiper links at the pivots. Remove the NOTE
motor bracket nuts. Lower the motor and remove it from When only the switch plate on variable speed
the right side. Use care so as not to bend the links. motors is removed, position the crank arm 180°
from the park position. This is done to disengage the
spring follower from the tang on the switch plate.
CAUTION
Keep hands and fingers away from the wind-

INSPECTION
shield wiper operating linkage when the wiper
motor is running. The power of the wiper motor is Thoroughly inspect the motor parts for wear, corro-
sufficient to cause serious personal injury. sion or damage. Clean the armature commutator with
00 or 000 sandpaper or if necessary turn down the corn-
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ARM GASKET GROMMET SCREW AND WASHER

BRACKET (NOT SERVICED) WASHER / PIVOT RETAINER
W ASHER WASHER
NUT /WASHER
A,o7 UT GROMMET
STRAP(NOT SERVICED)
LINK SPACER
WA(H MOTOR
E
BLADE SCREW
;;;.RIPW ASHER HEAD
RETAINER
GASKET
WASHER-ff.1/ , .o.-LEVER
CAM
PLATE AND SWITCH
CAM WASHER
SCREW
SPRING GEAR
WASHER ')(, WASHER
SPRING WASHER
TRIP ARM NUT
LINK (SERVICED IN
ASSEMBLY
WASHER WASHER
SCREW
WASHER(SERVICED IN ASSEMBLY AND
WASHER SCREW
PLATE (NOT SERVICED)
BRACKET
GROMMET
WASHER CIRCUIT BREAKER
'IL-RETAINER SWITCH
TERMINAL
GROMMET
SCREW AND WASHER
57P426
Figure 10-Windshield Wiper Motor-Disassembled (Variable Speed)
mutator. Replace worn or oil soaked brushes. Check excessive wear. Be sure that the parking switch contact
the armature and crankshaft in their respective bush- is clean and dry.
ings and replace worn parts if any looseness is detected.
REFACING COMMUTATOR
End play in the armature shaft is controlled by a thin
thrust washer in the end plate. Inspect gears for worn If the armature commutator is rough, out of round,
or broken teeth and replace those showing damage or burned, or the bakelite material is even with or extends
CUTTING TOOL
ARMATURE
/CUTTING TOOL SPECIAL

CHUCK
SPECIAL
CHUCK
UNDERCU NG
UNDERCUTTING TOOL
COMMUTATOR
TOOL 410019
Figure 11-Refacing Commutator Figure 12-Undercutting Commutator Segments
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484 BODY
GROMMET
END HEAD
PIVOT ASSEMBLY
ARM POLE SHOES

WASHER
BOLT
- NUT FIELD WINDING
FRAME
GROMMET
ARM
ARM GROUND STRAP
ARMATURE
SCREW
BLADE
WASHERS NUT
GASKET
MOTOR CRANK ARM
- COVER
LINK BRACK
SCREW
CLIP
GROMMET
SCREW NUT
SWITCH
KNOB
57P429
Figure 13-Windshield Wiper Motor-Disassembled
(Constant Speed)
above the surface of the commutator bars, the commu- Assemble the frame, armature and head being care-
tator should be turned down. Remove only enough metal ful to raise the brushes to allow entrance of the commu-
to provide a clean smooth surface. Operation can be tator. Rap the motor frame several sharp blows with
performed on a suitable lathe or by using Tool C-770
shown in Figure 11. rubber hammer to align the brushes.
UNDERCUTTING BAKELITE WINDSHIELD WIPER SWITCH
Undercut the bakelite segments to a depth of IA 6 inch, CONSTANT SPEED MOTOR-The switch contains a
using Tool C-770 with special blade SP-839, as shown in built in circuit breaker to protect the motor and is serv-
Figure 12, or a fine tooth hacksaw blade. Be sure to iced only as an assembly. To test the switch, disconnect
undercut the bakelite squarely. After undercutting, the lead wires and remove the switch from the instru-
polish the commutator with 00 or 000 sandpaper to re-
move burred edges. ment panel. Connect a test lamp between "B" terminal
of the switch and the negative battery post.Connect the
positive battery terminal to the "P" terminal of the post.
CAUTION The lamp should light when the switch is in the "off"
position and go out when the switch is turned to the "on"
Be sure the commutator is clean and free from oil position.
or grease. A dirty, greasy commutator will cause a
high resistance and greatly impair the efficiency of Connect the positive battery to the "R" terminal of the
the wiper. switch. The lamp should light when the switch is turned
"on" and go out when turned "off."
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MOTOR CRANK ARM CONTACT PLATE GROUND STRAP

MOTOR CRANK ARM
GROUND STRAP
1 0 CONTACT FOLLOWER
GEAR
GEAR
PARKING SWITCH PLATE 57P431 PARKING SWITCH PLATE 57P430
Figure 14-Constant Speed Motor Figure 15-Variable Speed Motor
VARIABLE SPEED MOTOR-The switch contains a

bar resistance plate which provides a means of con-
END PLAY
trolling the amount of current flow to the motor field as ADJUSTMENT SCREW
the switch control shaft is rotated. In addition, the switch
is designed to provide a circuit to the motor to reverse
the direction of the current to the field winding thus pro-
viding a means of reversing the armature. A replaceable
circuit breaker is attached to the "B" terminal of the
switch to protect the motor.
To test the switch, disconnect the lead wires and re-
move the switch. Connect a wire from the battery posi-
tive terminal to the case of the switch and another wire
from the battery positive terminal to the "Fl" terminal 57P432
of the switch. Connect a test lamp between the battery
Figure 16-End Play Adjustment
negative terminal and the "B" terminal of the switch.
Lamp should light when switch is turned on and gradu-
ally dim as switch is rotated clockwise. Lamp should go
out when switch is turned "off." The switch is serviced LINK SPRING
TRIP INTERMEDIATE
only as an assembly.
CRANK ARM
END PLAY ADJUSTMENT
To adjust the armature shaft end play turn adjustment

screw in until it bottoms and back 1/4 turn. See Figure 16.
BENCH TESTING MOTOR
Before bench testing a motor, the lead wires should

be inspected for opens or shorts, and for poor connec-
tions at the switch plate. Inspect and clean if required LINK SPRING 55P1070
the breaker points on the variable speed motor. Use fine Figure 17-Link Spring Trip Installed
grade sandpaper across the contact points. (Variable Speed Motor)
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486 BODY
CONSTANT SPEED MOTOR-Connect the battery vents slippage in the running direction and allows 180°
positive terminal to the wiper motor ground strap. Con- slippage on the pin when the motor reverse to park the
nect the black and blue wires of the motor to the nega- blades.
tive battery terminal. Motor should continue to run. When assembling right linkage install link spring trip
Remove black wire with blue connected. Motor should to engage spring ends with the "R" on the trip up to
park. match the "R" on the intermediate crank arm. This is
VARIABLE SPEED MOTOR-Connect the yellow wire important to parking of the blades. See Figure 17. When
to the motor ground strap. Connect the battery positive assembling left hand linkage "L" mark on link should
terminal to the motor ground strap. Connect the red and be up to match "L" on intermediate crank arm.
black wires to the battery negative terminal. The motor
Then install the eccentric (parking cam) so that it in-
should run in the wipe direction.
dexes in the link spring trip. Install right and left links
To park the motor, connect the blue and yellow wire to (marked "L" and "R") to their respective pins. Refer to
the battery negative terminal. Connect the battery posi- Figure 18. Place the link washer over pin. Install right
tive terminal to the motor ground strap. Connect the red link assembly in motor crank arm and secure with
wire to the motor ground strap. Momentarily touch the washer and nut. Left assembly is secured to left pin with
black wire to the yellow and blue wire. Motor should a spring clip.
park.
Correct indexing of the contact plate (constant speed 4. DIAGNOSIS PROCEDURES
motor) or the contact follower (variable speed motor)
on the nylon gear is important. After the armature, nylon HORNS WILL NOT BLOW
gear, and crank arm are installed, index the contact
plate (constant speed motor) on the nylon gear with the 1. HORN ADIUSTMENT-Adjust horns as outlined
slot pointing in the same direction as the motor crank under Horns-Adjustment. See Figure 5 or 6.
arm. See Figure 14. Install the contact follower (variable 2. HORN-Connect jumper wire from the horn termi-
speed motor) with open end pointing in same direction nal to ground. If horn does not blow, horn is at fault.
as motor crank arm. See Figure 15. If horn blows inspect wire from horn terminal to horn
switch and the switch itself.
VARIABLE SPEED MOTOR LINKAGE
It is important that the linkage and eccentrics be in-
stalled correctly on the pivot pins. Install the spring CAUTION
washer, concave side down over the intermediate crank Do not loosen the lock nut in the center of either
arm pin. Slide the link spring over the pin against the horn or the diaphragm may become damaged.
washer by slightly spreading the ends. The spring pre-
HORNS BLOW CONTINUOUSLY

(Horn Control Not Sticking)
INTERMEDIATE
CRANK ARM 1. WIRING- Inspect wiring for ground between horn
RIGHT LINK switch and horn. Remove cable from ground terminal.
If horn stops blowing, ground is either in column cable
or horn control.
WIPER FAILS TO OPERATE
1. SWITCH-Inspect for loose connections and correct

wiring at switch. Replace switch with a new one to
determine if switch is at fault.
PARKING CAM 2. LINKAGE-Inspect linkage for misalignment or
(ECCENTRIC)
55M 071
binding and repair and lubricate as required.
3. WIRING-Inspect wiring for opens or grounds
Figure 18-Link Arm Installed (Variable Speed Motor) between switch and motor.
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WIPER OPERATES SLOWLY

switch plate. Further adjustment may be necessary at
I . RESISTANCE-Inspect the motor brushes and com- the pivots to even up blade position.
mutator for dirt or carbon deposits in slots.
2. SWITCH-Make certain that lead wires are tight
2. GROUND STRAP-Check for high resistance at in switch and are installed in proper socket.
ground strap. Clean area with fine sandpaper.
3. CONTACT POINTS-Clean contact points at switch
3. LINKAGE-Inspect linkage for binding, misalign- plate (variable speed motor) with fine sandpaper. In-
ment and lack of lubrication. spect contact spring leaf on switch plate for excessive
4. WIRE TERMINALS-Inspect terminals for poor tension which would prevent points from separating.
contact, dirt and looseness.
4. LINK SPRING TRIP-If blades slap moulding and
park high on glass on the variable speed motor, the link
WIPER FAILS TO PARK
spring trip is installed incorrectly. See page 486 for
I. ADJUSTMENT-Readjust parking lever at motor correct assembly of linkage.
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488 BODY
LIGHTING SYSTEM
MODELS P-30, P-31, LP-1, LP-2
Headlamps-Type Sealed Beam

Lower Beam Control Foot Switch
Headlamp Control 3 Position Rotary Switch
Stoplight Control Hydraulic Switch at Brake Master Cylinder
Instrument Lighting Indirect-Variable Resistance Control
Wiring Protection Circuit Breaker
LAMP CHART
MODELS P-30, P-31, LP-1, LP-2
Candle Power Lamp Number

Location 1957-40-50 Watts 1957-5400
1958-Inboard-37.5 1958-Inboard-4001
Headlamp Outboard-37.5 50.0 Outboard-4002
Parking and Turn Signal Lamp 32-4 1034
Tail and Stop Lamp 32-4 1034
Direction Indicator Tell Tale 2 57

License Plate Lamp 3 67
Back-Up Lamp 21 1141
Headlamp Beam Indicator 2 57
Dome Lamp 15 1004

Clock Lamp 2 57
Radio Dial Lamp 1892
Glove Box Lamp 2 57

Courtesy Lamp 15 1004
Instrument Lamp 2 57
Trunk Compartment Lamp 15 1003
Generator Indicator Lamp 2 57

Oil Pressure Indicator Lamp 2 57
Automatic Transmission Lamp 2 57
Under Hood Lamp 15 1003

Hand Brake Signal Lamp 6 90
Fog Lamp 35W 4412A
Spot Light 30W 4435
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489
PART THREE BODY

SECTION V LIGHTING SYSTEM
Page
1. Testing Voltage in Lighting System 489
2. Circuit Breaker 489
3. Testing Lighting Circuit 490
4. Aiming Headlamps 490
5. Headlamps and Panel Lamp Switch 492
1. TESTING VOLTAGE IN LIGHTING cause a voltage drop. Be sure to check the wires from
SYSTEM the starter solenoid and generator regulator to the am-
meter. These wires carry the full load of all branching
Voltage must be measured with the lights burning. circuits.
To do this, remove the headlamp door and with the
Sealed Beam unit partially removed from its mounting
seat, attach leads of a low reading voltmeter to the 2. CIRCUIT BREAKER
prongs of the Sealed Beam unit while it is still inserted
in the connector socket. A circuit breaker consists of a bi-metallic blade and
a set of contact points connected in series with a circuit.
The top prong supplies current for the traffic beam. When excess current passes through the circuit, the bi-
One of the side prongs supplies current for the country metallic blade heats up and separates the contact points,
beam and the other is the ground connection. opening the circuit. Then, until the short circuit is elimi-
With engine stopped and the lamps "on" for 5 min- nated, the points will open and close repeatedly.
utes, voltage at the headlamps with the country beam
filament burning, should not be less than 11.25 volts. Individual circuit breakers are rated (rating appears
With the lamps "on" and the engine warmed up and on each unit) and should be tested at room temperature
running at an approximate car speed of 20 miles per because the current required to open the contact points
hour, voltage at the headlamps should not be less than is affected by the outside temperature. Under a normal
12.3 volts, nor more than 13.5 volts with the battery and current load the contact points will remain closed indefi-
generator at room temperature (70°). If voltage is low at nitely. Under a double rated current load the contact
either headlamp socket, with only standard equipment points will open within 60 seconds and will remain open
in the circuit, proceed as follows: for about 10 seconds and then close. Do not attempt to
readjust the points. If the circuit breaker does not func-
Test the voltage output of the battery which should be tion properly, replace with a new one.
12 to 12.5 volts. Clean and tighten battery terminals and
ground cable. Check wires and connections to all lamps, Circuit breakers built into switches are essentially the
also the main headlamp switch and the dimmer switch same construction as individual circuit breakers. The
for high resistance. When a voltmeter is placed at the constant speed windshield wiper motor uses a control
ground and input side of a switch and then between the switch containing a built in circuit breaker to protect
ground and the output side of a switch (with the lamps the motor. The switch is serviced as an assembly. No
burning), the difference in readings will represent the attempt should be made to disassemble the switch for
voltage drop in the switch. A switch showing a voltage repair.
drop of more than 1/10 volt should be replaced.
Units which have individual circuit breaker protection
This test may be made by taking a reading at each are-the variable speed wiper motor attached to switch
end of the wire. A wire showing a voltage drop of more -power seat motor, convertible top motor, window lift
than 1/10 volt should be replaced. If any wire in the motor, all of which are located behind the left cowl
lighting circuit has been replaced with other than stan- panel. The headlight circuit is protected by a circuit
dard equipment wire, it may lack conductivity and breaker attached to the headlamp switch.
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490 BODY
3. TESTING LIGHTING CIRCUIT cause a momentary grounding and result in flickering

lights due to vibration when driving over rough roads.
It is good practice to make periodic inspections of the Inspect the connections and sockets at the taillamp,
wiring in the lighting circuit. Inspect for loose or cor- panel lamps, license lamps, and parking lamps for poor
roded connections and for chafed or frayed insulation. ground, dirt, corrosion or loose wiring.
Inspect the switches, bulb sockets and lamp shells for
looseness and corrosion. Clean and tighten where neces- TESTING DOME LIGHT AND GLOVE BOX LAMP
sary to prevent loss of efficiency due to poor or dirty
connections. Remove lens and inspect bulb and socket. Remove all
wire from "A" terminal of headlamp switch. Connect
A test lamp can be used to test the headlamp switch. test lamp from "A" terminal to ground. If lamp lights,
Disconnect the wire or wires from the switch terminal circuit breaker is functioning properly. Connect dome
that feeds the circuit or circuits. Connect a test lamp to lamp lead to "A" terminal and connect test lamp to the
the post on the switch where the circuit wire or wires end of the wire at the dome lamp and ground the test
were connected and ground the test lamp. If the lamp lamp. Check both the "A" and "B" post switches with
lights with the switch on, the switch is functioning prop- the test lamp. The glove box lamp circuit can also be
erly. Therefore the circuit or circuits should be checked checked in the same manner.
for opens or grounds. If the test lamp does not light, the
switch is at fault and the switch should be replaced.
4. AIMING THE HEADLAMPS
TESTING TAILLAMPS, LICENSE LAMP, PANEL LAMP
SWITCH, DIMMER SWITCH, PARKING LAMPS, AND 1957 MODELS
IGNITION-STARTER SWITCH LIGHT CIRCUIT There are many different types of aiming equipment
First make certain that there are no shorts or open which will produce accurate aiming provided that the
circuits in the connections to the headlamp switch. Wires manufacturer's instructions are followed. However, an
lead off the headlamp switch and feed current through aiming screen can also produce satisfactory results.
the circuits. The panel lamp switch connects to the instru- To aim the headlights, use an aiming screen or a light
ment lamps and regulates the brightness by means of a colored wall and make certain the car is on a level floor
built in rheostat. 25 feet from the screen or wall. Four lines are required
Tracing the source of trouble is accomplished by on the screen or wall: A horizontal line 2 inches below
checking each circuit individually. Remove one wire at the centers of the headlamps (as required in most states);
a time making certain that others are connected. When a center vertical line which must be lined up with the
the faulty circuit is located, check that particular circuit hood ornament; a vertical line on the left of screen in
for shorts or opens in the wire or for poor connections at line with the center of the left headlamp; and a vertical
the other end. Use a jumper wire with a test lamp to line on the right of the screen in line with the center of
determine if switches are at fault. Wires must be care- the right headlamp. See Figure 1.
fully inspected for frayed or worn insulation which may
IMPORTANT
Never use the low beam for aiming the head-
lamps. If headlamp testing equipment is used, fol-
low the instructions provided by the manufacturer
of the tester.
4
1 -Upper beam of right headlamp.
2-Upper beams of both headlamps.
3-Horizontal line 2 inches below headlamp centers.
2 4-Vertical line in line with center of left headlamp.
34x179
5-Vertical line in line with the windshield center strip.
Figure 1-Pattern of Beam from Correctly Aimed 6-Vertical line in line with the center of the right headlamp.
Headlamps (1957 Models) 7-Floor level.
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LIGHTING SYSTEM 491
VERTICAL ADJUSTING SCREWS

VERTICAL
GROUND ADJUSTING GROUND
SCREW TERMINAL )
rs SEALED,
BEAM UNITS
HORIZONTAL ADJUSTING SCREWS 57x318
HORIZONTAL
I I I
ADJUSTING Figure 3-Dual Headlamp Adjustment Screws
SCREW
(1958 Models)
57P30
Figure 2-Headlamp Adjustment Screws (1957 Models) VERTICAL CENTER LINE OF VERTICAL CENTER LINE OF
LEFT INNER LAMP UNIT RIGHT INNER LAMP UNIT
N1/4 CENTERLINE
With the car in front of the aiming screen at the speci
fied distance, remove the headlamp door. Adjust the top
HORIZONTAL CENTER LINE OF LAMP UNITS
adjusting screw for vertical adjustment, and the side
screw for horizontal adjustment. See figure 2. Adjust one
headlamp at a time with the other one covered. Aiming
the high beam will also properly aim the low beam.
NCHES
1958 MODELS
All 1958 Plymouth models are equipped with dual

headlamps. The outboard lights have individual fila-
ments for low and high beam. The inboard lights have 25 FEET
one filament, each for high beam only.
When the lights are operated on high beam, the lower UNIT NO. 1 ;
11
-4--SINGLE FILAMENT-1.0 U
filament of the outboard lamp supplies "fill-in" light. 57x364
Before adjustments are attempted the following prepa-
Figure 4-Aiming Inboard Lamps (1958 Models)
rations are to be made:
Park car on floor with tires correctly inflated. If gas
tank is not full, place weight in trunk to simulate. A full VERTICAL CENTER LINE OF VERTICAL CENTER LINE OF
tank of gas weighs approximately 100 lbs. Rock car side- LEFT OUTER LAMP UNIT RIGHT OUTER LAMP UNIT
ways to allow spring shackles, etc., to assume normal
driving conditions and remove headlamp doors. Place a
'N's.thi_ CAR CENTERLINE
rf
screen 25 ft. in front of car with all wheels at right angles HORIZONTAL
CENTER LINE
AIMING
to screen. Draw a horizontal line on the screen at the OF LAMP UNITS LINE
same level as the actual centerline of the headlights.
Draw vertical lines on the screen to represent the vertical
LOW BEAM
centerline of the inner and outer headlights. A center PATTERN
vertical line should be equal distance from the outer
lines which represent the vertical center of the headlights.
Inboard Light Adjustment-With lights on high beam,
cover the outboard lights so that they do not show on
screen. Adjust the vertical adjusting screws, Figure 3,
on the inboard light so that the beam's horizontal aiming FEET \
line is centered 2 in. below the horizontal centerline on
the screen. Adjustment of the horizontal adjusting screws UNIT NO. 2 [-is
is then made until the beam of light is equally divided C) DOUBLE FILAMENTS 'Iv' 57x365
by the inner vertical centerline on the screen, Figure 4. Figure 5-Aiming Outboard Lamps (1958 Models)
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492 BODY
Outboard Light Adjustment-Switch the lamps to the ONE LIGHT FAILS

low beam. Adjust the vertical adjustment screw on the
1. BULB OR SEALED BEAM UNIT-Inspect for cor-
outboard lamp until the beam's top edge aims at the
rosion at socket terminals, loose connections at sockets,
horizontal centerline on the screen. Figure 5. Adjustment
of the horizontal adjusting screws is then made until the or for a defective bulb.
left edge of the beam touches the vertical centerline on 2. CONNECTIONS - Inspect all connections for
screen. looseness.
5. HEADLAMP AND PANEL LAMP 3. WIRING-Inspect for a broken wire with a test
light from terminal block to socket or for an improperly
SWITCHES grounded bulb socket housing with jumper from housing
The headlamp switch and the panel lamp switch are to ground.
held in the instrument panel by a common threaded
sleeve and hex nut. The panel lamp knob indexes on its 4. SWITCHES
switch shaft by means of lugs in the knob and slots in
the shaft. The headlamp knob is held on its respective (a) Dome Light Switch-Check each of the two dome
shaft by means of a recessed hex screw. light switches with jumper wire, by jumping directly
from the dome light wire to ground.
6. DIAGNOSIS PROCEDURES (b) Stop Light Switch-Test by using a jumper wire
DIM HEADLIGHTS
across the leads of the stop light switch.
(ENGINE IDLING OR SHUT OFF)

ALL LIGHTS FAIL
1. BATTERY-Test for a weak or discharged battery,
loose or defective cables, or for corroded battery 1. BATTERY-Test battery. Inspect for loose or defec-
terminals. tive cables and for corroded battery terminals.
2. WIRING AND SWITCHES - Test wiring and 2. WIRING-Inspect for poor grounds, or for a short
switches in lighting circuit for voltage drop. circuit in the lighting circuit.
DIM HEADLIGHTS 3. SWITCHES-Install a new head light switch if stop
(ENGINE RUNNING ABOVE IDLE WITH light operates and all other lights fail.
BATTERY FULLY CHARGED)
4. CIRCUIT BREAKER-If battery and wiring are in
1. WIRING AND SWITCHES - Test wiring and good condition, but lights will not operate or only part
switches in lighting circuit for voltage drop. of the lighting circuit does not operate it may be due to
2. GENERATOR-Test for low output or high resis- a faulty circuit breaker in the headlamp switch. Use a
tance in generator brushes. test lamp to check circuit breaker.
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PART FOUR
MISCELLANEOUS
LUBRICATION-MAINTENANCE
WIRING DIAGRAM
ALPHABETICAL INDEX
PLYMOUTH MILEAGE MAINTENANCE SCHEDULE*
MILEAGE INTERVALS IN THOUSANDS
MAINTENANCE RECOMMENDED
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
Safety Inspection and Chassis Lubrication . * * * * * * * * * * * * * * * *
Lubricate Body (Hinges, Locks, Latches, Door Striker
Plates and Rotors) * * * * * * * * * * * * * * * *
Check Lubricant Level-Steering, Transmission, Overdrive,
Rear Axle * * * * * * * * * * * * * * * * * * *
Inspect Oil Filler Cap and Outlet Pipe Air Cleaners * * * * * * * * * * * * * * * * * * * *
Check Brake Fluid Level * * * * * * * * * * * * * * *
Lubricate Generator and Distributor * * * * * * * * * * * * * * *
Change Engine Oil-Miles As recommended-See Page 495
Rotate Tires 0 0 0 0 0 0
Check Brake Adjustment
Check Clutch Adjustment
Engine Tune-up (Minor)
Engine Tune-up (Major) U
Clean Carburetor Air Cleaner Cartridge
Replace Oil Filter
Repack Front Wheel Bearings 0 0
Lubricate Speedometer and Cable 0 0
Check Fan Belt Adjustment 0 0
Check Wheel Alignment 0 0
Check Headlight Aiming 0 0
Change Transmission Lubricant
Change PowerFlite or TorqueFlite Transmission Lubricant
Change Overdrive Transmission Lubricant
Repack Universal Joints *
Change Rear Axle Lubricant *
Replace Carburetor Air Cleaner Cartridge
*These maintenance recommendations are for the average driving conditions. Please read page 495, "OIL CHANGE"
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495
PART FOUR MISCELLANEOUS

SECTION I-LUBRICATION MAINTENANCE
Page
Recommended Lubricants 496
Mileage Maintenance Schedule 494
1. Lubrication 495
2. Engine Oil 495
3. Lubrication Intervals 498
4. Seasonal Care and Preparation 502
5. Storage Precautions 502
6. Oilite Bearings 503
7. Care of Paint, Chrome and Upholstery 503
1. LUBRICATION fueled and while the engine is warm. When checking

the oil level. Make sure the car is level. If the oil level
Modern driving conditions-numerous stops and is checked immediately after the car has been driven,
starts in city traffic and continuous high road speeds on some oil will remain in the oil passageways, and the
country highways-place exacting performance de- level will not be as high as it will be after the car has
mands upon the precision-fitted parts of the Plymouth been allowed to stand a short time.
car. Thus, timely lubrications, oil changes and seasonal
maintenance are very important subjects for considera- OIL LEVEL INDICATOR DIP STICK-Two types of
tion by both service men and Plymouth owners. dipsticks are used, but both have the same markings.
Complete Plymouth lubrication recommendations See Figure 1.
appear in detail in the Lubrication Chart, on page 505.
Information provided in this Chart includes: Types and If the oil level on the dipstick is between the "add oil"
grades of lubricants required; frequencies of applica- mark and the "full mark," it is not necessary to add oil.
tion; lubrication points, and capacities of the units. If the oil level is at or slightly below the "add oil" mark,
add only one quart of oil.
ENGINE OIL
OIL LEVEL-It is considered a good practice to check

the oil level in the crankcase whenever the car is re- 2. ENGINE OIL
OIL CHANGE
Under "normal" driving conditions, the engine oil

should be changed at least every 3 months or 5000 miles.
Most cars are driven under normal conditions. When

considering oil change recommendations, the conditions
under which the car is operated should be taken into
consideration.
In unusual operation, water and °the* undesirable

compounds or some unburned fuel may collect in the oil.
6 CYL. ENGINE These tend to reduce the lubricating qualities of the
engine oil. The Plymouth crankcase ventilating system
57P396 expels (in vapor form) a large amount of these impuri-
ties. But, enough may remain to make it advisable to
Figure 1-Oil Level Indicator Dip Stick change the engine oil at more frequent intervals.
TYPES OF LUBRICANTS RECOMMENDED
UNIT OR PART LUBRICANT REQUIRED
Lubricant Fittings Chassis Lubricant

Door Latches and Hinges Drip less Penetrating Oil
Door Lock Cylinders MoPar Lubriplate

Door Strikers and Rotors MoPar Door Ease
Distributor Oil Cup SAE 10W Engine Oil

Generator SAE 10W Engine Oil
Steering Gear-Conventional Above -10°F-SAE 90 Multi-Purpose Gear Lubricant
Below -10°F-SAE 80 Multi-Purpose Gear Lubricant
Below -30°F-SAE 75 Multi-Purpose Gear Lubricant
Power Steering Gear and Reservoir Automatic Transmission Fluid, Type A
Crankcase Outlet Air Cleaner (Spec. Equip.) SAE 50 Engine Oil
Oil Filler Pipe Cap Air Cleaner SAE 50 Engine Oil
Speedometer Head MoPar Speedometer Oil
Speedometer Cable MoPar Speedometer Cable Lubricant
Front Wheel Bearings Short Fiber Wheel Bearing Grease-Medium

Transmission-Standard Three Speed SAE 80 Fluid Gear Lubricant
PowerFlite or TorqueFlite Transmission Automatic Transmission Fluid, Type A
Overdrive SAE 80 Fluid Gear Lubricant
Rear Axle Above -10°F-SAE 90 Hypoid Gear Lubricant
Below-10°F-SAE 80 Hypoid Gear Lubricant
Below -30°F-SAE 75 Hypoid Gear Lubricant
Universal Joints Heavy Fiber Universal Joint Grease
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MISCELLANEOUS 497
EXTREMELY DUSTY OR SANDY AREAS-When

a car is driven principally on dirt or gravel roads, more CAUTION
frequent oil changes may be necessary. This practice
will help protect vital engine parts against possible Do not dilute SAE 5-W engine oil. Dilution of
damage by sand or abrasive particles. SAE S-W engine oil with kerosene or with trade name
diluents, as is the practice with SAE 10-W engine
COLD WEATHER OPERATION-In cold weather, oil in order to secure better starting in cold weather,
when the car is driven on short runs and at slow speeds, will lower its viscosity below that required for ade-
the oil may need to be changed more frequently. Under quate lubrication.
such operating conditions, the engine temperature does
not rise high enough to prevent the formation of water
in the crankcase resulting in the formation of sludge.
To help offset this condition, a car should be driven NEW CARS-Engine oil installed in the car when
occasionally at speeds above 35 miles per hour. This manufactured should not be removed for first 1000 miles
will raise the engine temperature and help the crank- of initial car operation. If necessary to add oil, use a
case ventilating system expel undesirable elements. grade of oil in keeping with the temperatures to be
encountered.
ENGINE OIL RECOMMENDATIONS
TYPES OF ENGINE OIL
Temperature Recommended Multi-Grade The type of service for which an engine oil is intended
Anticipated Viscosity No. Options is usually designated by the letters "MS, MM, or ML on
Above +32° F. SAE 30 SAE 20W-40 the container. These are service classifications estab-
SAE 10W-30 lished by the American Petroleum Institute (A.P.I.). For
best performance and engine protection of Plymouth
Above +10° F. SAE 20W SAE 20W-40 cars, it is recommended that oil with an "MS" classifica-
SAE 10W-30 tion be used.
Above -10° F. SAE lOW SAE 10W-30 It is important to remember that this classification is
SAE 5W-20 to be used in addition to selecting the proper grade of
oil for your car by the SAE grade numbers which indi-
Below -10° F. SAE 5W SAE 5W-20 cates the viscosity of the oil. Refer to the chart at the left
for correct selection of oils according to atmospheric
SAE 30 engine oil is recommended as a general temperatures.
summer oil. This oil may also be used during the winter It is also recommended that an oil be used which indi-
months if temperatures do not fall below freezing (32° F.) cates both the A.P.I. service classification and SAE grade
designation on the container.
SAE 20-W engine oil is recommended for use in locali-
ties where only very mild weather conditions are en-
OIL FILLER PIPE CAP AIR CLEANER
countered-such as where temperatures are not lower
than 10 degrees above zero. Engines require ventilation through the crankcase to
remove combustion products. Air enters the engine
SAE 10-W engine oil is recommended as a general through the oil filler pipe which is equipped with a com-
winter oil for temperatures as low as 10 degrees below bination cap and air cleaner to protect the engine from
zero.
dust laden air. The cap should be washed in kerosene
and reoiled with SAE 50 at each engine oil change. If
SAE 50 is not available, SAE 40 may be used. Cars that
NOTE are operated in extremely dusty areas should be serv-
iced more frequently.
When seasonal temperatures rise, or when a car
is to be driven into an area where higher atmos-
pheric temperatures will be encountered, always CRANKCASE VENTILATION OUTLET PIPE
use the recommended grade of engine oil for the AIR CLEANER
higher temperatures. Crankcase ventilation outlet air cleaners, if so
equipped, should be washed in kerosene and reoiled
with SAE 50 at each engine oil change. If SAE 50 is
SAE 5-W engine oil is recommended for sub-zero not available, SAE 40 may be used. Cars that are oper-
winter temperatures that remain lower than 10 degrees ated in extremely dusty areas should be serviced more
below zero. frequently.
MyMopar.com
498 MISCELLANEOUS
areas, clean more often. Replace the element every

15,000 miles.
AIR FILTER ELEMENT
"BREAKING-IN" A NEW ENGINE
There are many methods of "breaking-in" the engine

of a new car, or a new or reconditioned engine. Any
method is advantageous that assures the proper "run-
ning-in" of all vital engine parts and avoids sustained
high speeds in all gears until sufficient "breaking-in"
mileage has been covered.
Here is a suggested "breaking-in" plan:
ofik
t;^, THE FIRST 300 MILES -During this period, the car
I 57P395 should be driven at moderate speeds when accelerating
in first and second and while cruising in high. Watch the
Figure 2-Carburetor Air Cleaner temperature and oil pressure gauges or lights closely.
Speeds up to 50 miles an hour in high gear will give the
engine and the other units a chance to "run -in" for
OIL PRESSURE smooth economical performance.
Oil pressure should be 40 to 60 pounds at speeds After 300 miles of driving, occasional bursts of higher
above 30 miles per hour. At engine idling speeds, the speed are not only permissible but desirable, provided
oil pressure will vary-depending upon temperature of course, you comply with local and state traffic laws.
and the viscosity of the oil. The car should not be operated at consistently high
speeds until it has been driven at least 500 miles.
IMPORTANT
Any pressure indicating oil flow at engine idle 3. LUBRICATION INTERVALS
speed is satisfactory, providing the oil pressure rises
to normal above 30 miles per hour, when the engine With a planned schedule of periodical lubrication,
is at normal operating temperature. the Plymouth car will provide long satisfactory service.
Precision-fitted parts will be assured proper lubrication
and will be afforded better protection against the entry
1000 MILE OIL CHANGE of dust, dirt and water.
When the first 1000 miles of new car operation ends, The Plymouth Lubrication Recommendations are
drain the crankcase when the engine is warm. Refill divided into three main groups: once a month, or every
with oil of the proper viscosity (see "Engine Oil Rec- 1,000 miles; once a year, or every 10,000 miles, and
ommendations"), according to the anticipated atmos- every two years, or every 20,000 miles.
pheric temperature.
These frequencies are based on "normal" operation-
more frequent lubrication is advisable if the car is oper-
OIL FILTER ated on gravel or dusty roads.
Install a new oil filter or cartridge every 5,000 miles
to coincide with an oil change. ONCE A MONTH OR EVERY 1,000 MILES
In dusty areas it may be necessary to change the UPPER BALL JOINTS-Chassis Lubricant-Two lu-
filter more frequently. bricant fittings, one on each side.
LOWER BALL JOINTS-Chassis Lubricant-Two lu-
CARBURETOR AIR CLEANER bricant fittings, one on each side.
The carburetor air cleaner is a special micronic paper TIE ROD BALL JOINTS-Chassis Lubricant-Four
element. To clean the element remove cover and lift out lubricant fittings, two on each tie rod.
as shown in Figure 2. Tap gently to shake out dirt. The
element should be cleaned every 5,000 miles as a rule, CLUTCH TORQUE SHAFT-Chassis Lubricant-One
however, if the car is operated in dusty or sandy lubricant fitting.
MyMopar.com
MISCELLANEOUS 499
MANUAL 3-SPEED TRANSMISSION WITH OVER-

NOTE DRIVE-Multi-Purpose Gear Oil: SAE 80 for tempera-
When equipped with either the PowerFlite or tures above -10 F; SAE 75 for temperatures below
TorqueFlite transmission, all clutch linkage is
-10 F. Remove transmission and overdrive filler and
omitted.
check level at each hole. Replenish to level of filler holes.
POW ER-FLITE TRANSMISSION - Automatic Trans-
mission Fluid-Type "A"-Apply parking brake. Run
GEARSHIFT TUBE AND LOWER SUPPORT ASSEM- engine at idle speed. Operate all push-buttons, pausing
BLY-Chassis Lubricant-One lubricant fitting. momentarily at each position and ending with the "N"
(Neutral) button pushed in. Check oil level at transmis-
sion dip stick. When the engine and transmission are
NOTE
cold, such as after a car has been parked for a consider-
able length of time and then before it is driven for
When equipped with either the PowerFlite or several miles:
TorqueFlite Transmission, push-button controls are
used. a. Do not add oil if the level checks between the "L"
mark and '/2 inch below the "L" mark.
b. Remove oil until the level is between the "L" mark
STEERING GEAR-MANUAL - Multi- Purpose Gear and 1/2 inch below the "L" mark if the level checks above
Lubricant: SAE 90 for summer and winter above -10 F; the "L" mark.
SAE 80 for temperatures below -10 F; SAE 75 for tem- c. Add oil to bring the level between the "L" mark
peratures below -30 F-Check lubricant level. Replen- and 1/2 inch below the "L" mark if the level checks below
ish when level is below the filler hole. 1/2 inch below the "L" mark.
NOTE NOTE
It is preferable that the oil level of the PowerFlite
Do not use a pressure gun.
transmission be checked during the "cold" condition
as described above. However, if it should become
necessary to check the oil level when the engine and
COAXIAL POWER STEERING-Automatic Transmis- transmission are hot, such as immediately after a
sion Fluid-Type "A." For temperatures below -10 F car has been driven for several miles:
use SAE 5W-20 engine oil; replace with Type "A" when
low temperature period is over. Check oil level in reser-
voir. Replenish to full mark. d. Do not add oil if the level checks between the "F"
PARKING BRAKE LINKAGE, EXTERNAL CONTRACT-
mark and 1/2 inch above the "L" mark.
ING TYPE ONLY-Engine Oil-Apply to pivot points e. Remove oil until the level is between the "F" mark
directly. and 1/2 inch below the "F" mark if the level checks above
the "F" mark.
REAR AXLE-Multi-Purpose Gear Oil: SAE 90 for tem-
peratures above -10 F; SAE 80 for temperatures below f. Add oil to bring the level between the "L" mark
-10 F; SAE 75 for temperatures below -30 F. Remove and 1/2 inch above the "L" mark if the level checks below
filler plug and check level. Replenish to level of filler the "L" mark.
hole.
NOTE
NOTE SPECIAL LOW-TEMPERATURE RECOMMENDATION:
If difficult starting is encountered when average
Do not overfill. temperatures range consistently below -10F, replace
one (1) quart of fluid with refined kerosene. This
service should be performed only once during the
MANUAL 3-SPEED TRANSMISSION-Multi-purpose low-temperature season. Thereafter, necessary re-
Gear Oil: SAE 80 for temperatures above -10 F; SAE plenishment of PowerFlite should be with Automatic
75 for temperatures below -10 F. Remove filler plug Transmission Fluid-Type "A".
and check level. Replenish to level of filler hole.
MyMopar.com
500 MISCELLANEOUS
CAUTION CAUTION
To prevent dirt from entering the transmission, To prevent dirt from entering the transmission,
make sure the oil level indicator cap is seated make sure the oil level indicator cap is seated
properly on the filler tube. properly on the filler tube.
TORQUE-FLITE TRANSMISSION - Automatic Trans- DISTRIBUTOR-Light Engine Oil-Five (5) to ten (10)
mission Fluid-Type "A"-Apply parking brake. Run drops in oil cup.
engine at idle speed. Operate all push-buttons, pausing
momentarily at each position and ending with the "N" GENERATOR-Light Engine Oil-Two (2) oil cups.
(Neutral) button pushed in. Check oil level at the trans- Put five (5) to ten (10) drops in each cup.
mission dip stick. When the engine and transmission are DOOR HINGES, DOOR SPRINGS, HOOD CLAMPS,
cold, such as after a car has been parked for a consider- AND OTHER HARD-TO LUBRICATE PLACES - MoPar
able length of time and then before it is driven for Dripless Penetrating Oil-Apply directly.
several miles:
DOOR STRIKER PLATES, DOVETAILS, AND ROTOR
a. Do not add oil if the level checks at the "L" mark. WHEELS - MoPar Stainless Stick Lubricant - Apply
directly.
b. Remove oil until the level is at the "L" mark if the
level checks above the "L" mark.
EVERY 10,000 MILES OR ONCE A YEAR
c. Add oil to bring the level to the "L" mark if the
level is below the "L" mark. FRONT WHEEL BEARINGS - Short Fiber, Wheel
Bearing Grease-Medium-Check quality and quantity.
If the grease is emulsified or short in quantity, it should
NOTE be replaced. DO NOT ADD GREASE TO WHEEL BEAR-
INGS BEFORE CLEANING. All grease should be re-
It is preferable that the oil level of the TorquqeFlite moved from the bearing and the hub and assembly
transmission be checked during the "cold" condition cleaned and repacked with new grease. Add 134 oz. to
as described above. However, if it should become inner surface of hub.
necessary to check the oil level when the engine and
transmission are hot, such as immediately after the SPEEDOMETER-MoPar Speedometer Oil-Unscrew
car has been driven for several miles: and remove the oil tube with wick from the speedometer
housing. This is located above the speedometer cable
flange. Saturate the wick with oil and replace.
d. Do not add oil if the level checks above the "L" SPEEDOMETER CABLE-MoPar All-Weather Speed-
mark. ometer Cable Lubricant-Disconnect the cable at the
e. Remove oil until the level is at the "F" mark if the speedometer housing and remove shaft. Coat the shaft
level checks above the "F" mark. with the lubricant and reinstall.
f. Add oil to bring the level to the "L" mark if the level DISTRIBUTOR-Light engine oil and MoPar Cam
checks below the "L" mark. Lubricant-Remove distributor rotor and put in two (2)
or three (3) drops of light engine oil in felt wicking in
top of cam. When replacing contacts, apply MoPar
NOTE
Cam Lubricant to bumper block on distributor contact
arm.
SPECIAL LOW-TEMPERATURE RECOMMENDA-
TION: If difficult starting is encountered when aver-
age temperatures range consistently below -10 F, CAUTION
replace one (1) quart of fluid with refined kerosene.
This service should be performed only once during KEEP LUBRICANTS AWAY FROM BREAKER POINTS.
the low-temperature season. Thereafter, necessary
replenishment of TorqueFlite should be with Auto-
matic Transmission Fluid-Type "A". DOOR LOCK CYLINDERS-MoPar Lubriplate or a
similar lubricant-Apply directly-Use sparingly.
MyMopar.com
MISCELLANEOUS 501
EVERY 20,000 MILES OR EVERY TWO YEARS bring the oil level to the "L" mark and 1/2 inch below
the "L" mark, approximately 1 quart.
MANUAL 3-SPEED TRANSMISSION - Multi-Purpose
Gear Oil: SAE 80 for temperatures above -10 F; SAE
75 for temperatures below -10 F-Drain and refill. Keep
CAUTION
level at bottom of filler hole.
To prevent dirt from entering the transmission,
make sure the oil level indicator cap is seated
NOTE properly on the filler tube.
In warm territories where SAE 80 is not available,

SAE 90 Multi-purpose gear lubricant may be used. TORQUE-FLITE TRANSMISSION- Automatic Trans-
mission Fluid-Type "A"-Drain and refill-Drain: Re-
move filler tube from transmission oil pan and allow
MANUAL 3-SPEED TRANSMISSION WITH OVER- transmission to drain. Remove flywheel access plate
DRIVE-Multi-Purpose Gear Oil: SAE 80 for tempera- and remove the torque converter drain plug and allow
tures above -10 F; SAE 75 for temperatures below torque converter to drain. Replace the torque converter
-10 F-Drain and refill-DRAIN: Remove both the drain plug and the transmission filler tube. Refill: Add
transmission and overdrive drain plugs and allow units five (5) quarts of fluid through the transmission filler
to drain. tube. Start engine and add approximately three (3)
REFILL: Fill the overdrive unit to the level of the filler quarts more while the engine is idling. Allow engine to
hole with 3/4 pt. of lubricant. Fill the transmission to the idle for two (2) minutes. Operate all push-buttons, paus-
level of its filler hole with 23/1 pt. of lubricant. Check ing momentarily in each position and ending with the
the level of each unit and add additional oil if "N" (Neutral) button pushed in. Add sufficient fluid to
necessary. bring the oil level to the "L" mark, approximately
1/2 quart.
NOTE
CAUTION
In warm territories where SAE 80 is not available,
SAE 90 Multi-Purpose Gear Lubricant may be used.
To prevent dirt from entering the transmission,
make sure the oil level indicator cap is seated
properly on the filler tube.
UNIVERSAL JOINTS-BALL AND TRUNNION TYPE
ONLY-Heavy fiber universal joint grease Disassem- REAR AXLE-Multi-Purpose Gear Lubricant: SAE 90
ble, clean, and repack Use 1/5 oz. grease per joint. for temperatures above -10 F; SAE 80 for temperatures
PROPELLER SHAFT SPLINE JOINT - Multi-Purpose below -10 F; SAE 75 for temperatures below -30 F-
Gear Lubricant-Disassemble, clean, and refill approxi- Drain and refill to 1/2 inch below bottom of filler hole.
mately half full.
POWERFLITE TRANSMISSION - Automatic Trans- CAUTION
mission Fluid-Type "A"-Drain and refill-Drain: Re-
move filler tube from transmission oil pan and allow Do not overfill.
transmission to drain. Remove flywheel access plate
and remove the torque converter drain plug and allow
torque converter to drain. Replace the torque converter PARTS NOT TO BE LUBRICATED
drain plug and the transmission filler tube. Refill: Add Parts which do not require lubrication are as follows:
five (5) quarts of fluid through the transmission filler Clutch release bearing, carburetor linkage, gearshift
tube. Start engine and add approximately four (4) and selector linkage, rear springs, brake and clutch
quarts more while the engine is idling. Allow engine to pedals and linkage, starter bearings, accelerator pedal,
idle for two (2) minutes. Operate all push-buttons, paus- all rubber bushings, rear wheel bearings, upper and
ing momentarily in each position and ending with the lower control arm bearings, steering gear arm pivot,
"N" (Neutral) button pushed in. Add sufficient fluid to idler arm pivots and water pump.
MyMopar.com
502 MISCELLANEOUS
NOTE CAUTION
The rubber bushings used on these cars are de- Anti-freeze solutions containing sodium chloride
signed to grip the contacting metal parts firmly and (common table salt), calcium chloride, or any inor-
operate as a flexible medium between these parts. ganic salt, should never be used. Water soluble
The use of any lubricant will destroy the necessary organic products such as sugar, honey, glucose, or
friction and cause premature failure of the rubber any inorganic crystalline compounds, are not recom-
parts. mended. Mineral oils, such as kerosene or engine
oil, may damage hose connections and other parts.
4. SEASONAL CARE AND

PREPARATION 5. STORAGE PRECAUTIONS
In the spring and fall, cars should be prepared for PROTECTING ENGINES OF NEW CARS
the approaching change in temperature conditions, to IN STORAGE
maintain maximum performance and to avoid unneces-
sary service. The following precautions are recommended in the
handling of new Plymouth cars which will not be deliv-
A Safety Inspection of all parts of the car at Seasonal ered immediately to customers. These practices will
Preparation time may indicate the need for the adjust- help prevent the rusting of valve guides and thus avoid
ment of brakes, replacement of brake lining, adjustment "sticking" valves.
of the steering mechanism or replacement of parts
necessary for the safe operation of the car. A Safety In- INTERMITTENT DRIVING-When new cars are to be
spection carefully performed will promote safe car driven infrequently from storage to sales locations, or
operation on the streets and highways. for short demonstrations, the oil around the valve stems
is removed. Corrosion may result due to the condensa-
BATTERY tion of water in the valve guides. To provide continuous
protection against such corrosion, add one quart of
The electrolyte level in the battery should be main- Rust Preventive Oil to each five gallons of gasoline.
tained above the plates. Add pure distilled water once
or twice a month to bring the level up. See page 342.
NOTE
COOLING SYSTEM
Consult any reputable refiner who will be able
At the approach of freezing weather, use a suitable
to supply a Rust Preventive Oil suitable for use as
anti-freeze solution in the cooling system. When the cold
recommended here for the protection of new cars
season is past, drain the cooling system and add rust
against the formation of rust on engine internal
resistor when refilling cooling system with fresh water.
parts.
This will protect the system against corrosion during
warm weather driving.
COOLANT LEVEL-Do not add water or anti-freeze STORAGE OF CARS-If a car is to be stored for more
to the radiator when the system is over-heated. Fill to than two weeks, the following precautions should be
within approximately 11/4 to 11/2 inches below bottom taken:
of filler neck. This will tend to prevent loss of coolant
through the overflow pipe. Tighten hose connections Remove the carburetor air cleaner and run the engine
periodically and maintain the proper amount of coolant at a fast idle until normal operating temperature (as
in the system at all times. indicated by the temperature indicator on the instru-
ment panel) is reached. Then, while the engine is run-
DRAINING-Drain and flush cooling system twice a ning slowly, pour one pint of Rust Preventive Oil
year, in spring and fall. There is one drain cock on through the carburetor air intake. Pour this liquid fast
radiator. There are two drain cocks on V-8 cylinder enough to slow down the speed of the engine without
blocks, and one drain plug on Power Flow 6 cylinder causing it to stall. This operation should take about
block. The heater inlet hose must be disconnected to one minute.
completely drain the system.
Provide adequate ventilation while pouring the Rust
ANTI-FREEZE SOLUTIONS-If the temperature drops Preventive Oil into the carburetor air intake because
below 32° F., protect the cooling system with a good considerable smoke will issue from the tail pipe. Stop
quality anti-freeze. the engine after the oil has been added.
MyMopar.com
LUBRICATION AND MAINTENANCE 503
6. OILITE BEARINGS POLISHING - If the finish has become oxidized

through neglect or exposure to severe climatic condi-
"Oi lite" bearings are "self-lubricating" and are used tions, it may be difficult to restore the original luster by
in locations where lubrication is difficult to maintain. washing. Removal of natural oxidation and accumu-
When "Oi lite" bearings are subjected to heat or pres- lated surface film may require the use of a high-quality
sure, oil comes to the bearing surfaces, giving them a body polish.
thin coating of lubricant which is adequate for lubri-
cation. UPHOLSTERY
In certain places where bearing loads are greater and TO CLEAN VINYL -Work up a thick suds from luke-
more constant, additional oil is required and may be warm water and neutral soap and apply to surface with
supplied through an oil cup or other suitable fitting. a clean cloth or sponge. Clean off suds with a damp
This oil is absorbed by the "Oi lite" bearing material. soft cloth and wipe surface dry. Do not clean with
REPLACEMENT - If bearing replacement is neces- volatile-type fabric cleaners or solvents, since they may
sary, a new "Oilite" bearing of the same size should be cause the material to harden and crack.
installed. An "(Mite" bearing should not be reamed, TO CLEAN UPHOLSTERY-A firm whisk broom and
filed, or otherwise cut to size. Cutting tends to seal up vacuum cleaner used on the soiled area followed by
the pores of the "Oilite" metal. This prevents the seep- the use of a foam-type cleaner applied with a soft
age of oil to the surface. However, bearings may be bristled brush will remove most normal soil. The cleaner
burnished to a final "running" fit. should be applied according to the directions of the
MACHINING - If machining is necessary, use the manufacturer.
same method as that for cast bronze and apply no If volatile-type cleaner is used to remove spots, be
coolant. For finishing surfaces where lubrication is sure that it is not used in excessive amounts which might
necessary, use a sharp, tungsten-carbide tool bit (any reach the foam rubber on cars so equipped causing
shape except "dead-sharp"). Take a very light cut- damage to the rubber.
.002 to .004 inch on the diameter-with fine feed and
high speed. After machining, soak the bearing for 20
minutes in a good grade of engine oil. FLOOR COVERING
RUBBER MATS-Rubber composition carpeting can

be effectively cleaned with a whisk broom and soapy
7. CARE OF PAINT, CHROME water.
AND UPHOLSTERY
WOOL CARPETING - Brush often with a whisk
CARE OF BODY FINISH broom, or use a vacuum cleaner. The carpet will shed
some when new. Use any reputable carpet cleaning
WASHING-The metal surface is finished in high material to remove stains.
gloss, baked enamel. Wash this surface regularly with
plenty of cold water-with the car away from direct
sunlight. "Dry washing" with a cloth or duster will REMOVAL OF STAINS FROM FABRICS
cause hairline scratches on finish.
Some stains cannot be removed by ordinary cleaning
Before washing, flood the finish with water to loosen methods. In fact, some stains can be "set" by the wrong
surface dirt. Wash with a soft cloth or sponge and dry cleaning method, making it impossible to remove them.
with towel or chamois. Use long sweeping strokes to If the source of the stain is not known, try cold water
avoid streaks and water spots. first. If that is not effective, try warm water, followed
by the use of a good fabric cleaner.
Blood, nausea or urine should be sponged as quickly

CAUTION as possible with clear cold water, followed by washing
with luke-warm soapy water. Rinse with cold water.
Tar and road oil should be removed with a tar
remover. The use of gasoline containing anti-knock Candy, fruit, ice cream or beverage stains can usually
compounds is not recommended. Any accidental be removed with very hot water. (On chocolate stains
chipping of the painted surface should be repaired use lukewarm water.) Follow with the use of fabric
to prevent possible spread of rust. cleaner. In using hot water on a stain, exercise care to
prevent discoloration or shrinkage of the fabric.
MyMopar.com
504 LUBRICATION AND MAINTENANCE
Lipstick, chewing gum, tar, grease and oil can best chrome-plated parts can be removed with a chrome
be removed with a fabric cleaner, using a dull knife to cleaner. After cleaning car, wipe the bumpers occa-
scrape off any excess quantities. (For lipstick stains, sionally with a cloth to which a little oil has been added.
use a blotter until the spot is removed.) STAINLESS-STEEL PARTS-Under certain conditions,
stainless steel surfaces may become discolored or tar-
CARE OF METAL TRIM nished. Original luster can be restored and maintained
with the use of a chrome cleaner and an occasional
CHROME-PLATED PARTS-Discoloration and rust on application of a paste wax.
CLUTCH TORQUE SHAFT-Chassis lubricant.
Manual Transmission only- I fining on
BODY LUBRICATION torque shaft. Lubricate every 1,000 miles DISTRIBUTOR CUP -Engine oil.
LUIRKATI EVERY 1,000 MILES OR ONCE A MONTH or once a month. STEERING GEAR (MANUAL) - Multi-purpose Oil every 1,000 miles or once a month.
Dom Hinges DRIPLESS PENETRATING OK gear lubricant.
UNIVERSAL JOINT (FRONT)-Universal joint grease.
Doer and Deck 5341 WPM. STAINLESS STICK LURRKANT Inspect level at 1,000 mile intervals or DISTRIBUTOR ROTOR-Engine oil (2 et 3 divas
Repack every 20,000 miles or every two years. only in felt wicking).
Front Seat Mechanism DRIPLESS PENETRATING OIL once a month.
Heal Latch and Hinge DRIPLESS PENETRATING OIL Oil every 10,000 miles or once year.
STAINLESS STICK LUBRICANT When replacing contacts apply cam lubri-
Door liMker Plates, Dovetails and Rotors REAR AXLE-Hypoid gear lubricant, SAE 90. cant to bumper block en distributer con-
LUBRICATE EVERY 10,000 MILES OR ONCE A YEAR Suni-Grip Differential-us* only tort onn. CAUTION: keep lubricants away
Deer Lock Cylinders STAINLESS STICK LUBRICANT Chrysler approved Sure-Grip SPEEDOMETER-Speedometer oil. from breaker points.
Spoodemetor Cable SPEEDOMETER CABLE LUBRICANT differential lubricant. Unscrew and remove oil tube with wick
SPEEDOMETER OIL
Six-cyl. cars 31/2 pis.; V-11 cars from speedometer housing (located AIR FILTER ELEMENT -
Speedometer Cable 31/2 pis. CAUTION: Fill to ap- above cable flange). Saturate wick with Tap clean every 5,000 miles, replan/ at
proximately 1" below filler plug oil. CABLE-Disconnect at speedometer 15,000 mile intervals.
opening. Change every 20,000 housing and coat shah with speedometer
RECOMMENDED TIRE PRESSURES miles or every two years. cable lubricant. OIL FILLER PIPE CAP-Engine eft.
(Standard Sim-7.30 x 14)
V.41
Inspect every 1,000 miles or once a
(lbs.)
month
(Ws.)
Before Driving 22 24
POWER STEERING RESERVOIR (rf so equipped)
After Moderato Driving 25 27 Type "A" fluid
After High-Speed Driving 17 29 Inspect level every 1,000 mires or anon
month Temperatures below -10 dog F ,
use SAE 5W-30 engine oil
ENGINE OIL RECOMMENDATIONS GENERATOR -Engine oil
Change 6.-Cyl. engine oil et least once every TOW ..es Oil every 1,000 miles or once a month
Change V-11 maim oil at least come every 5,000 miles.
Oil viscosity according to anticipated atmospheric temperatures:
AnNcipated Recommended Mufti-Grade FRONT SUSPENSION POINTS-Chassis lubricant.
Temperature Viscosity Na. Options
Lubricate every 1,000 /notes or once
Above +32°F SAE 30 SAE 20W-40 month 8 finings-I in each Control Arm
SAE 10W-30
TRANSMISSIONS Boll Joint, and 1 on each Tie Rod Ball
Above +10°F SAE 20W SAE 20W-40 Joint
SAE 10W-30 Manual-Multi-purpose gear
Above 10°F SAE IOW SAE 10W-30 lubricant. GEAR SHIFT CONTROL ROD rr
SAE 5W-20 Inspect level every 1,000 moles or Chassis lubricant
Below 10°F SAE SW SAE SW-20 once a month When low, add to Manual transmission only
level of filler hole Drain and refill at One fining on manual con
20,000 mile intervals or every 2 trot shift lever
CAPACITI ES years. Use FGL SAE SO (summer and
Cooling Systern (6-tyl. engine) 13 ps. Lubricate every 1,000 miles
winter).
( V4 engine) 20 cps. or ones a month
( V-8 Golden Command* ) 16 qts.
Overdrive (if so equipped)-Multi..
(AM I men it imulppott with heater). It maimed with Air Con- purpose gear lubricant Inspect level
ditioning, promo system with permanonmym entdrome to 20 dog.F. at 1,000 mole intervals or once a OUTLET PIPE AIR CLEANER
during summer, and to wericipami etenespberic temperature during month. When low add to level of (if so equipped) -Engine oil
whit. filler hole Drain and refill every Inspect at 1,000 mile intervals
Engine Oil (6-04. and V4) 3 sp. 20,000 miles or every 2 years or once a month
(V-11 Golden Commando )
(Add I et. If eV Nan I. ropecod) Powernits (of so equipped) - OIL FILTER
Fuel Tank (except Suburbans) 20 gals. Type "A" fluid Powerf lite or TorqueFhte
Inspect every 1,000 miles or once a Replace every 5,000 miles
Suburbans 21 gals. TRANSMISSION OIL LEVEL DIP STICK
Rear Axle Differential (6-syl.)
month. Drain and refill at 20,000 mile
31/2 pls. AND FILLER TUBE
intervals or every 2 years NOTE
( V4) 31/2 pts. If average temperature is below
Transmissions
-10'F., replace one qt of fluid with FRONT WHEEL BEARINGS-Wheel bearing
Manuel 2% pts. refined kerosene for entire low grease.
Transmission with Overdrive 31/2 psi. temperature season See Special
Powerniu 10 et.. Attention" on this chart. Repack every 10,000 miles or once a
TorqueFlite 9 2 ps. year
TorqueFlite (if so equipped)-Same as
Power Steering 2 cp. PowerFlite
SPECIAL ATTENTION LIGHT BULBS

Change PowerFlite and TorqueFlite transmission lubri- converter and turn until drain plugs (two ISO dog. apart) TRANSMISSION COLD--(car not driven), Oil level to be linkage, PowerFlite and Torment* linkage, all rubber tamp No. le, Me
cants at intervals of 20,000 miles. Use only automatic ore accessible. After draining, refight. to 10 ft. lbs. between the low (L) mark and the bottom of the dipstick. bushings, pads and seals. 1957 140199219.-54.21. 0... 5400 5112,09 , 1034
transmission fluid type "A ". Drain and add floe (5) cits. Remove transmission oil pan drain plug, drain and re- 19511 Hi,. 0910 light . 4002 tithe Dial 1917
fluid through the fIller tube. Start engine and odd four (4) tighten to 20-25 ft. lbs. (See inset) Use core to prevent TRANSMISSION HOT- (driven at least 10 miles). Oil POINTS REQUIRING NO LUBRICATION, Clutch release 10-1nnor Light 4001 Glee* Sox. 37
cps. idl. engine and shift transmission through all ranges burns bore ibe fluid. level to be 1/2 in. below full to full mark. bearing, gearshift and selector linkage, broke and dutch Turn Signal and Parting . 1034 Ce99592 1004
pedals and linkage, starting motor, rear springs, rear 5009107109,.,. . 57 irt.00 Comport.*
and return to neutral. Check level and odd sufficient 1002
To check PowerFlito and Torquenite fluid level at 1,000 wheel bearings, water pump, accelerator pedal, upper 130.27990 . 57 U.S.. Mood LOOP 1003
Raid to bring Noel to low (l) mark on dipstick. Do not overfill-level rises as oil warms up.
miles start engine end apply parking broke. Shift through and lower <control arm bearings, steering gear arm pivot 1004 Nand 15004 Signal Lon, ao
To drain fluid remove access plate at bottom of torque all ranges and stop et neutral. Check level. and idler arm pivots. 1109 1,704 1100 01 Fag tarn, 4412
00 NOT LUBRICATE: Automatic choke, carburetor 19/5-01. 1141
58P83
UI
0UI
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CLOCK II
GENERATOR
TEMPERATURE REGULATOR
1 AMP. FUSE SENDING UNIT
(BURG CLOCK ONLY)
18 VIOLET
18 RED
TEMP. GAUGE
FUEL GAUGE 18 BLACK
LOW OIL PRESSURE 71/2 AMP.
18 RED SWITCH FUSE
II
OIL GENERATOR
PRESSURE LOW
WARNING CHARGE
14 BLACK LAMP WARNING
18 ORANGE LAMP
20 DK. BLUE
14 BLACK & WHITE
ACC IGN.
IGN
ST
12 RED STARTER AND
& WHITE IGNITION SW.
16 RED & WHITE
18 LT. BLUE Tel°
7."
12 RED
CIGAR LIGHTER
& WHITE
STARTER
SOLENOID
TO BATTERY
POSITIVE POST
FUEL GAUGE
TANK UNIT 57P107
Wiring Diagram-Instruments and Accessories

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RIGHT TAIL, STOP AND
RIGHT PARKING AND TURN SIGNAL LAMP TURN SIGNAL LAMP
18 BROWN
18 YELLOW 8 BLACK
18 TAN RIGHT FRONT AUTOMATIC
DOOR SWITCH
.4-18 YELLOW
4II.
HEADLAMP
RADIO
18 WHITE
LAMPS
6 BLACK 8 WHITE- RIGHT BACK UP
LAMP
6 RED &WHITE-
RADIO
=.1
(2_1
18 BLACK
LICENSE LAMP
toGLOVE BOX LAMP 18 BLACK
STARTER AND AND SWITCH
8 BLACK
IGNITION SWITCH
0
ro
FLASHER SOCKET
ST.
DOME LAMP
ACCEt-;
A & SWITCH
18 YELLOW (1'
TO BATTERY qB STARTER 20 ORANGE 0 z
POS POST taBLACK & BLACK
SOLENOID
SWITCH FUEL GAUGE LAMP
HI-BEAM SPEEDOMETER
INDICATOR LAMP LAMP
TURN SIGNAL TEMP. GAUGE LAMP
W
INDICATOR LAMP
PUSH BUTTON GEARSHI z

FUEL HEADLAMP 18
ORANGE
INDICATOR LAMP
TERMINAL GAUGE SWITCH
BLOCK
(P/F ONLY)
6 LT. GREEN & BLACK
H.
V
-6
2 RED & WHITE
HEADLAMP SWITCH
WITH 15 AMP.
rill
16 SLACK& WHITE BACK-UP CIRCUIT BREAKER LEFT BACK-UP
16 RED& WHITE FOOT LAMP LAMP
DIMMER SWITCH STOP LAMP
SWITCH r:z 18 WHITE
18 PINK 78 PINK
HEADLAMP
18 WHITE
18 8 YELLO
18 WHITE WHITE
18 YELLOW 18 BLACK 18 BLACK 18 BLACK
/ 8 YELLOW 18 TAN 18 DK. GREEN
18 LT. GREEN 18 LT. GREEN
uvu LEFT TAIL, STOP AND
LEFT PARKING AND TURN SIGNAL LAMP TURN SIGNAL LAMP
18 YELLOW
LEFT FRONT AUTOMATIC 57P7

Tic) DOOR SWITCH
Wiring Diagraen-l.ights and Turn Signals-1957

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RIGHT FRONT AUTOMATIC
DOOR SWITCH
RIGHT TAIL, STOP

RIGHT PARKING & TURN SIG. LAMP AND TURN SIGNAL LAMP
18 BROWN
78 TAN- 18
18 YELLOW BLACK
GROUND WIRE
HEADLAMP
18 WHITE
16 BLACK
RIGHT BACK UP LAMP
& WHITE 7)/2 AMP.
16 RED
ISUBURBAN ONLY)
18 BLACK
WHITT-I 8 BLACK 18 BLACK
STARTER AND
DOME LAMP LICENSE LAMP
IGN. SWITCH
FLASHER FOUR DR. SEDAN (SUBURBAN ONLY)
TEMP. GAUGE,t) 14 ACC IGN. (FOR OTHER MODELS
SOCKET CO
BLACK SEE PAGE 510)
20 ORANGE & BLACK U

DOME
LACK LAMP
0 STARTER 18,
ORANGE GLOVE BOX LAMP & SWITCH SWITCH
TO BATTERY SOLENOID LICENSE LAMP
"POS" POST BLACK SWITCH FUEL
FUEL GAUGE LAMP
GAUGE
03
DUAL HEADLAMP
SPECIAL EQUIPMENT ONLY HI-BEAM IND. LP. SPEEDOMETER LAMP
18
tl BACK UP LAMP
TURN SIGNAL IND. LP. TEMP. GAUGE LAMP
(ALL EXCEPT SUBURBAN)
BACK UP LAMP SWITCH PUSH BUTTON GEAR SHIFT

IN PUSH BUTTON BOX IND. LAMP (P/FLITE AND T/FLITE ONI.
18 LT. GREEN WITH AUTO. TRANSMISSION.
ON TRANSMISSION FOR STD. AUX
2
20 TAN & WHITE TRANSMISSION AND ALL SERVICE 18
ORANGE TURN SIGNAL CO
12 RED 8 WHITE SWITCH
-16 LT. GREEN 8 BLACK

H
16 RED IN
& WHITE usrunun LEFT BACK UP LAMP
HEADLAMP (SUBURBAN ONLY)
16 BLACK
FOOT STOP LAMP SWITCH SWITCH 18 WHITE
8 WHITE MI
DIMMER /8 PINK Mali".
18 PINK 011
SWITCH
18 WHITE GROUND
18
Cr-- 18 WHITE
IIIIIIMADI
11111.1DEI MITE ).7E...
18 YELLOW 18 BLACK IIIIMIIMMIZE 18 BLACK 78 BLACK
/8 YELLO 78 TAN
MEM va a 18 OK. GREEN I
18 LT. GREEN LEFT TAIL, STOP
AND TURN SIGNAL LAMP
LEFT PARKING & TURN SIG. LAMP
18 YELLOW
4()LEFT FRONT AUTOMATIC

DOOR SWITCH 58P30
Wiring Diagram -Lights and Turn Signals-1958

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SPARK PLUGS
1 2 3456 , 6 CYL. V-8
IGNITION IGNITION
DISTRIBUTOR DISTRIBUTOR
SPARK 2 4
PLUGS 1 3
IGNITION COIL
IGNITION COIL
TO ST. &
IGN. SWITCH
"IGN." STUD
RADIO
CONDENSER
NEUTRAL
RADIO ir
CONDENSER SAFETY
SWITCH COIL RESISTOR
GENERATOR (P/F ONLY)
GENERATOR (1957 MODELS)
REGULATOR
2 RED STARTER MOTOR COIL RESISTOR 0
16 BROWN
(1958 MODELS)
18 DK. GREEN O
Q u-1 HORNS
rg a HORN
14 DK. GREEN BUTTON
14 BLACK -CD 14 BLACK
U IGN.
CO
ST.
18 YELLOW
STARTER AND
AMM. IGNITION SW.
12 RED
STARTER SOLENOID
HEADLAMP
12 RED
SWITCH
58P32
Wiring Diagram-Starter, Generator, Ignition and Horn

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510 WIRING DIAGRAMS
FOUR DOOR SEDAN CONVERTIBLE COUPE

CLUB SEDAN
3 PASS. COUPE HEADLAMP SWITCH
TWO DOOR SUBURBAN AUXILIARY TERMINAL
HEADLAMP SWITCH
r AUXILIARY TERMINAL MAP LAMP
WITH INTEGRAL
18 YELLOW "A" POST AUTOMATIC MANUAL SWITCH
DOOR SWITCH
7
"A" POST
18 PINK
"A" POST
AUTOMATIC DOME LAMP AUTOMATIC
DOOR SW. WITH INTEGRAL DOOR SW
MANUAL SWITCH
FOUR DOOR SUBURBAN
18 YELLOW
"A" POST AUTOMATIC.-- "A" POST AUTOMATIC

DOOR SWITCH ---18 PINK DOOR SWITCH
DOME LAMP
WITH INTEGRAL
MANUAL SWITCH
AFT DOME LAMP
WITH INTEGRAL
MANUAL SWITCH
TWO DOOR HARD TOP FURY

FOUR DOOR HARD TOP
HEADLAMP SWITCH
HEADLAMP SWITCH
AUXILIARY TERMINAL
AUXILIARY TERMINAL
18 YELLOW 18 YELLOW
"A" POST PINK I\ 8 PINK

AUTOMATIC 77- \ "A" POST
DOOR SW "A" POST AUTOMATIC
AUTOMATIC
DOOR SWITCH
DOOR SW.
ROOF RAIL LAMPS

ROOF RAIL LAMP WITH WITH INTEGRAL MANUAL SWITCH
INTEGRAL MANUAL SWITCH IN LEFT LAMP
Wiring Diagram-Interior Lighting
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ALPHABETICAL INDEX 511
A Torque Specifications 38
"Breaking-In" A New Engine 498
Accessories 443
Aiming the Headlamps 490
Air Conditioning 451 C
Charging the System 461
Cam Angle 325
Checking Refrigerant 458
Camber 15
Compressor 466
Camshaft and Bearings Removal and Inspection 291
Compressor Valve Plate Assembly 466 Carburetor
Discharging the System 459 Carter 366
Evacuating and Sweeping System 459 Air Cleaner 498
Expansion Valve 465 Carter-Model AFB (Four Barrel) 393
Heater Core Removal 465 Carter-Model WCFB (Four Barrel) 382
Inspection and Testing 455 Stromberg 375
Installing Gauge Set Manifold 458 Care of Metal Trim 504
Magnetic Clutch 468 Care of Paint, Chrome and Upholstery. Care of Body Finish 503
Compressor Oil Level 464 Care of Top 430
Moisture in System 459 Caster 15
Operating Controls 452 Chain Case Cover Oil Seal 293
Over All Performance Test 472 Checking Cylinder Bores 277
Precautions to Observe in Handling the Refrigerant 457 Checking Timing Chain 295
Precautions to Observe in Handling Tubing 464 Circuit Breaker 489
Receiver Strainer-Drier 465 Cleaning Cylinder Walls 277
Servicing Compressor 461 Cleaning the Cooling System 353
Testing Electrical Switches and Control Circuits 463 Clutch Disassembly-Auburn 61
Testing Procedure-Over All 469
Disassembly-Borg and Beck 61
Testing for Air Leaks 474
Testing for Refrigerant Leaks 458
Pedal Adjustment 59
Pressure Springs 63
Testing for Proper Super Heat 462
Release Bearing 64
Testing Thermal Switch 462
Release Lever Adjustment-Auburn 63
Anti-Freese Solutions 354
Automatic Choke 362-377 Release Lever Adjustment-Borg and Beck 62
Removal 59
Axle Shaft End Play 32
Shaft Pilot Bushing 64
Torque Specifications 60
Coil 328
Ball Joints 10 Testing 333
Battery 341-502 Cold Weather Care 342
Maintenance Cooling System Torque Specifications 352
342
Resealing Condenser 328
342
Bearing Leak Detector Test Condenser-Testing 333
314
Belt Tension Specifications 352 Connecting Rod Bearing Clearance 290
Bleeding the Brake System 44 Connecting Rods and Bearings-Alignment 290
Body Mounting Bolts 414 Converter Hub Runout 318
Body Sealing-Coach Joints 433 Convertible Coupe Top Operating Mechanism 430
Cowl Area 435 Cooling System 353-502
Door Glass 437 Data and Specifications 352
Door Ventilator Wing 437 Core Hole Plugs 277
Doors 437 Crankshaft 285
Drain Trough 433 Bearings Replacement Bearings 286
Fresh Air Intake 435 End Play 286
Hood Hinge Bracket 437 Cylinder Block 277
Hood Seal 437 Cylinder Head and Gasket 275
Windshield 433
Rear Window 433
Windshield Wiper Pivots 435 D
Boring Cylinder Bores 277 Deck Lid 422
Brake Adjustment 44 Deck Lid Alignment 423
Data and Specifications 38 Differential Adjustment 25
Drum Refacing 41 Differential and Carrier 21
Master Cylinder 45 Differential Bearing Pre-Load 29
Pedal Free Play 45 Directional Signal 448
Shoes 40 Distributor Assembly 329
Support Plates 42 Cap and Rotor 326
Wheel Cylinders 43 Adjusting 325
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512 ALPHABETICAL INDEX (Continued)
Data and Specifications 328 H

Disassembly 329
Hand Brake 38
Drive Shaft Bushing 332
Mechanical Advance 326
Adjustment 48
Mechanical Advance and Vacuum Control Specifications 330
Cable-Internal Type 47
Timing 328
External Type 46
Vacuum Advance 330
Internal Type 47
Dome Light and Glove Box Lamp Testing 490
Headlamp and Panel Lamp Switches 492
Door Alignment 419
Headlining 424
Door and Window Regulator Handles 405 Heater Blower Motor 447
Door Outside Handles 405 Heater Core 447
Door Lock Cylinder 407 Heater Installation 447
Door Trim Panel 407 Honning Cylinder Bores 277
Door Ventilator Assembly 409 Hood Alignment 418
Door Window and Regulators- Horns 480
Front Door Vertical Sliding Glass 408 Housing Runout-Torque Converter 319
Driving Methods and Weather Conditions 323 Housing Face Runout Shims-Torque Converter 319
Electric Windshield Wiper 481

Ignition Timing 326
Electro-Magnetic Fuel Gauge 477
Engine-Data and Specifications 280-282-284
Inspection of Bearing Halves 287
Installation of Bearing Inserts 287
Engine Mounts 305
Engine Oil 495
Recommendations 497
Oil Change 495 L
Engine Oiling System-Data and Specifications 312
Lapping Valves 303
Engine Torque Specifications 306
Lighting Circuit Testing 490
Engine Tune-Up Procedures 315
Lower Control Arm Strut 14
Exhaust Pipe 401
Lower Control Arms 11
Exhaust Valve Seat Inserts-6 Cylinder Engine 304
495
Lubrication
Lubrication Intervals 498
F
Fan Belt 355

Fender Alignment 415 M
Finished Pistons 278 Main Bearing Caps 285
Fitting Pistons 278 Main Bearing Removal 286
Floor Covering 503 Major Tune-Up 315
Flywheel 305 Manifolds 400
Four Door Sport Sedan (Rear Door Glass and Regulator) 409 Manifold Heat Control Valve 399
Frame 135 Manual Transmission 143
Data and Specifications 137 Assembly 147
Front Door Garnish Moulding 407 Control Rod Adjustment 144
Front Door Window Regulator 409 Adjustment 143
Front Shock Absorbers 8 Disassembly 144
Front Suspension-Checking Height 14 General Information 143
Data and Specifications 9 Measuring Bearing Clearance 287
General Information 7 Measuring Camshaft Bearing Clearance 292
Lubrication 18 Mileage Maintenance Schedule 494
Shim Table 18 Minor Tune-Up 315
Torque Specifications 9
Front Wheel Alignment 15
Fuel Data and Specification 365-383-394
Fuel Pump 361 0
Offset Dowel Pins-Torque Converter 319
Oil Filter 498
G 314
Replacement
Generator Data and Specifications 340 Oi lite Bearings 503
Indicator Lamp 477 Oil Pan and Gasket 276
Inspection and Bench Tests 343 Oil Pressure 498
Performance Tests 343 Oil Pressure Indicator Lamp 480
Generator Regulator 347 Oil Pressure Relief Valve 313
Data and Specifications 341 Oil Pressure Relief Valve Spring Chart 315
Performance Tests 347 Oil Pump 307
Glass Run Channel 407 Oil Strainer 313
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ALPHABETICAL INDEX (Continued) 513
Open Circuit Voltage Tester 342 R

Overdrive 154
Radio 443
Overdrive Assembly and Installation 156
Control Shaft Oil Seal 155
Radio -Adjustments 444
Radio and Antenna-Installation 444
Disassembly and Inspection 154
Radio Chassis-Removal 446
Driver Controlled Downshift 153
Reaming Valve Guides 297
Electrical System Rear Axle Adjustment 25
152
Governor 153
Carrier Assembly 28
Mainshaft and Ring Gear Assembly 157
Overrunning Clutch Pinion Adjustment 26
155
Pinion Cage and Overrunning Clutch Pinion Bearing 25
156
Rear Bearing Torque Specifications 22
154
Rear Bearing Oil Seal 154
Rear Door Vertical Sliding Glass 409
Solenoid 152
Rear Main Bearing Oil Seal and Cap Seals 288
Sun Gear Control Plate and Balk Ring 156
Rear Quarter Window Glass 413
Rear Springs 138
Rear Window Glass 412
Reconditioning Wiper Motor 482
Paint Color Code 440-441 Refacing Valves-6 Cylinder and Engine 303
Piston Pins-Fitting Piston Pins 281 Refacing Valve Seats-6 Cylinder Engine 303
Piston Ring Side Clearance 285 Refacing Valves and Valve Seats 297
Piston Rings-Piston Ring Gap 285 Removal of Stains from Fabrics 503
Pistons 278
Replacement Engines 307
Power Brake-Adjustment 55
Replacing Camshaft Bearings 293
Assembly 52 Reverse Flushing Cylinder Block 354
Disassembly 50
Reverse Flushing Radiator 354
Disassembly of Valves 51
Ring Gear Removal-Torque Converter 317
Operation 48 Rocker Arm Assembly 299
PowerFlite Transmission 158
S
Direct Clutch Pressure 168
Disassembly and Inspection 174 Seasonal Care and Preparation 502
Disassembly and Inspection of Valve Body 190 Semi-Finished Pistons 278
Governor Pressure Chart 168 Service Brakes 38
Hydraulic Operation 163 Shock Absorbers 140
Hydraulic Pressure Tests 167 Sliding and Stationary Glass (Suburban) 414
Kickdown Band and Reverse Band Adjustment 189 Spark Plugs 334
Line Pressure Chart 168 Speedometer 479
Linkage and Band Adjustments 168 Spring Interlines 139
Mechanical Operation of Transmission 160 Starter Motor Drive Assembly 338
Neutral Starter Switch 174 Starting Motor-Armature 336
Operating Principles 158 Assembly 338
Road Testing 171 Data and Specifications 338
Servicing in Vehicle 172 Free Running Test 335
Shift Pattern 266 Inspection and Bench Tests 336
Shift Quality 267 Installing 339
Throttle Linkage and Pressure Adjustments 170 Stall Torque Test 336
Throttle Pressure Chart 168 Testing Armature for Ground 336
Torque Converter Operation 160 Testing Armature for Short 336
Transmission Disassembly and Inspection 174 Testing Field Coils for Ground 336
Power Operated Windows-Window Lift Switches 428 Testing Field Coils for Open Circuit 336
Power Steering-Adjusting 99 Performance Tests 335
Data and Specifications 114.119 Steering 81
Front End Alignment 100 Gear Adjustments 83
Gear Lash Adjustment 100 Gear Alignment 83
Lubrication 101 Steering Gear-Disassembly 82
Operating Principles 84 Linkage 83
Piston Valve Adjustment 100 Data and Specifications 82
Pump Pressure Checks 113-118 Torque Specifications 82
Servicing Power Unit 85 Steering Axis Inclination 18
Testing for Leaks 99 Storage Precautions-Protecting Engines of New Cars in Storage 502
Torque Specifications 114-119
Worm Shaft Bearing Adjustment 100
T
Tappet Adjustment-6 Cylinder Engine 305

Q Tappets-V-8 Engine 301
Quarter Window (Club and Four Door Sedan) 413 Tappet Bore-V-8 Engine 301
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514 ALPHABETICAL INDEX (Continued)
Temperature Gauge 479 Unit No. 3 Assembly 246

Testing Anti-Freeze Solutions 355 Valve Bodies and Transfer Plate Assembly 220
Testing Battery 341 Torquing Sequence-Cylinder Head 276
Testing Breaker Arm Spring Tension 325 Torsion Bars 14
Testing Orif low Shock Absorbers 141 Type of Engine Oil 497
Testing Thermostat 356 Types of Lubricants Recommended 496
Testing Tail lamps, License Lamp, Panel Lamp Switch, Dimmer
Switch. Parking Lamps, and Ignition-Starter Switch Light Circuit 490
Testing Voltage in Lighting System 489 U
Thermostat 355
Universal Joints-Ball and Trunnion 77
Timing Chain and Sprockets Installaton 294 Cross and Roller 77
Tire Care 70
Dust Covers 77
Repair 68
Upholstery 503
Rotation 70 Upper Control Arm 12
Static 71 Upper Control Arm Bushings 13
Mounting and Dismounting 67
Use of Cooling System Cleaner 353
Toe-In 18
Use of Rust Resistor 354
Torque Converter and Housing 317
TorqueFlite Transmission 196
Accumulator 208 V
Adjustments and Tests 215
Band Adjustment 255 Valve Guides-6 Cylinder Engine 304
Disassembly Front Valve Body 259 Valve Springs 299
Disassembly and Inspection 225 Valve Springs-6 Cylinder Engines 304
Disassembly, Inspection and Assembly of Component 235 Valves, Springs, Seats and Tappets-6 Cylinder Engine 303
Disassembly, Inspection and Assembly of Power Train 237 Valves, Springs, Seats and Tappets-V-8 Engine 295
Disassembly Lower Valve Body 258 Valve Tappets-6 Cylinder Engine 304
Disassembly Rear Valve Body 258 Voltage Test-Battery 342
Governor Pressure Chart 218
Governor Weights and Valve Assembly 253
Hydraulic Control Pressure Checks 217
w
Hydraulic Control System 205 Water Distribution Tube 356
Kickdown Planet Pinion Carrier Assembly 239 Water Pump 356
Lever Assemblies 247 Water Pump-Disassembly 357
Line Pressure Chart 218 Wheel and Tire Run-Out 71
Low and Reverse Planet Pinion Carrier Assembly. 243 Wheel Balance 71
Low-Reverse (Rear) Band 255 Wheel Bearing-Adjustment 72
Lower Valve Body 261 Window Lift Motor 428
Lubrication Pressure 219 Window Lift Regulator 428
Neutral Starting Switch 220 Window Lift Wiring 430
Operating Principles 196 Windshield Glass 409
Operational Summary 214 Windshield Wiper Motor-End Play Adjustment 485
Overrunning Clutch Hub Assembly Inspection 244 Refacing Commutator 483
Planetary Gear Set Operation 200 Undercutting Bakelite Segments 484
Power Flow in the Transmission 202 Windshield Wiper Switch 484
Pressure Regulating Valves 208 Windshield Wiper Variable Speed Motor Linkage 486
Pressure Supply System 205 Wiper Blade Adjustment 482
Push Button Control Cable Adjustment 216
Rear Clutch Piston Retainer Assembly 243
Rear Clutch Piston Retainer Assembly Disassembly 242
Rear Oil Pump and Governor Assemblies 252 DIAGNOSIS PROCEDURES
Rear Valve Body 261
Reconditioning of Transmission 226 Accessories
Regulator Valve Body 249 Directional Signal Lamp Will Not Light 450
Regulator Valve Body and Valves 248 Heater Leakage 450
Reverse Sun Gear Assembly Inspection 243 Insufficient Heat 450
Road Testing 217 Radio Does Not Operate 449
Service Diagnosis Chart 270 Radio Interference 448
Servicing in Vehicle 220 Turn Indicator Light Will Not Light When Turn is Made 450
Throttle Linkage Adjustment 216 Air Conditioning-Service Diagnosis 475
Throttle Valve 211 Brakes (Power)
Torque Converter Control Valve Assembly 220 Improper Pedal Return 57
Torque Converter Reaction Shaft Inspection 235 Noise 57
Transmission Band Adjustments 216 Partial Loss of Booster 57
Unit Does Not Boost 57
Transmission Output Shaft Rear Bearing Oil Seal 223
Transmission Regulator Valve Assembly 220 Brakes (Standard)
Unit No. 2 Assembly 245 Chattering 58
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ALPHABETICAL INDEX (Continued) 515
DIAGNOSIS PROCEDURES (Continued) Starting System

Starter Fails to Engage 339
Dragging Brakes 56
Starter Locks in Engagement 339
Grabbing Brakes 56
Starter Turns Slowly or Does Not Operate 339
Hard Pedal 56
Locked Brakes 56 Steering (Power)
Pedal Goes To Floor Board 56 Chuckle Noise 130
Spongy Pedal 55 Connector Nut 131
Control Valve Adjustment 131
Clutch
Control Valve Loose on Rod 132
Chattering 65
Control Valve Rod Upper "0" Ring 128
Dragging 65
Creaking Noises on Turns 129
Noises 65
Gear Shaft Cover 129
Pedal Stiff or Binding 65
Gear Shaft Oil Seal 129
Slipping 64
Hard or Jerky Steering Toward End of Full Left or Right Turn.. 133
Cooling Hissing Noise Accompanied by Loss of Oil Through Upper
Engine Warmup Slow 360 Housing Vent (Left Turn Only) 129
Leakage 358 Hissing Noise (No Load) 129
Loss of Water (Without Apparent Leakage) 359 Hissing Noise (Right Turn Only) 129
Overheating 359 Inability to Maintain Control Valve Adjustment 132
Lack of Assist (Both Directions) 132
Engine
Lack of Assist (One Direction) 132
Engine Difficult to Start or Fails to Start 319
Leakage 128
Engine Lacks Power 320
Leakage at Mating Surface Between the Upper and Lower
Engine Misses on Acceleration 321
Housings 128
Engine Noises 322
Lower Housing Plug 129
Engine Will Not Idle Smoothly 321
Low Shut-Off or Relief Pressure 133
Excessive Fuel Consumption 322
Noise in Chuck Assembly 129
Flat Spot on Acceleration 320
Oil Level in the Reservoir 133
High Oil Pressure 322
Poor Returnability (Both Directions) 130
Low Oil Pressure 321 Poor Returnability (One Direction Only) 131
Oil Consumption 321 Porous Housing Head 128
Oil Leakage 321 Pump Noise 133
Frame Pump Not Priming 133
Noise 141 Reaction Assembly 132
Unsatisfactory Ride 141 Reaction Seal 128
Reduced or No Flow 133
Front Suspension System Snapping Noises 129
Car Leads to One Side 18 Unequal Steering Effort (Severe Cases of Self Steering) 131
Front End Noises 19 Upper Piston Rod Movement in Piston 131
Tire Wear 19 Upper Piston Rod 132
Wander 19 Upper Piston Rod Nut Loose 132
Wheel Bearing Noise 19 Upper Piston Rod Seal 128
Generating System Wander (Steering Wheel Freeplay) 130
Test Ammeter Shows High Charge (Battery Fully Charged) 351
Steering (Manual)
Continuous Loss of Battery Charge 351
Hard Steering 127
Excessive Loss of Battery Fluid 351
Loose Steering 127
Test Ammeter Shows Discharge 351
Instruments, Gauges, and Horns Transmission (PowerFlite)

Horns Will Not Blow 486 Excessive Slippage 266
Improper Response to Gearshift Selector Lever Positions 269
Horns Blow Continuously 486
Oil Pressure 268
Wiper Fails to Operate 486
Shift Pattern 266
Wiper Fails to Park 487
267
Shift Quality
Wiper Operates Slowly 487
Lighting System Transmission (Manual)
All Lights Fail 492 Hard Shifting 263
Dim Headlights 492 Leakage 264
Noises 263
One Light Fails 492
Slipping Out of Gear 264
Overdrive
Engine Stalls During Kickdown 266 Universal Joints
Noises 79
Overdrive Will Not Disengage 265
Overdrive Will Not Engage 264 Vibration 79
Overdrive Will Not Kick Down 265
Wheels And Tires
Rear Axle Excessive Tire Wear 73
Leakage 37 Wheel Bearing Noise 74
Noises 37 Wheel Tramp 73

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A A

11111131 piV 11M ND

QUICK REFERENCE INDEX

permoaa 2 Rear Axle 21 00

5 Wheels and Tires 61 10

DIAGNOSIS PROCEDURES Engines-V-8 and

2 Wiring Diagram 501

7tee/4et4 POtito,w,d .5,ece.,.

PLYMOUTH VEHICLE NUMBERS

P-31 Plaza, Savoy, Belvedere 16,083,001 22,330,001 26,595,001 28,525,001

LP1 (6 cyl.) Plaza, Savoy, Belvedere LP1-1001 LP1E-1001 LP1L-1001 LP1N-1001

LP2 (8 cyl.) Plaza, Savoy, Belvedere LP2-1001 LP2E-1001 LP2L-1001 LP2N-1001

VEHICLE NUMBER LOCATION

GENERAL DATA AND SPECIFICATIONS

205 at 270 at 285 at 305 at 325 at 330 at 340 at 330 at 370 at

Wheelbase 118 in. (122 in. Suburban Only)

*Super-Pak frury *Golden Commando

This manual contains service information for units originally installed on

Figure 1-Front Suspension

1. GENERAL INFORMATION BRACKETS -UPPER CONTROL ARM

brackets and the frame side rails, establish the caster

2. FRONT SHOCK ABSORBERS

FRONT SUSPENSION SYSTEM

Upper Ball Joint Stud Nut 100 ft. lbs.

UPPER CONTROL ARM

TOOL STEERING KNUCKLE

57P66 57x 73 BALL JOINT

With the lubrication fitting removed, screw ball joint

Slide seal and dust cover up into position, over stud

Turn bar until anchor cam is positioned as close to the

WOOD BLOCK UPPER CONTROL ARM

UPPER CONTROL ARM BUSHINGS INSTALLATION

LOWER CONTROL ARM STRUT RETAINING WASHERS

Figure 17-Lower Control Arm Strut to

7. LOWER CONTROL ARM STRUT

+2.25 +2.50 +2.75 +3.25

CAMBER-LEFT WHEEL +1/2 TO 0 DEGREES, Ye PREFERRED

Determining Shim Change (Cont'd) STEERING AXIS INCLINATION

12. DIAGNOSIS PROCEDURES

4. BRAKES-Inspect the adjustment of each front and FRONT END NOISES

CONE AND ROLLER

CONE AND ROLLER

CONE AND ROLLER

SIDE GEAR BOLT LOCK

Figure 2-Rear Axle V-8-83/4 inch Ring Gear

Do not strike the end of axle shaft to loosen the

Models P-30 LP-1 P-31 LP-2

The caps must not be interchanged as they are

57x7 PLATES (TOOL)

If necessary, remove both bearing cups from the car-

PINION SHAFT HOLE

Figure 12-Removing or Installing Differential

ASSEMBLY AND ADJUSTMENT

COMPRESSION SLEEVE DRIVE PINION REAR BEARING CONE

SP-1730 57x 152

Figure 20-Setting Pinion Bearing Pre-load with

Install the companion flange on the pinion shaft, using

Mount a dial indicator with the pointer resting against

8. DIFFERENTIAL BEARING PRE-LOAD

Figure 28-Gear Tooth Nomenclature

HEAVY FACE CONTACT

jInstall thicker washer be- Install thinner washer be-

11. SURE -GRIP DIFFERENTIAL DESCRIPTION

GENERAL The sure-grip differential is similar to the conven-

57' and 58' Plymouth Service Manual

57' and 58' Plymouth Service Manual

Super-Pak frury Golden Commando